Lockheed 1049G Trying to keep it running.

Well after all this time and the frustration of flying the Connie, I have yet to figure out how to keep the Connie series of planes running. Is there a check list or set of instruction how to keep it running?

 

I have seen other flyers having problems with other plane engines shutting down.

 

Can anyone give me a lead to solving this problem? As I said above I really like the Connie and would like to keep it running.

 

Thanks.

 

 

DJR

Love the Connie! Engines shutting down, you say? Does this happen fairly soon after takeoff as you are climbing out and heading for your cruise altitude? Are you aware of the fact that piston engine aircraft,and turbo-props, if modeled correctly, will need to have the prop RPM adjusted (into the green zone) of the prop RPM gauge. This should happen no more than 6-8 minutes after takeoff.

 

Most of the better developers will have their engine burst into flames in the RPM isn't adjusted in time.

 

This first shot is the prop RPM set at takeoff power.

 

This shot is a few minutes later after adjusting the RPM into the safe zone.

Tried that and the engines shut down. I thought it was a fuel problem. I will give it another shot and watch the gauges closer.

Tried that and the engines shut down. I thought it was a fuel problem. I will give it another shot and watch the gauges closer.

 

I doubt a fuel problem. I will usually takeoff, get my wheels up and start my climb. By the time I raise the flaps, it's time to adjust the Prop RPM and get it down towards 2800 RPM. After that, you should be good to go!

I know less than nothing of the Connie, I'm afraid, but the instrumentation looks a lot like the DC-3 I love to fly. Could it be that perhaps the Manifold pressure is too high too long? Or, and I don't know if it's even germane, but could the mixture need fine adjustment during climb? I couldn't tell about the Connie from the pictures, but the DC-3 needs constant mixture adjust as you climb out. Same for carb heat. Conditions being right, the carbs ice-up at the drop of a hat and will kill the engines...

Just a couple idea from someone knowing less than nothing about the plane.

Pat☺

Well I found the manual with the L1049G down load which loads as Lockheed L 1049G and seems fairly complicated and probably needs to be printed and used as a check list.

 

Don't know how many people like the Connie on here, but hopefully they are getting in a lot of cross country flights in without losing the engines. There seems to be a lot of Connie repaints so some people like them.

Here is a fairly complete checklist for the L1049G/H

 

Checklist for Lockheed L-1049G/H 
with EA-3/6 engines

Ver. 1.42 14th May 2009

LINEUP			
[ ] Anti-Collision Lights	ON
[ ] Landing Lights		LOWER, ON
[ ] Exterior Lights		AS REQUIRED
[ ] Engine Instruments  	ALL NORMAL (within green bands)
[ ] Spark control		Retard
[ ] Propellers			FULL INCREASE (2900 RPM)
[ ] Auxiliary Fuel Pumps	HIGH
[ ] Mixtures			AUTO RICH
[ ] Cowl Flaps 			SET 30%
[ ] CHT				LESS THAN 200°C
[ ] Oil Temperature		OVER 40°C
[ ] Auto Feathering		ON 


TAKEOFF / CLIMB
Warning: 2 min time limit for takeoff power at sea level, 5 min at 7500 ft
[ ] V speeds will be called out
[ ] Wing Flaps			60% (TAKEOFF, Stage 1)
[ ] Trim			+2.7
[ ] Brakes		 	ON
[ ] Throttles			35“
[ ] Brakes			RELEASE
[ ] Throttles			MAX POWER (3400 HP at 58.5”)
[ ] Vr				Rotate (V2 minus 10 kts)
[ ] V2				Fly Off	
[ ] Establish climb, VSI [ ] Landing Gear		UP
[ ] Accelerate to 145 kts at VSI 
Climb Stage 1: METO Power (2860 HP)
[ ] Throttles 			51”
[ ] Propellers			2650 RPM
[ ] Climb above 500 ft AGL and above all obstructions 
[ ] wing flaps up
[ ] Accelerate to 170 kts

