Baron 58P vyse incorrect and takeoff performance unrealistic
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I'm very excited to get my hands on your new aircraft. By and large, they look excellent and highly realistic. However, I was just watching V1-Simulations stream of the Baron Professional 58P and a couple of things jumped out at me that didn't look right as I watched his departure.
First according to the POH for 1984-1986 Baron 58P, vyse should be 115 KIAS. It looks like you currently have blue line at 100 KIAS, which is correct for the normal 58, but not the 58P. Presumably, the single engine performance of the 58P variant would need to be adjusted as well.
Additionally, in V1-Simulations stream he accelerates through 115 KIAS within a few seconds after rotating (before he even gets the gear up). However, the high gross weight and the relatively large gap between rotation at 86 KIAS (vmc + 5) and vyse of 115 KIAS (blue line) means that the 58P is known for taking a relatively long time to accelerate to vyse. John Eckelbar talks about this in his book, Flying High Performance Singles and Twins. From threads on Beechtalk, it sounds like many 58P pilots will choose a very low pitch angle immediately after rotation in order to allow the airplane to accelerate as quickly as possible to attain vymc. The POH implies this in the normal procedures take off, advising to retract the gear when "when airplane is positively airborne." I'd assume that the 58P probably takes at least 15-20 seconds after becoming airborne to achieve blue line depending on how it is flown. It would be super awesome if the take off behavior of the 58P could be adjusted to more accurately reflect the real aircraft. There should be some real trade-offs to consider around when to retract the gear and what pitch angle(s) to fly with that airframe. There should be a fairly long time window after take-off when an engine failure would require closing the throttles because the aircraft isn't yet ready to fly on one engine.
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The airspeed indicator and V-speeds in the documentation have all been corrected for the initial release, but the departure performance would be a little trickier. The takeoff roll and 50ft obstacle clearance numbers should be very close to the POH values, and the climb rates at various weights should also. In between, it's much harder for me to control the acceleration beyond that.
I'm sure you don't necessarily need this explanation, but there is obviously no "acceleration on upwind" constant for me to tune in the flight model. Adjusting any one constant of probably 15 that I regularly use to tune the flight performance will affect several other aspects of the flight model. I can revisit this for a future update, but I can never promise there are better local maxima to be found in the flight model while working within the confines of MSFS. I hope that makes sense, and doesn't sound evasive! I always try to do my best! If there is any tradeoff that I make willingly, it's to hit the cruise performance numbers and takeoff/landing numbers first, because I know these are the most visible parameters that my users care about the most.
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Thanks for the reply. Glad to see you caught the blueline difference. Yeah, I figured you might be running up against sim limitations--though I will say that the Duke doesn't get to blue line nearly as quickly as the 58P appeared to so maybe there is some wiggle room for tweaking. Anyway, looking forward to getting my hands on it later this week when I'll be home in front of my sim!
