SHP to thrust for FS9 Query

[Motormouse]

take a look at the charts and other figures (prop rpm Np, gas gen rpm Ng,egt and t/o V2 ) contained in here

http://www.caa.co.uk/docs/1455/SRG_FLT_ ... 082006.pdf
and http://www.caa.co.uk/docs/1455/SRG_FLT_ ... 072006.pdf for the 5-blade -65R and -65AR engine

and here

http://www.caa.co.uk/docs/1455/SRG_FLT_ ... 082006.pdf for the 6-blade -67R engine

max t/o torque is called MTOP, RTOP is the 'reserve' power setting used to bump up a running engine when its'
opposite engine fails on t/o, its' all done automatically by pressure sensing switches

the problem is most proprietry information quotes an engine max power at rtop setting, not the lower mtop setting which is 'normal operation'

and if it helps, the PAD model is representative of a -100/-200 SD360, which had 5-blade props, and -65R engine

hope this helps

ttfn

Pete

(type rated Sd3-30/Sd 360 ;-) )


ps normal t/o flaps setting is/was 15 flap,
5 flap (first notch) is/was climb setting

[Chris Trott]

Thanks for the assist there MM. Sadly I had missed that there was a further response to this thread.

FS is pretty good at calculating prop efficiencies. If you have the numbers for the -65R and the King Air's -60's then you can see the differences in the engine's specs (or use the CAA docs to see the differences) and then simply tell the sim that you have a 5 or 6 blade prop and the correct weight and MOI of that prop. To find the weight and MOI of the prop requires a little bit of work. Thankfully with most airplanes that received a "Standard"-category airworthiness type certificate after about 1965, the engines and props were certified separately and thus you get a LOT more information about these parts since they can go into further detail about the operations of each item within those documents, something they don't do with an aircraft certification where the engine and prop combo are certified with the aircraft (usually the case in older aircraft that were grandfathered into the current system or ex-military aircraft and reference the manuals instead of a type certificate for data). All you have to do is look in either the Engine Type Certificate or the Airframe Type Certificate to find the model of the blades approved for that engine/aircraft and you'll be able to look up the Propeller Type Certificate which will give you the weights, blade angles, and dimensions of the props.

As for the "unstick" problem, that is usually a problem with either the contact points, center of gravity, or the wing lift component, not the engines. Have you opened the aircraft in ACM or a similar program to see where the contact points and CoG are in the modified aircraft? That may give you an idea of why it's behaving like it is.

[Motormouse]

All you have to do is look in either the Engine Type Certificate or the Airframe Type Certificate to find the model of the blades approved for that engine/aircraft

used to be in Airworthiness notice #4, but since we've been ' EASA'd ' it now resides somewhere in the depths of Cologne :-(

ttfn

Pete

[Chris Trott]

Pete, the two documents I was referencing are the FAA documents. They've not hidden them as well as you guys have.

[Chris Trott]

Okay, I just pulled the SD3-30/SD3-60/SHERPA TCDS (the site was down last night for some reason).

The "SD3-60 Variant 200" is certified to use the Hartzell HC-B5MP-3C with a blade model of M10876ASK. It is also certified with the 6-blade model with the following model numbers - HC-A6A-3 and blade - A10460E or A10460K.

The prop TCDS numbers are - P44GL for the 5-blade prop and P14N for the 6-blade prop.

Hope this helps.