[quote="AKar"]I also understand that variation of air density as a function of temperature is effectively not modeled in FSX/P3D platform. Which I find curious, but haven't done any tests to check it out.
-Esa[/quote
If I remember right from the Beta, we discussed density altitude at the time. I think what the Aces team decided on was a simple linear effect based on elevation and tied to a mixture ratio that required you to lean based on your takeoff altitude to obtain max power. Simple but effective. I never actually got around to asking them exactly what they did as we went on to other issues.
I believe that the power required/power available/mixture combo was the only thing dealt with for FSX. Turn radius I believe was not addressed as I recall.
DH
A2A Development Update 4/8/18
- DHenriques_
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Re: A2A Development Update 4/8/18
Yeah, the aerodynamic effects of decreasing ÃÂ with increasing temperature is the part I'm thinking of. Obviously, there at least is some effect by the altitude on the engine, but not sure if any on the wing so to say.
-Esa
Tubeliner creators who get their stuff right model their engine parameters so that the temperature affects the thrust output among all. Not sure there is much effect on aerodynamic performance of the airframe on most of them, if they rely on FSX/P3D core FDE. Why temperature affects the wing and flight control as well results directly from the fact that air's density is dependent on both temperature and pressure. At low Mach numbers, stuff mostly happens proportionally to the classic equation of dynamic pressure, ½ÃÂv², where the à(density) is a variable dependent on temperature.Caldemeyn wrote:It is modelled i believe, there were problems in the past with some weather engines that injected wrong temps at altitude and guys flying tubes didn't get expected performance out of the engines.
-Esa
Re: A2A Development Update 4/8/18
I was fortunate to do my training in Prescott, AZ, where they beat into our heads the importance of density altitude. Our field elevation was ~5000', so the summer density altitudes would commonly reach 8-9K'. This was such a great teacher, it forced the student to respect the limitations of the aircraft, along with the associated flight planning, as well as being very mindful of the environment in which they were flying. That environment encouraged students the learn value of setting personal minimums, be it weather conditions, performance, MDAs..etcDHenriquesA2A wrote:It has always amazed me as a flight instructor, the seeming lack of real interest shown by the average pilot concerning density altitude. This is especially prevalent among Private Pilots who fly exclusively on the east coast of the United States.LZ-WIL wrote:"With this baby we can go wherever we like... " oldie but goldie flick by FAA. Three years ago, we did not even suspect that we could see a V35 from A2A.Paughco wrote:Here's an interesting FAA video with a V-Tail Bonanza in a starring role: https://www.youtube.com/watch?v=ihee35QrWtk.
Seeya
ATB
Density Altitude a short FAA flick
Cheerz,
Will
Out west not so much.
In our airshow community the subject of density altitude is CRITICAL as it affects TAS and TURN RADIUS. In fact, we treat the issue as important enough to warrant direct attention to it before we allow display pilots to perform at show sites where density altitude can be an issue.
Dudley Henriques
I remember trying to calculate the single engine service ceiling on the Seminole during the summer, which was already low...the numbers being usually lower than the surrounding elevations....proving the axiom....that extra engine will get you to the scene of the crash
Cheers
TJ
- DHenriques_
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Re: A2A Development Update 4/8/18
One simple thing pilots can do is find a copy of a Koch Chart, cut it out and keep it in their flight kit, pocket, or aircraft if they own the airplane.I was fortunate to do my training in Prescott, AZ, where they beat into our heads the importance of density altitude. Our field elevation was ~5000', so the summer density altitudes would commonly reach 8-9K'. This was such a great teacher, it forced the student to respect the limitations of the aircraft, along with the associated flight planning, as well as being very mindful of the environment in which they were flying. That environment encouraged students the learn value of setting personal minimums, be it weather conditions, performance, MDAs..etc
I remember trying to calculate the single engine service ceiling on the Seminole during the summer, which was already low...the numbers being usually lower than the surrounding elevations....proving the axiom....that extra engine will get you to the scene of the crash
Cheers
TJ
Comes in handy on occasion !
DH
- Killratio
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Re: A2A Development Update 4/8/18
Yes, with an option for a broken neck and surprised look on the facejeepinforfun wrote:I think they should have a pilot wearing a white lab coat and stethoscope wrapped over his neck.
Re: A2A Development Update 4/8/18
Really looking forward to this! I’m fortunate to have a little bit of time in a V Tail and I loved every minute of it. I told my wife that someday we need to trade in the Cherokee (which I love, too) and buy an A36. She’s not convinced, but I sure am! Maybe this will help her see the light.
Sean Wood
Re: A2A Development Update 4/8/18
SWood7 wrote:Really looking forward to this! I’m fortunate to have a little bit of time in a V Tail and I loved every minute of it. I told my wife that someday we need to trade in the Cherokee (which I love, too) and buy an A36. She’s not convinced, but I sure am! Maybe this will help her see the light.
The best way to allow her to see the bonanza light is to just go out and trade it in.... or she could just kill you then and I suppose you would just see the light then.
