Eighteenth entry for the Christmas Challenge.
Click to reveal AAR
This time, we’re going old school with the Lockheed L-049 Constellation by A2A Simulations. The Connie is a pure masterpiece of a plane.
Cracking open the windows to get some fresh air
Using the Flight Planner to set up my navigation plan. We’ll use VORs exclusively for a VFR flight.
Loading up cargo and passengers. I am actually being told by one of the stewardesses that an important Executive is on-board. Better make it a smooth flight!
Setting fuel by using a pop-up state panel (LSHIFT+4) and verifying fuel from the Flight Engineer panel
- Setting up the Aircraft Master (Battery) Switch - ON
- Upper & Lower Cowling Flaps – OPEN
- Oil Cooler Switches – AUTO
- Hold Propeller Governor Switches to INCREASE until the governor limit lights illuminate
You can click and drag the gang plates to do all flaps at the same time
Our engine start sequence will be 3, then 4, then 2, then 1. To start the engines, we will set the Fuel Shutoff Valve lever to ON (Open), then crack open our throttle about one inch (10 %).
Confirm that you have a fuel pressure of about 15-19 psi (in the green)
Set Master Ignition switch ON. Leave Magneto Switch OFF for now.
Set and hold (click & drag) No. 3 Engine Inertial Starter switch ON for about 15-20 seconds. This procedure looks awfully familiar if you’ve ever flown the DCS FW190 Dora. Since our engine is cold, we will then prime the engine for 2-5 seconds (don’t prime a warm engine) (click and drag switch UP).
Once the starter is cranked up and the fuel lines are primed, we then hold (click & drag) the No. 3 Direct Starter switch ON (UP) and wait for 3-4 blade turns.
Once the 3-4 blade turns are done, set the No. 3 Engine Magneto switch to BOTH (scroll mousewheel).
Engine comes alive! Oil pressure is rising.
Once the engine starts and you confirmed that the oil pressure was rising, set Mixture Lever to AUTO RICH or your engine will start shutting down. Prime as required if needed. Don’t forget to set the switch to OFF or you’ll flood the engine. Since we had a good engine start, I set the Primer switch OFF. I throttle slightly up to ensure the engine RPM keeps increasing to about 1000 RPM.
The manual states that we will not want the idle engine RPM to anything more than 1000 RPM while we let the oil inlet temperature warm up. When warming the engine, you are looking for at least 40*C on the OIL INLET temperature prior to applying power (above 1200 RPM).
We now repeat the procedure for the remaining engines. I had some trouble with engine 4… I had to try to start it 2 times before it finally caught on. This is to be expected with a cold engine.
Once all engines are started, set all generator switches ON.
Confirm that the suction gauge displays at least 4 inches of Hg.
Set Elevator, Aileron and Rudder Booster levers ON. The hydraulic pump lights will probably be illuminated since our throttle setting is too low to engage the engine-driven hydraulic pumps.
Confirm that hydraulic pressure is around 1700 psi
I close the doors and windows, then start the pushback after disengaging the parking brake lever (FWD = OFF).
I set 5 degrees of trim nose up for the elevator tab, then do my engine run-up and check if the CHT (Cylinder Head Temperature) is within range (between 180 and 232 deg C) at start of takeoff run, which should be done at 2800 RPM and 46 in of Hg manifold pressure.
Starting Taxi
Ready for takeoff.
Time to set up my barometric altimeter and check my flap settings (set to flaps 1) and VOR frequencies. We will set the first VOR to RY (freq 112.50) for a course of 027. Don’t forget to set the Radio Power switch (Avionics Master) ON, which is hidden behind the radio-navigator seat.
We will now hold brakes, throttle up to 40 in of manifold pressure, release brakes then throttle up to 46 in of MP and reach 2800 RPM. Then, we will raise the nose gear at approx. 80 mph and wait for the aircraft to lift off by itself. We get the “Rotate” call from the co-pilot at 100 mph.
Gear up, flaps up
Setting climb thrust. Adjust throttles to 32 in Hg of manifold pressure, then click and drag the Propeller RPM adjustment switch to manually control the Engine RPM to approx. 2300 RPM. . Power settings tab is available by pressing LSHIFT+2.
Good-bye, Queenstown!
Now, time to set the Sperry autopilot. There is no “altitude hold” on the Connie, but there is a Heading Select mode. To set a heading, set air aircraft trim so that the aircraft flies “hands off”, then turn the AP Heading knob to desired course (we’ll take 027).
Then, set AP Elevator, Aileron & Rudder Servo levers to ON (AFT). You can control the aircraft pitch remotely with the AP elevator pitch wheel.
Kawarau River
Double Cone Mountain
The Flight Attendant complains that the cabin is a bit cold. Warming it up. I love this “Captain of the Ship” concept.
About to climb Mount Pisa in IFR conditions… that does not look safe at all!
That wasn’t so bad!
The other side of the mountain
So far so good! Getting a bit of fog in the windshield but the windshield heater takes care of it easily. Flight is a bit windy but the Sperry holds up nicely.
Climbing to cruising altitude
The bare metal skin on old aircraft… wow!
67 nautical miles to RY VOR
Lake Wanaka and Mount Aspiring National Park in the distance
Setting my power to cruise (29 in Hg, 2200 RPM) once reaching 10500 ft.
Aoraki Mountains and Mount Cook in the distance
Rear view
Rakaia River and Mount Hutt
Approaching Dillon Cone
Some clouds on the way
Over Mount Manakau
The cabin looks pretty comfy overall
More cruising at 180 kts
Crossing from South Island to North Island
Approaching Wellington
Tuning in the ATIS
We drop the landing gear below 146 kts. We then deploy flaps to 40 %. We can then deploy full flaps once approach is set correctly, then touchdown at 100 mph. We hold the nose slightly up until slowing down to 70 mph. Simple as that.
Circling down NZWN
On Final
Landing wasn’t pretty but we made it. I bounced a bit when I over-flared. I exited the wrong side of the runway, so I had to make a small detour through the refueling area.
Taxiing back to the parking area
Aaand we’re here
The Terminal
Unloading my passengers.
Let’s see if I took care of my engines
Looks like the Company Exec didn’t like that bouncy-bounce I did during landing. Awch. I guess I’m gonna have to step it up next time!
Well, what can I say… we’ve finally reached Wellington and the L-049 Constellation is close to being one of my favourite aircraft to fly.
It’s easy to see why this aircraft was so loved by its pilots. It’s temperamental but it has gentle flight characteristics and isn’t too complex to operate. If you watch your engines once in a while, you’ll be fine. The Flight Engineer can also do this for you, but I preferred to do it myself to keep things challenging.
A2A’s Connie is incredibly well simulated, tremendously immersive and it’s complex enough to force you to learn about the plane and about flying old school slant-alpha flight plans. It definitely deserves a proper “Chuck’s Guide” treatment eventually.
