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About pbearsailor

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  1. Works just fine now. Thanks for the rapid fix on this great scenery!
  2. Just a note that I have the same issue. Frame rates and VRAM are fine here and in everything else I've flown except for the sloped runway at Lukla. Cannot use at this point. cheers steve
  3. Oh yes! Thanks for these two repaints Flightmaster2015! Hope you do more. cheers steve
  4. Not a 50 but alway liked this scheme anyway. Thanks for all the great paints you have done, Tim! Really makes this fine plane so much better. Steve
  5. I'd love to see any of the many colored Braniff DC-8's. thanks, steve
  6. Thanks from me as well. I appreciate Aerosoft for its consistently good quality products that are always supported well. Thank you for the patient way you are able to deal with all of us who always want something just a little different than what we have. cheers, steve
  7. Hi Lars, I could have been clearer in that part of the pattern description at Pago. Mostly, the 10 PSI setting is to get you slowed down enough to get beyond flap limit speed. Probably by the time you've gone past abeam the numbers and have slowed and put down 10 degrees of flaps, you'll be at about the right spot to turn base. From that key position on base, you'd want to go to 20 degrees of flaps (or more if you're on a short runway) and make a judgment on power based on whether you're high or low. For sure, the point isn't to make it with 10 psi, and I wasn't clear in Jarn's magazine on that. Old school teaching tells you that the best approach and landing is one in which power is only reduced to land after that key spot on downwind, but life isn't often that perfect. You really want to be trying to be on a stable approach, on speed, with a descent rate of 500 or 600 fpm or so and I'd personally be watching speed and descent rate in my instrument scan and more likely setting power by sound. Hope that helps and thanks for the PM or I would have missed your post. cheers, steve
  8. Thanks Thomas and Mathijs. Can't fly without it! cheers, steve
  9. Outstanding job! My wife and I were fortunate enough to sail through these islands about 10 years ago on our sailboat. It's so cool to fly the Otter over so many of the places we anchored. Just had time to hop around just a bit, but great attention to detail: the buses, animated flagmen, the campfire at Huahine, those lovely terminal buildings. Only way you can make me happier about this area of the world will be if you do Samoa. cheers, steve
  10. This sailor is waiting too!! cheers, steve
  11. The Cheyenne's PT-6 engine depends on air to make power. As you climb, just like in a normally aspirated piston powered plane, as the air gets thinner, power goes down. Most turboprops will reach a point in the climb where you can no longer maintain torque at the redline and must then use ITT as your limit with the power levers. True airspeed is usually almost as high up in the flight levels as it would be at 10,000, and your fuel burn is much much lower, so most of the planes in this class operate best from around FL180 up to FL270 or so. The other limiting factor is pressurization as you want to maintain a cabin alititude below 10,000 feet for passenger and crew comfort. I've flown the King Air and C-441 a lot and Cheyenne only a little, but it's pretty normal on all of them to be flying on ITT at FL210 or so with a cabin alititude around 7 or 8 thousand. The C-441 in particular could really climb and we could often get it all the way up to FL350 with a really low fuel burn. The Twin Otter, with the same basic engine as the Cheyenne, lacks cabin pressurization and will usually be flying lower than 10,000. Overtemping, unless it's by a big margin, is most likely going to lead to heat damage of internal engine components and a shorter time between hot section inspections or overhaul. Cool is good on ITT and many operators tend to limit ITT to something less than the actual redline ITT limit, say 30 or 40 degrees cooler. Hope that helps. cheers, steve
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