No problem. 
Hey Niko. Thanks for the tips. Iâll try and figure it out but I donât know the answer to any of those questions, because if I did, then I wouldnât do it again lol
I donât think I am overpowering. I donât give it full beans for take off. Itâs just constantly ticking down at least 1% every few mins at all stages of flight.
Also thank you very much for the offer to convert a livery. Iâm good with the Jaguar ones for now but Iâll remember you said that! 
Not sure what you mean about weather radar - how can that help me identify cause of engine damage?
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I think heâs referring to the failures, engine status etc. located in the weather radar screen, which youâre already looking at by the sound of it.
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I find it difficult to take off without losing at least 1% though I have never tried to work out if that occurs in startup and taxi or during the takeoff roll.
Generally once off the ground,no longer take any extra damage. I do tend to fly with manifold and prop both set no higher than 90 - 95% and always lean by EGT every 1000â or so.
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Interesting. I have been reading the general guide posted above and the info there suggests that you would LEAVE the throttle at 100% (WOT), and only adjust RPM and Mixture to achieve lower HP.
For cruise that is. For decent (or rapid decent to avoid shock cooling) then itâs lowering it while keep an eye on EGT/TIT.
I quote (snippets):
Cruise
Many pilots are mistakenly concerned that they will operate the engine at too high of a traditional âpercentageâ power setting, by cruise operations with the throttle in the WOT (Wide Open Throttle) position.
Every internal combustion engine operates more efficiently with the throttle wide open, than any other position. However, this does not mean that the engine will be operating at 100% power. On the contrary, because of the precisely balanced cylinder to cylinder fuel/air ratios made possible by the fuel injectors installed in your engine, both the MIXTURE control and the propeller governor can be used to reduce or âmodulateâ the horsepower produced by the engine.
THEREFORE, we suggest that, in general, in cruise, that the engine be operated with the throttle in the WOT position, and the horsepower be controlled by appropriate use of the mixture and propeller governor controls
NOTE: Do not think that you are âhelpingâ the engine by using less than WOT and then select the fuel flows from the list above. This will simply result in the engine operating at much richer mixture with much higher CHTâs.
If you want LOWER horsepower (for extended range, for example) than you have set with WOT and 2500 RPM, accomplish this as follows:
- Simply reduce the RPM from 2500 to 2400, or 2300. Do not go lower than 2300 RPM with manifold pressure above 25" Hg. Do not change the throttle. Generally, you do not have to readjust the mixture setting as the fuel flow will fall in proportion to the reduction in RPM and the resulting lean of peak fuel/air ratio remains constant at the previously set LOP fuel setting. Later, if you want more horsepower, simply increase the RPM back to 2500, without adjusting the mixture or throttle.
- If you need still further horsepower reduction, then, consider simply reducing the throttle. If you are operating at 25-30" Hg MAP, then you may need to lean some. By reducing the throttle only you have enriched the mixture. At these power settings the engine may be too close to peak and the CHTâs may begin to become too hot.
Climbs
In general, use full throttle and 2700 RPM during the climb. There is really no reason to use a reduced RPM, such as 2500 RPM, during the climb. Our research suggests that the engine is probably better off operating at 2700 during the climb, than 2500 RPM. Unless the engine is over-boosting for some reason, DO NOT USE PARTIAL THROTTLE POSITIONS DURING THE CLIMB. Partial throttle does not help the engine, it prolongs the climb, and it may actually result in higher CHTs during the climb, when compared to the routine use of Wide Open Throttle (WOT).
Not really sure if this all applies to the Turbo Bonny, but itâs all very interesting - maybe common knowledge to most but I am taking this in willingly for the first time and want to learn more!
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thatâs Turbo Banana to you, kind sir! 
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Well this is some progress anyway. 30 minute flight following that guide as I interpreted it, and my engine stayed at 100% condition all the way! Even after take off / climb (I used nearly full power and RPM but not quite, just so it didnât go into reds). Then backed off a touch as soon as I was up, but mixture maybe 50% as soon as I could - again I did just by ear, dropped until revs dipped then up a tiny bit. Stayed that way for the whole flight. Throttle and RPM both pretty high and both together at like 90% forward.
Weirdly, it lost 1% just as I was coming to land - after I actually touched down when I reduced throttle for rollout and braking. So maybe I needed to also put the mixture back up to max before I cross threshold, or RPM to max before I lowered the throttle to zero?
No idea. Keeping speed up around 120 knots plus will assist cooling in climb and cruise but that is not going to affect landing.
Maybe try and drop throttle back to a medium setting earlier to avoid sudden cooling shocks? Also make sure cowl flaps are closed well before you land.
i should have mentioned this alongside my snarkâŠ
i have the same issue with this plane. engine wear seems off as i can go do a flight and have no wear and i can go do another flight and end up losing x% with nothing in my procedure(s) or flying style changing. i have all the other bs upgrades and donât have this issue on any of them, baron included.
