We all know that A2A has done their home work. Not sure just how good of a pilot I am but I do muddle through. The enjoyment of the Connie is amazing.Artur wrote:So it looks like u are a good pilot and A2A did a proper research
Roger
We all know that A2A has done their home work. Not sure just how good of a pilot I am but I do muddle through. The enjoyment of the Connie is amazing.Artur wrote:So it looks like u are a good pilot and A2A did a proper research
Very interestingWB_FlashOver wrote:It will be fun to see just long I can make them last.
Ah heck, in today's dollars it only cost about a million dollars or so to overhaul a big Wright. With the recent tax breaks afforded us by Congress, this should be easily doable now.So tonight I lost my first engine at 729 hours. Not quite sure what happened but on my way from Stockholm, Sweden to Berlin, Germany the engine failed. All gauges showed well within limits and the same as the other engines, i.e. torque pressure, oil pressure, fuel burn, RPM, temps etc, however the manifold pressure on engine 4 was an inch, maybe a hair more, under the others. I assumed I had lost a supercharger (nothing to critical, right?) so I did not shut it down as I divert to Neubrandenburg AB, Germany.
Should I have shut engine 4 down? Would the Maintenance Costs have been lower if I had? Was the engine completely dead and windmilling and if so why would the manifold pressure so closely follow the other engines as throttles changed and why would RPM's mimic the exact same as the other engines?
Looking for suggestions, ideas, input.
Also, if I was not considered to be responsible for the "RARE AND SUDDEN FAILURE" then why would they dock my salary $2,507.00? This is a real conundrum! This makes me want to return to my last saved data file and rebuild all engines before flying again. I might just do this, not sure yet.
Thanks much
Roger
Hello Hobart,Hobart Escin wrote:
Okay, before starting a politically laced thread tirade, I'm wondering if you guys are flying the published BMEP setting for climb and cruise, as well as keeping BMEP out of the negative torque regime on descent and approach. On the real aircraft, I'm assuming the quoted BMEP figures were as much to reduce engine wear as they were for fuel economy, and these torque values were always used instead of manifold pressure to set climb and cruise power. I'm not sure how much Accusim would actually take into account though when it computes wear on the engine. I think Scott Gentile mentioned that Accusim accelerates normal engine wear too to provide a richer simulation experience.
As CAPFlyer mentioned, your takeoff power setting is pretty low. I don't even reference BMEP settings until reducing from METO to normal climb power. I use 46" @2600rpm for takeoff and hold that power setting until completion of gear retraction, then reduce power to METO (40" @2400 rpm), and hold METO until about 1500' AGL. Finally, I reduce to published climb power setting of 145 BMEP @ 2300 rpm. I use whatever manifold pressure setting will yield 145 BMEP until reducing power at cruise, then fly published cruise power setting. On descent, I reduce to 20", keeping the props at their 2000 rpm cruise setting and holding this until in the terminal area.WB_FlashOver wrote:Hobart Escin wrote:
I am starting to have questions about this very subject. My normal settings are:
Takeoff- 140-145 BMEP @ 2600 RPM (runway length and density altitude allowing)
Cruise- 130+/- BMEP @ 1700+/- RPM (this is variable but always in this ballpark) (FL200-FL240)
Descent- 100 BMEP @ 1550-1600 RPM (depending on my rate of descent but usually around 18-20" MP @ said RPM)
Roger
This is what I get for taking an hour plus to write and make sure I've got good numbers in my post.AKar wrote:Also, recall that running an airplane engine at high power...
Don't worry...I've had my hour of labor in collecting some stuff in a table for some statistical comparison...CAPFlyer wrote:This is what I get for taking an hour plus to write and make sure I've got good numbers in my post.
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