Climb stage 2: Climb power (2200 HP, low blower)
[ ] Throttles			41”
[ ] Propellers			2500 RPM
[ ] Auto Pilot			CHECK, SET, ON
[ ] Cowl flaps			20%
[ ] Spark Control		RETARD 
[ ] Mixtures			AUTO RICH 
[ ] Auxiliary Fuel Pumps	LOW
[ ] Engine Instruments		Check
[ ] Oil Pressure		CHECK
[ ] Auto Feathering 		OFF 
[ ] Throttles			Adjust to 41” if required

Blower Shift
[ ] Above 10'000 Shift supercharger gear ratio to HIGH:
[ ] Level off
[ ] MAP 20”
[ ] 1600 RPM
[ ] Do not allow IAS to decay below 170 kts
[ ] Shift blowers to HIGH: first 1 and 4, then 3 and 4
[ ] Resume Climb 

Climb stage 3: Climb power, high blower
[ ] 2500 RPM
[ ] MAP 44” 
[ ] Cowl Flaps 20%
[ ] Mixture 			AUTO RICH
[ ] Spark Control		RETARD 
[ ] Altimeter			ABOVE FL 180 set to 29.92 In. Hg.
[ ] When climb rate => 500 fpm at IAS=170 kts cannot be maintained, level off and begin cruise segment.


CRUISE
[ ] Accelerate to cruise speed while still in Climb Power 
WARNING: No Machmeter – to avoid transonic shock:
Vno 260 knots, above FL110 reduce speed 9 knots for each additional 2000 ft
Vne 293 knots, above  FL 110 reduce speed 11 knots for each additional 2000 ft

[ ] Set Cruise Power
For details refer to cruise control chart and Engine power schedule. Simplified power settings below. 	

MAXIMUM CRUISE POWER
2400 RPM
MAP max 43” (low blower), 44” (high blower)
Cowl Flaps 10%
CHT limit 215°C

HIGH CRUISE POWER (about 1700 HP)
2350 RPM
MAP for 190 BMEP (about 36”), => FL200: full throttle
Yields 185 kts IAS at 125,000 lb and 205 kt IAS at 100,000 lb
FF 4 x 725 = 2900 lbs/hr

LOW CRUISE POWER (about 1500 HP)
2200 RPM
MAP for 180 BMEP (about 34.5”), => FL200: full throttle 
Yields 165 kts IAS at 125,000 lb and 194 kt IAS at 100,000 lb
FF 4 x 670 = 2680 lbs/hr 

[ ] Lean Mixture for 10% drop in BMEP
[ ] Spark control Advance
[ ] Cowl flaps closed, max CHT 230°C (unless Max Cruise power)
[ ] Fuel Tanks	SELECT AS REQUIRED
[ ] Engine Instruments	MONITOR 
[ ] If  Elevator Trim 

INITIAL DESCENT			
Descent should be planned at a sufficient distance so as to reach the desired altitude at the proper time without the use of flaps. Plan for a Rate of Descent about 1000 fpm.
[ ] Auto Pilot	OFF
[ ] Cowl Flaps	10%
[ ] RPM 1800
[ ] Reduce MAP by 3” per min to avoid shock cooling until BMEP 120 (high blower, about 27”), MAP minimum 18”. 
[ ] Do not exceed placarded airspeeds 
[ ] Auto Pilot ON when descent is stabilized
[ ] Mixtures Auto Lean
[ ] When passing FL 180, RESET ALTIMETER (to local pressure)
[ ] When passing 10000 ft, switch blowers to LOW.
[ ] 1700 RPM
[ ] Throttles for 110 BMEP, minimum 17”
[ ] Mixtures AUTO RICH
[ ] CALCULATE Landing Weight (dump fuel if gross weight when landing will be over 113,000 lbs.)


Holding
[ ] 1800 RPM
[ ] MAP for 170 kts (35", about 160 BMEP)
[ ] Plan total fuelflow of 2000 lbs/hr
[ ] Mixture may be set to AUTO LEAN, return to AUTO RICH when beginning approach


In Range / Arrival Phase 
[ ] Review landing speeds    	
Max landing weight 114,500 lbs. gross weight.
5% overweight (120,225 lbs.) permissible in pure cargo configuration,
descent speed limited to -420 fpm when overweight
Vapr above the following gross weights in lbs:
90,000 - 110 kts. 
100,000 - 117 kts.
110,000 - 122 kts.
115,000 - 125 kts.
120,000 - 133 kts. 
Threshold Speed Vat is 10 Kts. less than Vapr.