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This is one thing that makes me hesitant about engine failure simulation. I love the idea in theory, but the implementation gets into a lot of gray areas. For example, when I fly the Blackbird 310R using the exact procedure @Baracus250 quoted above (wide open throttle on climb out, lean of peak in cruise), I lose engine life quickly. I asked the developer on their support forums and found out that operating the engine above the green arcs on the manifold and RPM gauges will cause more engine wear and tear in their damage simulation. I suspect Mike Busch and GAMI would argue that the green arcs do not tell the whole story, and cylinder head temperature is far more important than operating at reduced manifold pressure or RPM. This gets into an area where pilots argue and disagree about the âbestâ or ârightâ way to run an engine, but itâs hard to find rigorous data in the public domain to prove one theory or another wrong.
Undoubtedly, the BKSQ A36 is built with assumptions about what causes wear and tear. Getting all those assumptions correct is very difficult, and could be impossible without hard data to back it up.
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Well, I understand this approach of damages.
Based on my understanding of the MP green arc, operating the throttle within the green arc doesnât necessarily mean you are operating well. The green arc simply indicates the maximum engine torque allowed but doesnât reflect a safe operating range. MP limits are for a part altitude-related, so itâs important to consider the bottom of the available power for high altitudes operation, and probably for a short amount of time.
We already discussed this in another thread, and perhaps Barracus remembers. I shared my point of view regarding maximum continuous power and how I operate the Bonanza without major issues. I admit that I occasionally lose 1% here and there but I donât consider it a significant problem as it might be in real-life scenarios.
edit : flew it today , I have been loosing few percents probably because I have been climbing full prop with 0 adaptation of the propeller, I guess it s here my faultâŠI will try to reproduce various climbing scenario another day if I m boring
How do I check latest versions on JustFlight site? I have all four analogue plans and want to make sure theyâre all updated to latest
hello,
you have to log in, and go in your account order section, you will see all products you own, then check by clicking on each one.
I donât really fear to miss an update since we are always advised by mail
there is also all change logs wich can be found using the support section
actually it s
-caravan is : v 1.4
-King air : v 1.3
-Bonanza : v 1.1
-Baron : v 1.0
thank you very much
Engine wear-n-tear modeling, is a tricky proposition. Too much, and it defeats the purpose of realism ⊠too little, and the average user is perplexed.
Iâve been flying the Bonanza, realistically, and on the conservative side re: power settings⊠can go a whole flight staying at 100% health, but more times than not⊠ending a flight with engine at 99-97 %
Thatâs all well and good, as far as keeping a sim pilot on his toes⊠but letâs assume losing 1% for every two hours of flight⊠at 100 hours, the engines are half worn out⊠performing poorly enough to require a rebuild ? at 100 hours ??
So⊠Iâve bound the cowl-flaps, to also reset engine healthâŠ
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Yes, a bad case of bright sunlight, poor screens and a veryi dividualistic autocorrect there 
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Ok, I would think that you would lose about 1% after a few hours, then, after 10 - 20 hours or so it should flatten out a bit, such that you should get about 2000 - 2500 hours out of the engine before needing a rebuild. Depending. The turbo might need to be rebuilt a little earlier, maybe the engine, too because of the hot turbo gas injestion (even though itâs intercooled?). I dunno, never really studied turbos before.
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Currently KPHX-KPSP with a little site seeing. Iâm in the A36-TC been in the air almost an hour. It was 109f on the ground and the AC could not cool the cabin but engine is fine 100% @ 20deg LOP.
Can we get better cooling for us folks who live in the desert. Full AC full blower and I canât get the cabin below 103f.
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Sounds like you need to dial back the computer overclocking.
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Here are my simple AAO RPN-scripts for the turbo charged mixture controls of Blacksquareâs Baron and Bonanza. It can be helpful to users of AAO to assign the aircraft LVARs on turbo charger mixture to their hardware levers. In my case I use the honeycomb bravo.
Script 1: (L:BKSQ-BKSQ_MIXTURE1_TC)·(>L:BKSQ_MixtureLeverPosition_1,·Percent)
Script 2: (L:BKSQ-BKSQ_MIXTURE2_TC)·(>L:BKSQ_MixtureLeverPosition_2,·Percent)
Mixture 1 can be used for both aircraft. Mixture 2 is obviously for the Baron only.
When assigning the script, set âAxis minâ to 0 and âAxis maxâ to 100 (as per documentation from BKSQ).
If you want to set up a profile for the non-TC Baron and Bonanza, there is no need to use a script for the mixture controls. Just use events AXIS_MIXTURE1_SET & AXIS_MIXTURE2_SET.