Yeah. Generally I don’t think the hapticonnect RPM is any good. I suggested to them that they make 2 sliders, one for stable rpm and one for acceleration. Like FSRealistic has for “cockpit shake” when you accelerate.
I thinks ok, it’s just this aircraft that I have poor haptics with which is a shame as I love to flys bird
can you point me to the info/chart how to configure for high altitude landings? can’t find it. or is it only about how to lean? How EXACTLY do you lean for a high altitude landing? Nothing in the POH nor the Milviz manual as far as I could see.
Just use buttkicker without hapticonnect? I use it without any additional software, only an amp with a LFE high cut filter, and it works great with the 310R. In fact better than with most other planes, which have not such well designed sounds.
Thank you, could you help me finding them? I do not find them in the POH.
Google search for Cessna 310R POH
http://www.grayskies.info/download.html
http://www.grayskies.info/DOWNLOADS/CESSNA310/C310R_POH.pdf
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The tables are on page 6-15 of the Blackbird 310 user guide.
There really isn’t a specific numerical recommendation for high density altitude leaning in most smaller piston-powered aircraft. It’s generally a rule-of-thumb to lean for best EGT, FF, MP, RPM, or torque while doing a static run-up (or when applying takeoff power, which can be difficult in some aircraft), keeping in mind upper limitations for any of these. Sometimes lean for peak, then enrichen a bit. Sometimes lean until the RPM drops, then enrichen until it peaks again.
However, all of this is usually an approximation - if it’s called out at all, it’s usually in more generic terms, like “lean for field elevation” or density altitude. As others have said, there are fuel flow figures for full power vs. altitude in the 310R POH which can be helpful.
You also need to be careful because prolonged full-power lean ops (especially at high temps and altitudes) can exceed those and cause premature engine wear and/or vapor lock.
For landing, take note of that peak takeoff mixture setting and use it for landing (there’s less opportunity to test this out on landing because you’re not at power). Fly the normal indicated airspeed numbers for a normal approach. Understand that your true airspeed will be much higher, so the sight picture may look weird. Carry additional speed for the gust factor, if necessary. You can reduce drag with lower flap settings, but know that increases your stall speed and groundspeed on the landing. Land uphill if possible (even with a slight tailwind). Have an out.
Either way, you might run out of real estate in certain conditions, no matter what you do. Besides density altitude, runway slope, wind/downdrafts, and other obstacles may play into this. Telluride is notorious for the difficult approach. In my experience in the sim, it’s compounded by a ridiculous, unrealistically-sloped EMAS/stopway on the approach end of runway 9, which may also play into the up/downdraft effect in the sim. Nevertheless, KTEX Rwy 9 is the only place I’ve ever stall/spun into a crash when trying to land in the sim (when I wasn’t screwing around), when a downdraft got me on short final in the V35 Bonanza.
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You know, another thing you can do is get away from the mountains, but climb up to 9, 10, 11k feet and practice slow flight and constant-rate climbs and descents at various configurations to see what power settings and mixtures work well to maintain your desired approach speed. That eliminates the variable of the downdrafts/turbulence and gives you room to play around. Trim for those speeds.
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Flying in the mountains just takes practice. This sim , plane are excellent to practice with. Try Leadville Co. KLXV, Elevation 9934 the 2 highest peaks in Colorado.
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Will be very dodgy. Visited airports around 10-12k feet in South America when i did my trip in the C337. And those takeoff runs were long and on one i just could not takeoff.
The C337 climbs better then the 310 i believe, with the 310 being closer to an Arrow in climb. Those too bog down a lot when at altitude.
It’s a sim, try it.
But believe me, keep the plane light and pray those engines stay alive during takeoff.
These twins can be dodgy as hell.
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This cannot be overstated. I had a real-life close encounter a couple decades ago departing Sheridan, WY on a warm day near MTOW in a PA-28-181. It was everything I could do to eke out a climb without stalling. Fortunately I was able to follow a shallow valley and navigate toward descending terrain.
Lessons I learned that day - stay in ground effect until you reach a good climb speed, try to be as light as possible, and depart early when it’s still cool and the density altitude is lower.
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Thank you. Those I knew, but they are for cruise in a clean configuration.
I was wondering if there are tables or formulas/tools for giving numbers for being fully configured for landing with its hugely different drag forces.
I had before difficulties at sea level with apparently excessive drag from being fully configured, so I was wondering the same for high altitude landings, and how realistic the drag for full flaps and gear down is modeled with this plane.
Obviously it might be “pilot error”, but I couldn’t know without precise real world data to compare to. My gut feeling says the drag is (simulated) too high for full flaps/gear down, but I can’t tell, lacking real world empirical knowledge of the plane. (I have seen numbers published by one flying school in Germany for the 310R, about 19MP, 2200 RPM, for final approach, but that’s not enough power (at sea level, standard temp. and pressure, no wind) with the sim Milviz 310R)
Thank you all for your help!
19” MP seems about right, but I’d be at least 2500RPM or full fine pitch in the event of a go-around. The POH calls for props full forward.
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True. The checklist I saw called for props FULL FORWARD only on short final. For my KTEX approach too late, I would have stalled before that. Still wondering if the drag in full landing config is realistic in the sim. Must practice and test more.
http://www.joachimwalther.de/amair/ME-Instructing-Manual.pdf
For landings, I’d go for rich of peak (second suggestion), not lean of peak. Lean of peak is good for economy, but, rich of peak, IOW, a little more gas, is where I’d want to be for runway work at high altitude.
Leaning for best power is not going to depend in any way on the drag configuration so to speak. You’re going to want to lean the engine for best power (as opposed to best economy).
Regarding drag… You don’t have to use full flaps, or any flaps at all, if you’re getting too slow. Really, the POH is an excellent starting point, but it’s up to the pilot to understand his airplane and choose the best configuration at any given performance range and altitude.
For instance, in a strong cross-wind, I won’t use full flaps in a Cherokee.
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Good point, I should have been more clear and I meant to lean for indications such as peak RPM, not necessarily power vs economy leaning. In the aircraft I used to fly, we didn’t have an EGT gauge or a constant speed prop, so it was lean on the runup or static takeoff until you hit peak RPM. That’s a little moot for the 310, but relevant for some aircraft.
Same here, gusty winds as well.
Where it gets troublesome is at high altitude with short runways when you’re already crossing the fence at a higher than normal true/groundspeed. If you’re indicating 70kts at 12500 DA, you’re doing more like 85 true (about 22% faster), so once you get weight on the wheels, you have a lot more braking to do, along with the aforementioned change in perspective, rate of descent, etc. Add a no-flap (or less flap) landing and you can end up running pretty fast on the ground.
As you said, know the airplane and all.
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This is why the runways in CO (and any high-altitude locale) are so long!
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Generally speaking rich of peak provides better cooling in high power situations but you get a smidgeon less power and if you go the full monty and use full rich there is a risk of fouling plugs.
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hi,
we sent the update over to the Asobo a while back, we are waiting for the approval and for them to publish it to the marketplace. Happy new year by the way!!
-Blackbird Team
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