[ ] Mixtures		AUTO RICH
[ ] Fuel tanks to Landing tanks
[ ] Carburetor Air	COLD and RAM, if icing conditions are present, use ALTERNATE air 
[ ] Spark Control	RETARD
[ ] De-Icer boots off 
[ ] Auxiliary Fuel Pumps HIGH	
[ ] Mixtures		AUTO RICH
[ ] Low Blower
[ ] Cowl Flaps 		20%
[ ] Auto Feathering	ON 
[ ] Landing Lights	ON
[ ] Auto Pilot		OFF
[ ] Airspeed		REDUCE POWER for 170 Kts.
[ ] Propellers		2400 RPM
[ ] At 140 kts 		Wing Flaps 60% 


BEFORE LANDING / LANDING
[ ] Throttles for IAS of 140 kts by downwind or landing-approach fix 
Downwind:
[ ] Propellers		2400 RPM
[ ] Airspeed		140 kts.
[ ] Landing Gear	DOWN and LOCKED
Base Leg / On Glidepath
[ ] Wing Flaps		80%
[ ] Airspeed		130 Kts., do not allow airspeed to decrease below 120 kts.
Final:
[ ] Wing Flaps		100%
[ ] Airspeed		Vapr
[ ] Threshold Airspeed  Vat (Vat is 10 Kts. less than Vapr.)
[ ] MAP during Flare 15 to 17” (gradually reduce so that some power remains at touchdown.)
[ ] Touchdown
[ ] Close throttles 
[ ] No hard braking before nosewheel on ground
[ ] Lower  nosewheel, then steer wih nosewheel
[ ] Propellers	Reverse pitch 
(Use is optional. On the Captain's Panel, move mouse arrow over red knobs of the reversing throttles or a little bit above. Click when arrow changes to a "hot spot" hand. Apply reversing throttles 2100 to 1500 RPM. Note Propeller Reverse Lights to the left. When airspeed decelerates to 50 kts, return props to forward thrust the same way. Do not use propeller reverse at lower speeds, since it might tip the plane on its tail, when braking at the same time.)
[ ] Propellers			FULL RPM
[ ] Cowl Flaps			OPEN 100%
[ ] Auxiliary Fuel Pumps	OFF


AFTER LANDING			
[ ] Auxiliary Fuel Pumps	OFF
[ ] Pitot Heating		OFF
[ ] Wing Flaps			60% or full down
[ ] Landing Lights		OFF
[ ] Anti-Collision Lights	OFF
[ ] Propeller Synchronizer	OFF
[ ] Auto Feathering		OFF
[ ] Elevator Trim		+2.7

Thank you Mr. Z

Don't know how many people like the Connie on here, but hopefully they are getting in a lot of cross country flights in without losing the engines.

I am one of those people . . . I haven't lost engines in flight although sometimes have trouble starting up from cold, entirely through my own incompetence.

 

The only thing I can think that will cause loss of engines during climb is mixture, which is not fully-automatic on the model. There is an icon marked "SM" which controls this for things to be correct for take-off.

 

To start up you need to click on this icon once to set the levers correctly. If you start the game with engines running (I don't) I would expect you to still need to click on this.

 

You click on it again (I'm doing this from memory) when you reach the altitude where superchargers are required, again at cruise (auto-lean), and again during descent (to turn superchargers off) and on approach (auto-rich in case of go-around). This works the relevant levers for you to save positioning them manually.

 

Check the manual to see I have this correct, and if still struggling it may be worth asking at http://calclassic.proboards.com/index.cgi because there are many there that will know the aircraft better than me and, I think, the developer of the model is there too.

 

John

I will agree with mixture being a pain with these aircraft. The need for adjustment was almost constant.

 

Look for this in the aircraft.cfg:

 

turbocharged=1

max_design_mp=58.500 // turbocompound chargers and 145 hi-octane fuel

min_design_mp=7.40 //6.800

critical_altitude=10550.000 // not equal to real ceiling, set to reproduce HB METO power with altitude !

emergency_boost_type=0

emergency_boost_mp_offset=0.000

emergency_boost_gain_offset=0.000

fuel_air_auto_mixture=1 // 1 = automix on, 0 = manual mixture set

auto_ignition=0

power_scalar=1.00

 

A bit of a cheat, but it sure makes it easier to fly!

