Community Discussion > Flight Operations
Wild division tour, online legs discussion
EHM-2589 David:
Hi Dominic, in my case I fly very fast in comparison with the other gays who flow in formation around 130 KIAS, then in the approach I lost 1 engine ???
Thanks for your comments ;)
EHM-2589 David:
--- Quote ---I expect my next leg KNCY-KPVU to be on Monday, 2000(Z)
--- End quote ---
I'm not sur for monday, but I'll tried today and if I can monday I'll be at KNCY 20:15 GMT in normal flight ;) by IVAO of course, but I don't have voice, or could be tried text and receive voice, is new for me ???
EHM-1829 Trevor:
I will have to fly Leg3 tomorrow as I am being dragged out for
dinner tonight. :)
EHM-2155 Mariano:
--- Quote from: EHM-1465 Dominic on October 29, 2010, 11:28:57 pm ---What did you find gents? :)
--- End quote ---
Hey Dom...
I'm gonna write quickly what I remember before I fall asleep on my keyboard
Basically, the plane is just too powerful and has an imperial ton of lift.
On full throttles and with the stick pulled full back, the plane will not stall. It pitches up about 30-40 degrees, gains some altitude and loses speed, then the nose drops to level, and then it will pitch up again once it reaches 80 or so knots, and keep climbing. I've never flown in one of these before but I'm pretty sure that's not possible.
What Murray is referring to is mostly it's straight line speed. I had no problem pushing my throttle to full and leaving Murray's plane (which i'm sure was far better simmed) behind by a large margin, him doing 115 knots indicated at about 90% throttle (correct me if wrong Murray) and me doing 160, 165 indicated... groundspeed 200+.
The worst part was trying to maintain formation with Murray and E-J, cos the slightest touch in my throttle meant going from 100 IAS to 130, I kept having to forward and retard it constantly to keep at 110.
The last but not least of my problems is the plane's behaviour when under flaps. With 20 or 30 flaps (I know it doesnt need that much at landing), an increase in throttle will make it pitch down rather violently. It has a lot of lift even in slow speeds which makes it rather tricky to land, I go in to the landing with negative pitch which in every way you look at it, it's wrong. I don't know at which IAS the plane will fly on but I'm pretty sure the difference between too much lift and a stall is quite small. And then when you notice the danger of stalling, you advance the throttle, and as I said before, it pitches down on it's own.
So yeah I hope that gives you some clues on where to look, sorry for the verbosity, when I'm looking for problems I like having as much info as I can.
EHM-1465 Dominic:
Thanks gents, I'll look into these observations. The PAD Twin Otter has been out for a long time now so I figured the dynamics would have already been looked at by them and their fan base (and I know there have been some tweaks) but it certainly sounds like the plane needs some adjustments ;)
@ David - the loss of an engine must be down to failures being set. Do you fly with random failures set up? I know it's one of those features that PP was supposed to have but to be honest I'm not sure if its realised...
EDIT - There are some very useful documents on THIS PAGE which could help, particularly the performance specs which make it clear the PAD model is indeed overpowered at the altitudes we are flying at in the Event. Now all I have to do is work out which settings to change to alter the flight envelope the right way... ;D
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