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Been scaring off Antonovs for a change

SMS Beaver, on network with a mate. Started from EHOW Oostwold, flew all the way to Hamburg via Nordholz, and via Hannover, quick stop at Melle, and then via Rheine, Meppen back to EHOW. Long flight, great scenery on the way.

when its ready

Been there, done that

6 month later... ?

I assure you I am fine, but thank you for the thoughts though. No, the best thing is for us to just keep working on the remaining details until our target release feature set is implemented. Yes, I do have a limit, no its not quite here yet but we are working every day on the remaining details (when I'm not sick). Given an anticipated product life span of several years, we do not fret a few more weeks to make sure the product is as solid as we can get in our window of time. -tkyler

A delivery flight from Seattle seems to be realistic option. we cant fly a plane that did not get delivered

For those who wonder what they look like

We model the Sundstrand APS 2000 APU. It is FADEC controlled - and in our V1.0 it always starts up (below a certain altitude, iirc) and will not "break" if you don´t adhere to the various limits. I feel that this is realistic enough, because in 10 years of flying this plane I only had to refer to the starting limits only a few times (you can start it 3 times without any waiting, but then have to wait 30mins before the 4th and subsequent attempts). Usually the APU starts up just fine. the procedure is: Toggle APU switch to ON. Release. Ta-da! We plan to have a "wear and tear" model in future updates and versions - but I will vote strongly to not make it a "gamey" model. If you bust a limit, it usually does not mean that the affected component will fall apart into a 1000 pieces. The limits on operations are usually designed to keep the component running without damaging it in the long run. So if you have a limit of 2 minutes between start attempts, and you only wait 1:55, the starter most likely will not fail right away... I don´t think we will make this totally "realistic", because then you would have to fly the plane for thousands of hours before you see any "wear", but it will not be a "bust the limit by one degree and the plane will instantaneously combust" model, either. Some middle ground. Jan

Hi Brad, In real world operation once the aircraft passes through 1000' AGL (or another height specified by a specific operator) 1. CTOT- OFF 2. Power Levers reduce to xx% or xxx ITT (Sim purposes initially 80% or ITT below xxx degrees) 3. Condition Levers- Reduce to 1230RPM (Or another RPM specified by a specific operator) Once set, it remains at 1230 RPM for climb, cruise and descent. (You can go condition levers to max if you require Max Continuous Power, or additional drag on descent eg. Emergency Descent- Rapid Depressurisation) Regarding torque settings you need to refer to a climb power chart (perhaps in the LES SF34 documentation). For simplicity you can safely set any torque below 100%, but try to keep the ITT below 830 when below 10,000ft, ITT below 860 above 10,000ft. This is just for good engine care. (^Very similar to real airline operation. ) Condition levers go from 1230 back to max prior to the initial approach fix when configuring for an approach. Keep in mind that all the above depends on specific operators and varies across different continents for different weather/engine/efficiency considerations. Sorry I cant be more specific with my operators procedures. Remember that the LES SF34 documentation is there for specifics and was probably created from real airline ops. Hope I helped, ^Wolf^

The lights are tuned to Jan's liking