A2A Simulations - FS Expo - Aerostar News

[clarkejw]

Are there ANY warbirds or interesting aircraft on the horizon?

[Capt. Timeter]

Aerostar looks like an ugly duckling for me, however Scott's video sparked some interest. I'm sure it'll be awesome, I'm a bit disappointed that the dreams of 2-3 Accusim planes per year did not come true

[PropDamage]

Wonderful news and that teaser pic is superb.

[eracer59]

Any chance we can get the PA-60-601P? I'd love to see a pressurized cockpit in such a capable airframe.
Either way, this is exciting news.

[Swagger897]

Hopefully we can get a fair amount of customization and be able to upgrade it to a 601P (700P would be a dream) with engine options.

[Michael-C172pilot]

I am sure the Aerostar will be a fantastic airplane. I am just a bit concerned about the A2A pipeline and development speed. I know you guys are a small company and you only release the best of the best projects, so the planes take time. This is fine and understandable, but I really hope we will see C172, C182 and other "A2A Classics" for MSFS in the A2A quality sooner or later, and according to FB, they are not even in the pipeline now.

So, I really hope that after the Aerostar, we will get some orientation on where you are heading next.

[jcblom]

not unexpected, but I fear I'll pass

[alioth]

Really great news

The Accusim + Twin engine combination is going to be a milestone in the world of simulation.
I could have used any twin engine, but you have chosen the best possible one. Performance, analog gauges, and with its own personality.

Beautiful cockpit pic!

Thanks.

[addman]

Fantastic news! I was so saddened when development halted because of the belly landing. But now good times ahead!

[MarcE]

That will be an amazing addon! Great news!

Althooooouuugh I must admit I had silently hoped for a radial airplane like the AT-6. But of course I‘ll love the Aerostar, it‘s certainly a great plane! I love the nose gear steering with that left/right switch

[AKar]

I love the nose gear steering with that left/right switch

That's indeed an interesting feature. As far as I've managed to research the aircraft so far from the documents I've got at hand, hydraulics are used... kinda lot for a piston twin.

Just to get started on how much there is to learn in this specific airplane... only from the books!

Aside the nose wheel steering (no pedal steering here but the dual rocker switch that you mentioned!), other hydraulically actuated systems are flaps and landing gear.

The flaps operate via up-neutral-down lever, neutral keeping the flaps in position with no intermittent 'notched' positions defined. The flaps are not mechanically or otherwise hard-synchronized; instead, them extending/retracting together rely on a matched set of flow control valves (restrictors). In principle, if continuously operating the flaps away from the hard stops, they could slowly lose their sync.

The landing gear is retracted by hydraulic pressure and extension is assisted by springs. There are no mechanical up-locks. Instead, the gear is held up by hydraulic pressure; loss of hydraulic pressure would cause the gear to fall and lock down, even with the selector in the up position (with the green for nose gear not illuminating in that specific configuration).

Main landing gear doors are also hydraulically actuated, with appropriate sequencing.

Hydraulic power is provided by an engine-driven pump installed on the starboard / right-hand engine. The nominal system pressure is regulated to 1000 psi in the early models. The regulator has an unloading valve and cut-in of approximately 950 psi and cut-out of about 1100 psi, again, depending on the model. The unloading allows for the pump not having to fight the pressure relief valve open constantly when there is no system demand, which would consume significant power and rapidly heat up the fluid.

An optional electric auxiliary pump is available, at least in some models, that has "armed" as its operating switchology position. It is then automatically operated by a pressure switch, energizing it at about 700 psi and de-energizing at about 1000 psi.

An accumulator softens the system as appropriate and should also be capable of providing hydraulic power for one full down & up cycle of the flaps.



Needless to say, I personally think this aircraft is a brilliant subject for a study-level sim, and for a proper simulation of a light twin. It is rather unique and quirky - there are lots and lots of curious things beyond the hydraulics in the design of this one - but it is still common enough a model that one stays connected to the real world, as if this really exists ("simulating" many fantasy planes, of which very few if any at all even exist, always make me feel that I could equally well be riding on a dragon).

-Esa

[agathorn]

The 600 not the 601? Man would be great to have the A2A realism for the turbocharged version.

[Capt. Timeter]

loss of hydraulic pressure would cause the gear to fall and lock down, even with the selector in the up position (with the green for nose gear not illuminating in that specific configuration).

Then how, pray, they managed to land it gear up?

[MarcE]

loss of hydraulic pressure would cause the gear to fall and lock down, even with the selector in the up position (with the green for nose gear not illuminating in that specific configuration).

Then how, pray, they managed to land it gear up?

Because every failsafe system can fail. I don‘t recall what exactly happened to Scott‘s Aerostar or if he even shared the details but I believe to remember that one if the main gears was stuck retracted and that they decided a belly landing was safer to do.

[Capt. Timeter]

every failsafe system can fail

This sentence made my day, thank you