N1K

I'm seeing this come up a few times in the threads and getting locked because 'defuelling is unrealistic'. So before this gets locked too, I want to expand, and make it clear, I am talking about 'non-persistent' mode. What is realistic about the failure scenario management? You're not going to practice any of that in an aeroplane. You give us the massive in-depth capability to run failure scenarios, and then lock us out of the ability to control the weight of the aeroplane. If I want to do a V1 cut at 5 ton fuel, I should be able to do it. If I want to do V1 cut, with 1 ton of fuel, I should be able to do it. "Unrealistic' is not an excuse here. There should be no lock on the weight of the aeroplane in non-persistence mode, that is the mode you would use to quickly bounce between failure scenarios. Please give us the ability to directly control such a basic function as how much fuel is on the plane in this mode. At the very least at least make it load with min fuel instead of over 2 hours on aboard.

How are we supposed to be telling the thrust reference to derate a bit for ice protection in flight? I was in N1 Climb, entered icing conditions, turned on the cowl ice protection and over temped the engines. Went into the TRS PERF page and it wouldn't let me change the ice / bleed reference lines to tell the system I was turning them on.

Yea, I get that for career. But I'm talking non-persistence. In that mode that logic goes out the window, even just disabling whatever is forcing overwriting default xplane fuel so you can select whatever you want.

Can you defuel? I tried in non-career mode to reduce the fuel on board and determined it was impossible. Surely a sandbox mode I should get control over how much fuel I have.

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Don’t believe thats a simple question in xplane. From what I gather, the slider on the weight screen for CG shows the displacement from the models reference point in inches. Don’t think LES state what the datum they used is anywhere, nor is the charts for it in the aircraft package. If you do find them, theres likely still some math required to convert it to Saab which use the nose as the datum, or convert it to %MAC. Which may again require you finding what the station of the leading and trailing edge are. With all of that you could determine the trim setting. Alternatively, buy that app thats kicking around where all that has been done, or set neutral if not slightly nose up and hope it works

Decided to use that inspiration Also found those charts from the OP video if you prefer those: Probably have to be in the LES discord to get to them https://cdn.discordapp.com/attachments/370749422432288771/808423007176884234/charts.zip

LES Saab 340A Yoke Power and Speed Charts View File This package will replace the default instrument approach charts on the yoke with a selection of power and speed charts. The data is derived from the charts.pdf provided with the aircraft, speeds are based on Sea Level and 0 degrees celcius. Being a turbo-prop, the difference in most speeds are only a few knotts and makes a compromise for the limited chart space. To select the chart to be displayed, click on the 'charts' icon towards the bottom of the gizmo toolbar (the one that looks like line graphs). Includes: * Climb Power and ECS OFF Takeoff Power * Cruise Power and ECS ON Takeoff Power * Selection of Metric or Imperial weight Speed Charts Submitter N1K Submitted 04/11/2021 Category Plugins and Utilities  

I would imagine he made them himself and used the chart function to display it there. Not aware of a specific 'pack' as such to download, but I like the idea

The GTN will drive the saab, you won't get a CDI indication and you can't replace the 530 with it either, have to accept the initial page on the 530.

LES Saab 340A Power Chart View File Modified formatting of the Max Torque for Climb, Cruise, Takeoff and Go-Around charts to provide ease of use.All data is compiled from the respective power charts provided with the aircraft for the Saab 340A using the 1230 Prop RPM profile. Submitter N1K Submitted 04/07/2021 Category Plugins and Utilities  

Ha ha, 210 knots and 700 fpm at F200 in a saab That's down right impossible, there is no way she would do that without max continuous power. Also descends at Vmo +30, a very annoying noise would be heard for that descent. --- Using those 1230rpm climb charts in the docs folder feels about right. Ng is indeed below 100% with them.

Just because they are both turboprops doesn't mean anything. A metroliner has way less power than both yet it will flog a Saab.

I dare say ignore the Ng to an extent, it seems to be a tad higher than it should be at a glance. You've got a fairly cold day there, I'm used to the tropics, but a Saab does not like climbing, especially in high climb mode. She really starts to peak out around that point, trying to get to F250 in high climb will take all day. CTOT (Constant torque on Takeoff) simply upscales the fuel flow to achieve the set torque on the dial. It is used only on take-off and low level go arounds, then turned off when setting climb power.

It's not, but very common in XP. I'd almost suggest its Laminars engine model potentially. CT7 is a free turbine

Na, its just an electrical switch. Drive it will just pull the image via the MFD’s graphics card (DPU technically) or the Other sides graphics if it doesn’t have an MFD. Xside it pulls heading and attitude input from the other sides data computer. Can flick the switch all day long if you wanted to, if nothings broken it will just make the system light turn on and off and the screen image flicker. MFDs you can even push the image the other way, switch below that is the reversionary mode for when a single screen fails, push it down so the ADI is merged down into the nav, then hit drive transfer and you turn the MFD into a standby attitude indicator. Almost certainly a useless bit of information, requires both sides DPUs to fail at the same time to be of any use.

Clicked on the tiller to push it down and engage nosewheel steering?

They go with the boots. Entering Icing conditions (+5c and visible moisture) Engine anti-ice on, boots continuous and HP auto. -6c Props to norm, -12c props off then up to max. Exiting icing Props can go straight to off 5 mins later engine anti ice off 9 minutes later or temp +6c boots off and HP closed. The problem you have is Laminar for some reason believe in ice bridging, so they coded boots to do nothing initially until there is a heap of ice on the plane, by that point its already struggling. Combined with the rate it accumulates it will quickly overwhelm the aircraft. Turboprops typically don’t have that much power to overcome it.

Playing around with it under those conditions: The ice accumulation ratio, hopefully I'm wrong, is the percentage of ice compered to the aircraft weight by the looks of the internet? If that is the case, then X-Plane is adding 8 ton per minute in ice to that airframe. Super duper extreme ungodly apocalyptic severe icing encounter.

Looks very much like an ice induced stall. Only thing I can spot immediately is HP BLD valves should be open with the boots on. Around the 30 second mark the power is probably bordering insufficient to inflate the boots and would have triggered a master caution, ice protection, timer light on. Don't think its modeled. Personally I would suggest x-plane ice accumulation is incredibly aggressive, and they use some 1940s rubbish logic when it comes to boot de-ice. it was most likely what would have been severe icing if it built up as quick as XP does.

Flashing DH and there is a light on the altimeter. I set it to 20 for a 'flare now idiot' warning on night approaches when you get the whole black hole effect.

340A ch.5.1 p.4 Pretty sure its a copy paste system into the B's. That battery is the cockpit supply and is in the avionics rack. There is another, although technically separate, set of battery's for emergency cabin lighting under the cabin flooring. Similar logic, loss of main bus power means I should turn on.

There is a setting in preferences i think from the side menu that displays the new value to all the modes. Not awkward at all to look at the autopilot whilst its on. If you’re wanting to handfly then you’ll need to make a compromise somewhere, its a two person aeroplane. I also have autopilot, yaw damper and CTOT on a key command. Vert sync is a push button on the yoke, just syncs IAS and VS modes to the aircrafts current speed/rate.