Run up magnetos check
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I noticed that when doing the magneto check at 2000rpm, the needle goes down to always the same position on both magnetos, whatever the number of flights I have made and even when I leave the engine running full rich for half an hour.
Is it supposed to be realistic, or is it not?With A2A Comanche I can tell that I'm happy when the rpm does not go under 200rpm
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A2A is unique in that respect, I've never noticed any other aircraft not have RPM drops that are pretty much identical every time. However I dont know that that wouldnt change in Blacksquare aircraft if you let the engine get appreciably damaged.
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Black Square currently models failures really well in a sim environment that actually works better than A2A for training purposes. The addons don't really have a "living-breathing" engine simulation with wear like A2A. The system currently models engine damage accumulating over time due to miss-management of the engine which only effects the overall health of the engine. I believe with the 114 this now causes rough running engine symptoms, where as before it only decreased performance. Although the updated model on the 114 does have a fair amount of dynamic simulation, I'm not sure if spark plug fouling is modelled dynamically or if it is just a failure option with a random chance of occurring, but I do recall it being mentioned that it is simulated.
CPL MIFR 🍁
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Black Square currently models failures really well in a sim environment that actually works better than A2A for training purposes. The addons don't really have a "living-breathing" engine simulation with wear like A2A. The system currently models engine damage accumulating over time due to miss-management of the engine which only effects the overall health of the engine. I believe with the 114 this now causes rough running engine symptoms, where as before it only decreased performance. Although the updated model on the 114 does have a fair amount of dynamic simulation, I'm not sure if spark plug fouling is modelled dynamically or if it is just a failure option with a random chance of occurring, but I do recall it being mentioned that it is simulated.
@SadBucket said in Run up magnetos check:
I'm not sure if spark plug fouling is modelled dynamically or if it is just a failure option with a random chance of occurring
All of my aircraft have dynamic fouling based on operating conditions and engine temperatures. The 114 added sounds to accompany this. The fouling does not affect the RPM drop during magneto checks, because that drop is a single constant in a configuration file for the simulator. Of course, this is nothing I can't overcome myself, and that may come eventually.
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@SadBucket said in Run up magnetos check:
I'm not sure if spark plug fouling is modelled dynamically or if it is just a failure option with a random chance of occurring
All of my aircraft have dynamic fouling based on operating conditions and engine temperatures. The 114 added sounds to accompany this. The fouling does not affect the RPM drop during magneto checks, because that drop is a single constant in a configuration file for the simulator. Of course, this is nothing I can't overcome myself, and that may come eventually.
@Black-Square Ah, that makes sense. I guess you just have to be mindful of it being a rough engine cause without really being able to diagnose it... Regardless, good to know.
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I think this is a crucial feature to implement as other real engine simulation.
If spark plug fouling is already modeled dynamically, but it has no effect on the magneto-check RPM drop, then one of the main practical ways of detecting and diagnosing that fouling is missing. In a real aircraft, the run-up is not performed merely to watch the RPM needle move by a predefined amount. The purpose is to compare both ignition systems and identify abnormal RPM loss, rough running, misfiring, or a significant difference between the two magnetos.
If the RPM drop is always identical because it is driven by a fixed configuration value, regardless of plug condition, engine temperature, mixture management, or previous operation, then the check becomes largely procedural rather than diagnostic. The pilot is performing the action, but the result does not actually communicate the condition of the ignition system.
This is especially important for training. When plugs are fouled, the pilot should be able to recognize the symptoms during the magneto check, attempt the appropriate clearing procedure, repeat the check, and decide whether the engine is safe for takeoff. Without a dynamic effect on the RPM drop and engine roughness, the modeled fouling exists in the background but cannot be properly identified through normal cockpit procedures.
So, in my opinion, connecting the existing fouling simulation to the magneto check behavior would add much more value than simply having a fixed and repeatable RPM drop. Otherwise, there is little practical reason to perform the check beyond following the checklist for its own sake.
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@rinkerbuck @SadBucket @SebAvi @Voxen
It's done. I will add it back to all my aircraft too. I believe this is about the fifth "crucial feature" I'm backporting to all my aircraft this week.
A completely clean magneto drop will now be ~75 RPM. Acceptable fouling will be ~150 RPM, and the drop will increase from there. Both magnetos will be different now, as well.
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I'm also adding magneto timing failures right now.
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@Black-Square
That's awesome Nick. Thank you very much.
When will the update be available?
