Classic British Flight Sim

One thing to note - FS2004 does not properly handle the constant speed, geared turbine of the Allison 501 properly. Thus, the reason for JR originally using "Jet" as his type. It was much easier to get the correct performance out of the engines and aircraft and to get the gauges to read properly. This is a problem that all aircraft with turboprops have, and the only way to fix it is to have a gauge (a-la FSKBT, CalClassic & CaptainSim) to externally control the engine performance. I would look at the CalClassic CV-580 package if you want to see about maybe adapting its gauge and engine specs to the L-188 as they use similar versions of the engines.

HI CH

The errors I mentioned were all external model shape issues

Garry

CH

The sound set you want is -- 580sound.zip at Flightsim.........there is also an upgrade for it I believe at Flightsim

its originally sampled from a 580 but sounds very prototypical -- funny how the Grinder and the Hercules have the same

powerplant but sound totally different.

Leif

They have a distinct mourneful whine.....Is it blower or something?

Garry

Hmmm... All good advice here. I have enough to keep me busy this weekend.

Certainly it seems that turboprop engines were a bit of an afterthought in FS2004. I'll have a look at the CalClassic CV-580 and see what can be done.

I do have the 580sound, but I think I'll take another listen. I was going to experiment with Hercules sounds as well.

Thanks all.

I hear an Electra every week and I can confirm they sound nothing like Hercules

Not in the air at least

Garry

DispatchDragon wrote:CH

The sound set you want is -- 580sound.zip at Flightsim.........there is also an upgrade for it I believe at Flightsim

its originally sampled from a 580 but sounds very prototypical -- funny how the Grinder and the Hercules have the same

powerplant but sound totally different.

Leif

It's due to the props mostly. Most L-188's had the Constant Width, Square Tip Aeroproducts prop on them (same as the CV-580). The C-130s and P-3's all had Ham-Stan curved tip, "paddle blade" props.

In addition, the 501D was flat rated to 4000HP in the -13 (CV-580) and 4200 HP in the -22 (L-188) while the T56 was flat rated to 4600HP in the P-3 and C-130.

Also, the exhaust differences contribute some to the difference. In the C-130, the exhaust is right at the back of the engine. In the L-188, P-3, and CV-580, they're much further back in a long nacelle.

It was much easier to get the correct performance out of the engines and aircraft and to get the gauges to read properly.

How is 30 odd thousand RPM getting the gauges to read correctly?

The Allison 501D-13 constant speeds at 13500-14000 turbine RPM in the flight range, with power settings based on the horsepower outpt and turbine inlet temperature.

Think I might have a shot at this one as I have a soft spot for this power house of a beast

Ohhhhhh Fraser -- Of you do -- I need a CamAir "Grinder"

I have the Teeshirt already that says Electra Flight Engineers watchs TITS............Ok everyone stop smirking -- its Turbine Inlet Tempratures -- and the magic number is 751

Fraser,

That would be great! I've always had a soft spot for the L-188 too

Cheers,
Scott
KJMS (or thereabouts)