Im thinking about buying the Saitek Pro Flight System but before I do is there a tutorial youtube, website or anywhere where I can get a tutorial on how to use the mixtures and such.

Thanks

Brett_Henderson wrote on Aug 5^th, 2008 at 10:32am:

Awesome! 
No rush, I should be getting the yoke and throttle by christmas but I thought I would learn before.
Just contact me when its out..
Thanks! 

Anxyous wrote on Aug 7^th, 2008 at 10:52am:


All depends on the aeroplane being used.

There'll be a gauge, near the tachometer (RPM) and the like, that reads EGT.

On some planes, it'll be a combined gauge with two needles, one showing EGT, and another something else.

I'll quote you on this one:

"All depends on the aeroplane being used."

Anxyous wrote on Aug 9^th, 2008 at 8:25am:


You're quite right. Oil temp/EGT are combined most often; I was thinking of a split MP/Fuel flow gauge.

But then again I haven't flown a piston aircraft for 18 months!

A fair general rule of thumb, which works on any piston airplane with a tachometer, is to "lean for best power". In other words, back off the mixture until you see a slight increase in power, then stop when you see  the power level off.

That's the method I usually use in RL, as I don't always get a plane with an EGT. Seems to work OK.

Some engines may not really like that method, so if there is an EGT, it's best to use that (I guess), or in the absence of an EGT, use the tach but keep an eye on the engine temps (oil temp, cylinder head temp if available).

Well my Grandpa is getting his yoke, throttle, and rudder pedals shipped to him right now. I wont have mine till Christmas but he said he would let me borrow them for a month so ill have them all October I might have to wait on a tutorial becuase im so off  .

Most likely...

200 knots is a bit optimistic though, you probably won't get more than 185 KIAS out of it.

Lean the mixture correctly (pull out until the EGT peaks, then forward a notch).

And check the rest of the plane, cowl flaps should be closed, gear and flaps up.

CraigG wrote on Sep 21^st, 2008 at 10:35am:

I want that Switch Panel also
Its cheap for a small panel but there already selling it out. 

tcco94 wrote on Oct 6^th, 2008 at 2:56am:



http://www.simviation.com/cgi-bin/yabb2/YaBB.pl?num=1212879811

If that model is accurate (and I believe it is, because Liberty gave our club a FS9 version when we bought a Real Liberty XL2).. It will have a "modified" mixture control. Individual cylinder mixtures (along with timing) are controled by the' FADEC' system... Trying to make FADEC work within the constraints of the MSFS flight model, is probably some form of "auto-mixture". That's why it's seems weird.

The Liberty has a fixed prop.. and funny you ask.. if you search the photo forum.. you'll see pictures of ours after a bounced landing and prop-strike... AND I posted something about the night when the prop came OFF !!!   My mentor was flying an approach into KOSU.. at NIGHT and the prop broke off, 5 miles out !


Yeah.. it's a blast to fly..  I'm just not crazy about the finger brakes..

The finger brakes are right near the throttle..  Meaning that you have one less hand while taxiing... and it's a tricky finger dance to modulate the throttle AND apply differential brakes for steering (I forgot to nebtion that the nose wheel casters.. so the only low-speed ground steering IS those brakes).

It's not my favorite airplane..lol

Is managing cowl flaps anywhere in these threads? Is there a rule of thumb regarding these devices?

Cowl flaps: In my experience....

Fully open = on the ground, climbing, final approach.

Varying degrees of closure/fully closed = cruise flight, descent until lined up on final.

Mixture: you can fiddle with the CHT needles to accomplish a specific temperature goal, or just lean it until the engine roughens/slows then bump it up a tad.
Didn't read through to see if it is mentioned, but it is a good idea to lean the mixture when taxiing/operating on ground at low power settings so you don't allow an excessive carbon buildup to foul the plugs.(Keeping the rpms at at least 1000 also contributes to this practice) Just remember to go full rich for takeoff, keep it full until around 3000 ft (unless your field is at high altitude), and then full rich when landing.

Yeah.  The brain wasn't fully functional when I wrote that.

"Let's see...a three letter acronym that is near the engine gauges.....this one sounds good."

Most FSX aircraft that have cowl flaps don't actually do anything with them.  Sure, there's a knob, but it doesn't do anything.  Brett's C310 is one of the one's that does model them.  If you leave them closed on the ground it gets downright hot under the cowlings.

DenisH wrote on Nov 23^rd, 2009 at 7:29pm:


Lean the Mixture very gradually...(Grab hold of the Mix Knob with the Mouse)....listen to the engine revs...watch the tacho'...be careful...or the engine will stop!

As soon as the engine starts to cough, splutter, and run rough, slightly richen the Mixture until it runs smooth again.
That will deliver the most power to the Engine.

On most Piston Props the Mixture must be wakened when above 5,000 Feet ASL for efficient running.

If taking off from an Airfield located above 5,000 Feet ASL the Mix must be weakened as above, to ensure a full-power take-off......!

Note: Don't forget to apply Full Rich when descending below 5,000 Feet ASL, and/or landing, to regain power, and to keep the engine cool with liquid fuel, and prevent overheating. (Engines run hot on a weak Mixture!)

Paul...G-BPLF...FS 2004....and a Bike with four Carburettors!... ...!

Mixture:
Road vehicles require a rich Mix for starting and a weak Mix for running.
Air-Cooled Aero Engines require a Rich Mix to develop full power for running at low levels, and  also to prevent overheating....(the Liquid Fuel helps to cool the engine).