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I was lucky enough to be privy to the FS2000 21st Century XB-70a
created by Curt "The Mutt" May. I had flown the
FS98 version
to a great extent, and when Mutt asked for test pilots I jumped at
the chance.Until recently, I didn't know much about this plane. Developed in the late 1960's, it was a project to become a high altitude supersonic bomber. Of course that failed and the project was terminated. Only two were made, one tragically lost in a midair collision, the other packed away in a museum in the midwest US, squeezed between a bulkhead and an A-10.
A word of warning. This plane is not recommended for new pilots. She packs a tremendous amount of power and speed and has all the trappings of a canard/delta configuration. Whereas the "original" XB-70 Valkyrie was powered by 6 x 27,000 lb.s.t. General Electric power plants,the 21st Century XB-70 is re-engined with six boraine fuel burning Rolls Royce SNEMCA Olympus 593's at 59,000 lb.s.t.each. She also sports a computer enhanced stabilization system and fly by wire dynamics similar to what you would find in the F-22. If you're looking for something to move up from that 737, this is not the plane for you. At cruise altitude and speed or higher she is very touchy, and if you make the slightest mistake (even with the autopilot), she'll make you pay for it.
Granted, this is the non-moving parts version and it is a little rough around the edges (right now, that is...), but I don't spend many flights sitting on the wing. The flight model is outstanding, and you can tell a lot of time went into making her feel as real as she can.
I usually take off from Edward's AFB. Be sure to plan well ahead. You must
use GPS for navigation. If you try to use VOR/NDB navigation you will be
overloaded with this because of the speed and at altitude you are all but
out of range of most VOR's. Follow the routine procedures for startup, set
the trim to a positive 2 to 3 degrees. Drop the flaps down one notch and
when reaching the active and getting centered set the parking brake. Upon
getting clearance advance the throttles slowly and at about 45% power
release the brakes and continue to advance the throttles all the way full
forward. You will need to pull back on the stick or yoke at around 145 kts
to get the nose up to a 30 degree AOA (angle of attack). Since this is set
as a true canard, the canard does not begin to 'fly' until about 200 kias. If
you fail to pull the nose up the main wing will lift prior to the canards
reachs flying speed so keep that in mind. V1 comes up really quick and V2
is even faster. You need to get the gear pulled up as soon as the mains
leave the ground. At this point to stay legal you might want to engage the
autothrottle set for 250 kias and engage the altitude controls of the
autopilot.
Once you are above 10,000 ft you want to set the autothrottle speed selector to 440 kias and if you wish leave the ROC at the default 1800 fpm and sit back and enjoy the ride up. Climbing up to FL600 is a breeze, the XB-70 has plently of power. At flight levels above FL650 you must use the VSI selector of the autopilot manually to slow down and stop your climb. This has to be done slowly and gradually to avoid losing control of the aircraft.
The maximum speed has yet to be determined because she is capable of altitudes above FL1000 and at that altitude and higher weird things happen and some of the barriers disappear, but at around Mach 3 at lower altitudes buffeting starts to set in and I ease back.
Although we generally pushed the limits, I did fly a lot of cruise flights, which is perfect at about FL750. From this height I start my descent at the book value of -1800 fpm, and start my descent about 600 miles out, so right before I'll level off at about 20000 feet. This gives me time to get everything taken care of. I haven't even tried an ILS approach, the threshold speed is 190 kias and is hair raising enough. I would only give her 2 notches of flap, watch the airspeed. I can't stress that enough. If you stall below 10000 feet better hit that eject...well, as soon as Mutt gets one put in!
As soon as the mains touch the pavement close the throttles and deploy the
spoilers and hit the brakes. Since she does have the Olympus 593 engines you
do have reverse thrust but I suggest caution when engaging them.
Feel free to take her past FL1000, but be wary, because strange things happen up there. Movements must be calm (rock steady hand and nerves even using the autopilot) and calculated. Turns take a long time and a lot of room. The average left or right turn will take you at least half of Kansas or a little more to do using a standard rate of turn. High speed departures are a real item with her if you try to force her or "horse" her through a turn. Take it slow and easy. And remember not to taunt the SR-71 drivers as you get along side of them on the way up.
I'm currently working on a panel, to go with the final version of her (the one with all the eye candy). I'd like some help on the panel. If any of you pixel jockeyes want to help with the panel, feel free to e-mail for more information.
I urge all of you to try this plane out as she truly is a combination of raw power, speed and grace. A true pilots airplane and remember, the best is yet to come...
Joe Campbell
Download
the 21st century XB-70
joe_g39@hotmail.com