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Post by Tom/CalClassic on Oct 1, 2020 11:19:02 GMT -5
Note that my edits only affect structural deice, AFAIK. Prop, pitot, and carb heat are handled by other sections.
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Post by johnhinson on Oct 1, 2020 11:37:10 GMT -5
Thanks, Bill, you have been really helpful. I should have explored and found those switches, I plead guilty on that!
I have looked at the air file with AAM and the settings show: 1513 set to 1 and 18 (should be 1 & 1 as not a turboprop?) 1518 is set to TRUE (correct) 1519 is set to 2 (shouldn't that be "1"?)
But I will try a flight without making any changes there first.
Best regards,
John
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Post by johnhinson on Oct 1, 2020 11:47:52 GMT -5
Note that my edits only affect structural deice, AFAIK. Prop, pitot, and carb heat are handled by other sections. Sorry, Tom, missed your post while answering to Bill. By structural de-ice do you mean the "Pneumatic Control" switch on the Constellation? This is what I originally suspected was not doing its job. John
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Post by connieguy on Oct 1, 2020 13:39:37 GMT -5
I have Charles Owen's ice gauge installed in the Connies and there is a window which warns you of Wing Ice, green to begin with, yellow if it gets worse, and it does affect the plane's behaviour. Sometimes the Connie's pneumatic control will get rid of it instantly and on other occasions it takes a little time. It all seems fairly realistic to me. The gauge does not warn you of carburettor icing - loss of power does that, as also with propeller icing. Again the Connie's icing controls are effective. Sometimes carburettor heat solves it fairly quickly, sometimes it has to be used repeatedly. It depends on the weather of course, but if I descend or ascend into cloud I am always aware of the danger of carburettor icing.
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Post by Tom/CalClassic on Oct 1, 2020 15:08:16 GMT -5
Generally if the value is greater than 0 (1, 2, 18) it will work. Only 0 doesn't work AFAIK.
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Post by Defender on Oct 1, 2020 15:14:57 GMT -5
18 seems to work in table 1513 anyway and Charles Owen suggests that the 2 in 1519 might be for pneumatic de-icers although it works just the same as a 1. Yes an ice warning light would be helpful but there's a little "cheat" in the Connies. The status gauge will show the aircraft's weight slowly increasing in ice as in Herve Sors' gauge Bill
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Post by johnhinson on Oct 2, 2020 3:57:31 GMT -5
OK, thanks all. All of the input is really appreciated. I shall hang on in there without changing anything and see how we go.
Best regards,
John
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Post by johnhinson on Oct 19, 2020 5:55:09 GMT -5
After many flights, only a few of which have been affected, my conclusion is that this issue is not confined to the L1049 as I have now experienced it in DC-4s and DC-3s.
It would seem that in FSX (but not FS9) that you can experience carburettor icing when in clear skies and not only in cloud - but not every time you are flying in atmosphere below 0 degrees. Whether that behaviour is correct or not I cannot say as I have no real world experience. In the L1049 you can clear it by only using on No1 engine de-icer (odd!). In the DC-3 I could not apply short bursts of use of the de-icer, as soon as I switched it off, power immediately started dropping off again.
So that's it really. I can live with it but my suspicions are that the behaviour is wrong.
John
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Post by Tom/CalClassic on Oct 19, 2020 9:26:00 GMT -5
Hi,
As I remember there is only one control for engine anti-ice so turning on any engine’s control will turn them all on.
Good to know about that FSX behavior, thanks.
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Post by chris_c on Oct 20, 2020 17:36:59 GMT -5
This is really good info to know. I just added Line 324 to the JBK Short C.Class flying boats and now the pitot heat works as intended. Thanks to all for their input.
Chris
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Post by johnhinson on Nov 21, 2020 9:18:36 GMT -5
Just to clear up the issues I encountered. I don't think they are actually FSX-specific or aircraft-specific. When the server of my weather programme (FS Global) went off the air for a short while, I switched to another weather programme I had to hand, and I subsequently stuck to that. The problems seem to have gone! FSG doesn't have many configuration settings and I can't see anything for ice, but there we are.
Best regards,
John
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Post by Dennis the menace on Dec 1, 2020 18:29:57 GMT -5
Can carburetors ice up when the temperature is above freezing? The answer is yes.
When Chevrolet introduced its first modern V-8 engine in 1955, the first ten thousand or so cars off the line had to have their carburetors replaced with newly re-designed ones. Owners (mostly in the Midwest and the South) found out when operating the car when the humidity was high, and temperatures were in the 40s and even low 50s, the cars stalled out due to carburetor icing. The problem was soon traced to a faulty design of the carburetor venturi, which was prone to icing and eventually restricted enough air to the manifold to stall the engine. This was compounded by the radiator fan sending a direct blast of air hitting the front of the carburetor.
This was in the fall of 1954, the days before recalls, and GM ordered that each car that came in for service would have a re-designed carburetor installed, and the old one removed. This way they solved the problem and didn't have to deal with bad public relations fallout.
From what I heard, the problem was worst at low to moderate constant driving along a highway, rather than stop and go city traffic. In addition to the faulty venturi design, a small baffle plate was screwed to the front of the carburetor to stop the fan blast from hitting the carburetor directly. The combination of the fan blast and the venturi created the icing in the carb's throat. It was basically the theory of air conditioning in miniature - the air entering the carburetor was at the current surrounding air pressure which was higher than the air below the butterfly valves in the carb's throat, which was low pressure (manifolds operate at a vacuum). High pressure gas released as low pressure gas absorbs heat. Its that thing in your air conditioner called a "evaporator" and the "expansion valve". Freon between the compressor and the expansion valve is a high pressure liquid, and from the expansion valve through the evaporator core (looks like a mini radiator) becomes a low pressure gas. This low pressure gas is then routed to a condenser (that radiator looking thing near the actual radiator on the car that the moving air uses to cool the freon and turn it back into a low pressure liquid), and this low pressure liquid then is sucked into the compressor. Then the cycle repeats itself.
What causes this freezing to occur when high pressure gas becomes low pressure gas is "adiabic icing". Adiabatic expansion in the partial vacuum cools the air. Ice forms when the temperature drops below freezing and sufficient moisture is present for sublimation.
So yes, they can ice in even warm weather - if - a vacuum is present. The more humid it is, the easier it is to ice. Fly over the Sahara, or Antarctica (the least humid place on earth) and you should not get icing. But anywhere else depends on humidity and temperature.
I understand that even on fuel injected engines there is some sort of air supply via a manifold than can also experience this. I remember this topic on the forum years ago asking about engine de-icing on the DC-7s, and bringing up this manifold. It is not modeled on our fuel injected airliners.
Mike
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