cool video, but different airplane. Approach in the real world video flown with 15° flaps, gear down, 18“ MP, 2300 (ish) RPM, IAS blue line. Then short final full flaps, 16“ MP, crossing the threshold further reducing throttle, flare and smooth touchdown.
If you fly it like this in the sim, you dig a big smoking hole before the runway threshold for sure. Different aircraft.
To be honest, from a purely personal point of view, unless it is one of the handful of aircraft I fly in real life, all I care about personally is that I know the numbers for the in-sim version and it is reliable. If I was rated for a 310 and had access to one it would matter to me but I am not and I do not have access to a real 310 anyway so it is no real biggie.
HOWEVER, I can see how for other people, having the aircraft precisely behave like the real world example is an important part of why they fly flight sims … so if this issue is genuine it needs to be fixed.
I just flew it exactly like that and had a perfect landing…I’ll try and figure out how to post the video.
Not even close.
I find keeping just enough power in to stop the props from windmilling (but not really generating thrust either) will make the aircraft act a bit more like the video. It’s not much, just like 3-5% of my levers travel, but it seemed to make a big difference. Is he doing the same thing in the video I wonder? I can’t tell really.
It’s been a very long time since I flew a 310R but I don’t remember the MP ever having to be over 20” on final. The video illustrates that. Of course landing weight will affect that too. Not sure how much fuel he had on board with only the two of them and I assume no luggage.
looks like from the gauge he had about 50% left and 45% right in the tanks. (19’00" in the video) Plus one passenger = a medium load, not too light.
I do find it interesting that the definitive way to determine an engineering question about performance of a particular aircraft is now watch a post on social media and try and guess things like the density altitude and weight and balance by peering at the instruments in the video.
I’d real like to give this guy his money back but he won’t take it. Oh well.
I like the Milviz C310R. I like it a lot. Having said that, I have a question. When I’m climbing from a take-off, and subsequently cruising, by habit, I adjust the fuel mixture to maximize the HP reading for each engine (on the Digital Temperature Gauges). Is this a proper procedure? Or should I be ‘leaning’ the fuel mixture a bit to decrease the fuel flow? On climbs, I tend to adjust the throttle to get the MP at about 23 inches. On cruising, I tend to adjust the throttle to about 21 inches. In either case I adjust the RPMs to 2300.
Am I doing something basically wrong by adjusting the fuel mixture to maximize the HP reading?
Any feedback is appreciated.
Update: My apologies. I tried to get this as a new thread entry in the " [Milviz C310R Official Thread]", but can’t figure out how to create a new thread entry… only a new topic.
From a real-world perspective, best power mixture is pretty hard on the engine at high power settings (like during climb). Normally mixture should be fairly rich until power is reduced for cruise. Mike Busch (owner of Savvy Aviation and an A&P Mechanic) recommends a procedure like this: once you have set climb power after takeoff with mixture full rich, note the EGT for each engine. As you climb, adjust the mixture to maintain a constant EGT. This will have the effect of keeping mixture rich enough at low altitudes and reduce it toward best power at higher altitudes, where engine power is reduced due to the natural reduction in air density with altitude.
Thanks for the input. Gonna give it a try.
Have a look at the EDM-700 Digital Engine Temperature Gauge in the manual. It’s a little tough to get a handle on but once you do it holds a wealth of info about the state of the engines
I never leave home without it 
Look this:
I watched the video in the link. Wow! I had no idea on how to use the EGT and CHT readings. Sure, I knew there were higher temps and lower temps, but how to use these to find a good ‘Lean of Peak’ was beyond me. I can’t wait to get back into the sim and check these things out for myself.
For what it’s worth, the C310R manual makes zero reference to the HP reading. And the HP reading in the video was always showing 0%. But from what I got out of the video, I was focusing on the wrong thing.
Thanks for the link.
There are some handy markings on the fuel flow gauge in the 310 cockpit which is detailed in the manual. The markings correspond to different altitudes on the bottom half, and then percentages on the top half. As you climb, and pass each altitude marked on the fuel flow gauge, lean the mixture until fuel flow matches that altitude mark. Once in cruise, set your power according to 65%, 75%, etc (these power settings are typically in the POH, not sure if they made it into the manual for our 310) and set the fuel flow gauge to correspond with the mixture.
Did they disable the KAP140 nav mode? I’m on NAV1 with good DME and the HSI performing as designed. If I press NAV nothing happens. I am running out of ideas
I cannot seem to get the VOR/ILS working, the frequency displays as 0.00 and I cannot change this, any ideas?
Hi there time2gosim!
You change the frequency by turning those large and small knobs. Do you have a screenshot of what you are talking about? Also did you think to try an overhaul via the EFB tablet? Maybe the unit has failed? Do you have failures turned on?