Bank to the right, a bank angle of 20 degrees should get you a correct rate of turn. So much for the theory - start with a 360 degree turn to the right. Just use the L marking and the left wing of the aircraft symbol for that. When the right wing of that symbol aligns with the R marking, the aircraft turns right at exactly the 3 degrees per second rate. When the aircraft starts turning (rotate around the vertical axis), the little aircraft symbol starts to bank. The turn coordinator helps you in the correct timing. That's why some people call this a 2-minute-turn. The standart rate turn is defined (for slow aircraft like the Seneca) as turning with a rate of 3 degrees per second. Standard rate turn to the right, apply right rudder When reaching the target altitude of 3000ft, reset power to 28"/2400RPM (remember: increase RPM first), pitch up and accelerate to cruise speed. Never descent with an idle engine to avoid shock-cooling and severe engine damage. Pitch down 3-4 degrees to maintain a rate of descent of 500-1000 feet per minute. Leave the cowl flaps closed to keep the engines warm. Reduce manifold pressure before decreasing RPM. Reduce power to 28"/2400RPM and close the cowl flaps.Īfter one minute start the descent. When reaching the target altitude, level off exactly like you did after takeoff. Increase pitch (pull yoke backwards) to some 5 degrees and slow down to 100 knots indicated. When increasing power, always increase RPM first before increasing manifold pressure. The according power setting is 32" manifold pressure and 2500RPM. That means the engines need better cooling, so first thing to do is open the cowl flaps. To climb, the aircraft needs more power and less speed. We skip the usual clearing turn here, because we don't care about any other virtual aircraft around us.ĭ-GEAR on course climb altitude 4000ft, maintain for 1 minute, thereafter descend altitude 3000ft OK - Now let's have some fun and leave the boring straight and level thing and go for some airwork. If you want, go to the next section or hit the P key to pause and have a coffee. You should be now on a straight and level flight at 2000ft at some 130 knots. Closing the cowl-flaps (use the 'Seneca' Menuitem) will give you approx. Lean the mixture a little to save some virtual fuel and get best cruise performance. Adjust your pitch slowly so the vertical speed indicator shows 0fpm. When reaching the target altitude of 2000ft, lower the nose and let the aircraft accelerate for some seconds. When your workload permitts, read the After Takeoff Check. When the runway is not sufficient for landing anymore, retract the gear and turn off the landing lights.At 500ft above the field reduce the power to 31" manifold pressure and 2500 RPM.Accelerate to 100knots climb speed for a better engine cooling. When airborne, accelerate past the blue line (best rate of climb single engine) to 95knots. Maintain the centerline and observe the airspeed indicator passing the red line (minimum control speed air) and rotate at 70knots by pulling the yoke (or joystick) a little back. When MP is stabilized, release the parking brake ( ⇧ Shift+ B) for the takeoff-run. Reduce throttle on the corresponding engine in that case to avoid engine damage. A warning light in the annunciator panel will illuminate if you exceed 40". In reality you should only advance to 39" of manifold pressure, the remaining inch will build up on the run due to ramair. When cleared for takeoff, advance the throttle slowly to apply 40" of manifold pressure. That will also serve as a departure briefing.Īnd in case of emergency: hit the ESC key and restart FlightGear. The clearance for our little training session is: The Before Takeoff Check will make you set the fuel selectors to on. The center dot of the attitude indicator should align with the horizon line. We do a straight out departure without navaids, so just twist the heading bug to the runway heading of 280. When the engines are running, it's time to do the nav setup. The default trim position will work fine for takeoff. Leave the flaps up - they are not needed on this long runway. The Taxi Check is somewhat void here, since we will not taxi. After ignition, you have to open the throttles to let the engines run at more than 1000RPM for a short time to keep them alive. The operation of the primer is not needed in the simulation, so you can safely skip the operation of the primer here, since the engines will fire regardless of priming or not. Once again, the checklist will help us doing the right things in the correct order. First of all, we have to start the engines.
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