I will agree with mixture being a pain with these aircraft. The need for adjustment was almost constant.

But it isn't if you use the icon I mentioned!

 

John

BTW, most Connies will have two engines fail on you sometime during long flights since 2 of the default 4 fuel tanks have significantly less capacity than the other 2. You will need to switch those two engines to other fuel tanks sometime before they fail. This is described in the fuel handling instructions, but it's something you always need to keep in mind.

 

And the final thing with the Connies - do not lower the flaps or gear at a faster speed than allowed - this will fail the hydraulic system and your gear will collapse on landing. If you forget, you can restore the hydraulic system before landing by right clicking the checkmark icon and clicking the red numbers, turning them green.

 

This same right click on the checkmark icon after takeoff will also show you the health of your engines, and thus indicate what you must do to avoid them failing.

 

Hope this helps,

Thanks for the replies guys. I changed the mixture to 1 to see if that will keep the engines running. They fail about 5 minutes into the flight and about 32-35 " mp

Thanks for the replies guys. I changed the mixture to 1 to see if that will keep the engines running. They fail about 5 minutes into the flight and about 32-35 " mp

 

Don't forget to lower the Prop RPM!!! It's just a matter of clicking on the ICON labeled P a couple of times.

I changed the fuel_air_auto_mixture in cfg to 1 and reduced the mp to 35" and the engines quit

I changed the fuel_air_auto_mixture in cfg to 1 and reduced the mp to 35" and the engines quit

 

Status of PROP RPM? Show a screenshot! If the RPM gauges are not in the safe green zone, your engines will quit!

 

Very important! about 1 minute after takeoff! Notice RPM gauges!

 

 

Series of pic I noticed my RPM is higher than yours after pwr adj. AlAlso notice time on clock.

The flight engineers panel has a lever to adjust prop pitch ( rpm). It is the one on the left. Alternatively on the captains panel there is an icon labelled P. click and hold on the left of this to decrease prop rpm.

Yes, your RPM's are in the Danger Zone! No wonder your engines fail!!!!!!!!!

 

Series of pic I noticed my RPM is higher than yours after pwr adj. TRUE! Adjusting throttles and making the manifold pressure go down does nothing for the Prop RPM.

This is a separate adjustment as explained by Me and Copperpen.;)

 

Engine RPM and Prop RPM are two totally different things.

Ok will give it a go. Going to lick this problem yet !!!

Ok will give it a go. Going to lick this problem yet !!!

 

Any final results?????

No still working on. Got side tracked landing on the Ford airship platform.

 

I have tried the adjustments suggested but with no luck. I suppose I will have to print the manual.

 

Another one I have been struggling with is L1649A Starliner. Lufthansa. It has a nice startup presentation. After I get it off the ground, I get the same results. I have it taking off from Hamburg and end up putting it in the river!!!!

No still working on. Got side tracked landing on the Ford airship platform.

 

I have tried the adjustments suggested but with no luck. I suppose I will have to print the manual.

 

Another one I have been struggling with is L1649A Starliner. Lufthansa. It has a nice startup presentation. After I get it off the ground, I get the same results. I have it taking off from Hamburg and end up putting it in the river!!!!

 

Well, the only thing I could say is the RPM gauges should be near or under 2800 within 1 or 2 minutes after takeoff or those engine won't stand a chance. You can keep the throttles at near-full power even after adjusting Prop RPM.

 

Don't feel bad, I spent over a week with a retired French Colonel trying to help him with this same aircraft. He finally got the hang of it!;)

Well Mr Z I finally got the engines to keep running. It was a matter of the rpn lever in the FE panel.

 

Thanks for the input guys. Now I have to work on the other icons and how they work.

 

DR

Well Mr Z I finally got the engines to keep running. It was a matter of the rpn lever in the FE panel.

 

Thanks for the input guys. Now I have to work on the other icons and how they work.

 

DR

 

Good going! That (P) ICON is rather tricky. Left side is minus and the right side is plus and it needs to be clicked about 7-8 times to get the RPM level down to the safe green area.