Re: A2A Development Update 4/8/18
I'd like to find a copy of "Flying the Beech Bonanza" by John Eckalbar. According to the description on Amazon: "John Eckalbar has packed Flying the Beech Bonanza with more than twenty chapters of information you will find from no other source. *How much help are flaps in getting over a 50-foot obstacle? *Does it really pay to cruise climb in a Bonanza? *What airspeed and rpm yield emergency maximum range? *Does it make sense to run lean of peak? *What is the optimum altitude for a trip of 200 or 600 miles? *How should you adjust your turbulent air penetration speed for light weights? *How do the performance, handling, and loading characteristics of the four Bonanzas vary? *How can two tail members do the work of three?"
Seeya
ATB
Seeya
ATB
Re: A2A Development Update 4/8/18
I've just played a little bit with the Garmin G500/600 trainer. A2A, please include it as an option if it comes out at the right time
Re: A2A Development Update 4/8/18
Those kind of books are amazing, found one for the bird that I fly at work and its amazing the kind of info and tricks of the trade you can learn from someone who has thousands of house in a specific airplane make and model.Paughco wrote:I'd like to find a copy of "Flying the Beech Bonanza" by John Eckalbar. According to the description on Amazon: "John Eckalbar has packed Flying the Beech Bonanza with more than twenty chapters of information you will find from no other source. *How much help are flaps in getting over a 50-foot obstacle? *Does it really pay to cruise climb in a Bonanza? *What airspeed and rpm yield emergency maximum range? *Does it make sense to run lean of peak? *What is the optimum altitude for a trip of 200 or 600 miles? *How should you adjust your turbulent air penetration speed for light weights? *How do the performance, handling, and loading characteristics of the four Bonanzas vary? *How can two tail members do the work of three?"
Seeya
ATB
Re: A2A Development Update 4/8/18
Anyone else desperate to see how A2A have modelled the instrument panel of the Bonanza?
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- Fragmentum
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Re: A2A Development Update 4/8/18
Am, well, noth really as it will be mostly if not exactly like the original plane... Just google 'Beechcraft Bonanza V35B' and you'll see all the instrument panels you can handle!chadryan wrote:Anyone else desperate to see how A2A have modelled the instrument panel of the Bonanza?
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Re: A2A Development Update 4/8/18
Is it confirmed that the version we're getting is a V35B?Fragmentum wrote:Am, well, noth really as it will be mostly if not exactly like the original plane... Just google 'Beechcraft Bonanza V35B' and you'll see all the instrument panels you can handle!chadryan wrote:Anyone else desperate to see how A2A have modelled the instrument panel of the Bonanza?
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- Piper_EEWL
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Re: A2A Development Update 4/8/18
Not to my knowledge. But N40G which is the plane modeled in the video is a V35B. So it’s not unlikely that it’ll be a V35Carlos2297 wrote: Is it confirmed that the version we're getting is a V35B?
B377&COTS, J3 Cub, B-17G, Spitfire, P-40, P-51D, C172, C182, Pa28, Pa24, T-6 Texan, L-049&COTS, Bonanza V35B
Re: A2A Development Update 4/8/18
Being the proud owner of nine A2A aircraft (and not nearly enough spare time to fly any of them nearly as often as I'd like) I am looking forward to "Yet Another GA plane" from A2A, especially when - by owning/operating one themselves [or at least having regular access to one] - we know that the attention to detail will be spot-on.
My own real-life experience of GA was a couple of trial flights in the late 80's / early 90's, my main interest being gliding at the time (40 hours before spare time at weekends and financial pressure of real life became an issue).
These days, limited by time and money to flying the virtual skies, I look forward to sitting inside a GA plane (or perhaps a Spitfire or B-17 if I'm feeling really greedy) on a small airfield in Southern England, live weather streaming to FSX via Active Sky, doing my pre-flights, firing up the engine and immersing myself into the PC-based small-plane realism that A2A provides.
Whereas (arguably) "every Carenado feels much like every other Carenado", with each A2A aircraft - as in the real-world - the differences (subtle and otherwise) between different planes, different weight & balance loadings, different makes of engine, different levels of wear and tear are something to experience and explore, even if superficially the aircraft are very similar in form.
So one thing I can be sure of is that as and when I sit myself into the cabin of my new Bonanza, I won't be thinking of it as "just another GA plane from A2A".
My own real-life experience of GA was a couple of trial flights in the late 80's / early 90's, my main interest being gliding at the time (40 hours before spare time at weekends and financial pressure of real life became an issue).
These days, limited by time and money to flying the virtual skies, I look forward to sitting inside a GA plane (or perhaps a Spitfire or B-17 if I'm feeling really greedy) on a small airfield in Southern England, live weather streaming to FSX via Active Sky, doing my pre-flights, firing up the engine and immersing myself into the PC-based small-plane realism that A2A provides.
Whereas (arguably) "every Carenado feels much like every other Carenado", with each A2A aircraft - as in the real-world - the differences (subtle and otherwise) between different planes, different weight & balance loadings, different makes of engine, different levels of wear and tear are something to experience and explore, even if superficially the aircraft are very similar in form.
So one thing I can be sure of is that as and when I sit myself into the cabin of my new Bonanza, I won't be thinking of it as "just another GA plane from A2A".
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