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g5flyer

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  1. Well. First thing to note is that jet aircraft behavior all depends on various variables to include thrust to weight ratios. There is also the ground physics behavior that becomes in an issue in aircraft. One thing that is missing in most sims is the tire behavior. When an aircraft is at rest, there is some power required to get it moving. You have the pressure from the tire to over come along with regular ground fiction to over come. The first time you move a jet, you will have to overcome the tire and the friction. A tire will tend to keep that flat spot that it has been resting on. Even when I flew DC10s, coming out of parking spots, you will get that square tire feeling once you get her moving. You will feel that clunk, clunk feeling until those flat spots work their way out. The ground fiction will always be there, especially when you come to a stop and have to get moving again. That initial movement power setting is called break away thrust. You apply it and it will take a moment before she starts moving. Even when you come to a stop, you will have to add power to get going and require less once moving. Here is a good example of the jet I fly now. The G550 has great thrust to weight ratio. Coming out of parking, you have to use a little power to get going. Once she starts moving, she will accelerate at idle thrust. So we use thrust reversers during taxi. So, with no reversers, she will accel. Once you reach the speed you want, you pop one reverser to idle to maintain your current speed. When you want to slow, such as coming up on a turn, you put both reversers to idle and she will slow down. Once at turning speed, you stow the reversers and put one back out once back to taxi speed. Done right, and you will never have to touch the brakes unless coming to a full stop. Most jets will accelerate when light, but require a little power when heavy.
  2. In general, it sucks lol. Well, let me tell you some things. Honestly, it's not that bad. The aircraft can follow a flight plan and get you from point A to B. It actually has good feel in the controls compared to what I'm used to in the real world. I did a mod to the flight model and now the aircraft lands just like the real thing following real world procedures and speeds. Once I made my edits, I have found that the aircraft will be in the low speed range o the speed tape of the PFD. This makes an issue with the ATS as it will not let you slow to approach speeds. At GS or path intercept, I fly manually so it's not an issue. It's pretty expensive for the price, but my mod makes it decent. Below are the changes I had to make. 1. I adjusted the flap lift for flaps 28, 35 and 50. This adjustment gives the proper pitch for flaps 28 level(4.5 at 180kts), flaps 35(4.5 at on a 3 degree slope at REF + 5) and flaps 50(3.5 on a 3 degree slope at REF + 5) 2. I reduced the ground effect to capture the text book flare procedure. As you reach a height that's 10% of your gross weight, you start the flare. So at 400,000 pounds, you will start at the 40FT call out. You pull power and add 2 to 3 degrees to the pitch, hold it and let it come down. This should put you down 1300 to 1500 feet down the runway with a 1500FT aim point crossing the threshold. I reached out to sky simulations about the issues and have never heard back. Be nice if I could adjust the speed type slow speed warning range or turn it off completely. Other than that, it works for the time being until we get a good MD11.
  3. Well, at the end of the day, you are simulating real world procedures I would guess. It all comes down to how realistic you want to be. Rick
  4. Morning, to top this off, I will give just a little perspective on top of the other responses. In the real world, we plan our flights based on fuel efficiency and traffic flow. This may result in routes that are more streamlined based on efficiency or they could be less streamlined based on weather/traffic flow. I've had to sit an airport for an hour occasionally(ground stop) because the North East could not accept us into the flow. As others have mentioned, George is designed to be gentle while flying so you won't pick up those gentle turns, especially when your eyes are not referencing the horizon. I've gotten a false sense of turn/banking when looking at a sloping cloud deck on the horizon in the evening. Very strange feeling when your instruments are level, but the clouds on the horizon give off a feeling of a slight bank. Another issue to contend with is the way FSX and other sims handle routing in their flight planning. You will see a lot of weird things such as way points that are way off course/out of the way. If possible, I recommend using programs such as simbrief that will give more realistic routing with departure procedures and STARs. You can also use skyvector and other sites to build the route yourself.
  5. Here's some advice I'll share with you. So in the real world, normally I place my inside foot on center line depending on which seat I'm in. This works well until there's a crosswind ;). I'm accustomed to the wing low method and start it somewhere inside of 500ft to allow my hands and legs to warm up and get a feel of what I need to maintain. For flight sim, you have to get a good feel for aim point, glide path and trajectory when dealing with cross winds. Even if I'm looking off to the left for the runway, I need to know where the aircraft is going and how it's tracking in regard to the runway. Get your crosswind sight picture down while flying the approach with the AP on. In sims, you can use your ADI or PFD ADI for tracking the center line. Now, here are some things to consider after touchdown. First, I would use a program such as FSUIPC to help desensitize and add curves to your rudder. In real jets, the rudder pedals are stiff/rigid and you get a good feel of fidelity when using them. You have to adjust your controls to simulate this feel. In the real jet, with 15kts of cross or more, you have a good deal of rudder input as you fly an approach with wing low. Crosswind landings and takeoffs should require some input vs the twitchy super sensitive responses you might find in sim. You might also have to use a different axis for NWS. The jets I've flown have about 5 to 15 left or right rudder pedal steering authority that helps when the nose is down. Now, here are some keys for staying on the center. One of the most important part of staying on center is to touchdown with the nose aligned with the runway. As you enter the flare, look down the runway to gauge your alignment. Where ever the nose is pointed, that's where you will initially go on touchdown. If your nose is pointed left or right, you will have to dance on the rudder to compensate. That might exacerbate things. Also, use your crosswind controls during crosswind landings. One thing I noticed with new people is that they give up on crosswind controls at touchdown. So when you are in the flare, you should have your rudder and ailerons dialed in and locked. Your ailerons are giving you that left and right movement along the runway. When you relax the ailerons, not only will the jet roll away from the wind, it will drift that way as well. Keep those controls in, she is still flying at touchdown. Another thing to note, mainly real world though. While in the flare, you are using ailerons and those good ole flight spoilers. Once you touch down, those flight spoilers may become ground spoilers. This means you will need an increase of aileron input. I haven't seen it much in sim, but may become a factor as developers/sims get better at capturing aircraft behavior. Rick
  6. The aircraft was created by good ol Micky D. At the time the aircraft was preparing to be released as the MD95, Boeing bought out MD and renamed the MD95 as the B717. It's a true MADDOG as it's just an updated DC-9-30 with new engines, MD11 Honeywell avionics with the good ol dail a flap system typical of MD. Rick
  7. Actually, we don't. It changed very early that places wanted your transponder on, especially busy airports that need to know your location at all times. We turn it on at taxi and off when done taxiing. We do turn off the TCAS. It tends to throw up data and saturate the area when there is a lot of traffic in an area. You already are squawking, now throw in TCAS data. This caused problems with ground controls ability to track your transponder. I find that MSFS is missing a lot of traffic when set to online.
  8. Iain, We don't land jets at stall speed. Jets are designed to be flown onto the runway instead of being held off like a Cessna. REF speeds typically run at 1.23 to 1.3 vStall. That means you are 23 to 30% above the stall speed. In most jets, and the ones I've flown, you want to touch down no less than REF - 5. This protects you from tail strikes as this risk increases as body attitude at touch down is higher at slower speeds. Flare is a 2 to 3 degree pitch change maneuver. I have added the proper flare maneuver for a 747-400 below: Flare and Touchdown The techniques discussed here are applicable to all landings including one engine inoperative landings, crosswind landings and landings on slippery runways. Unless an unexpected or sudden event occurs, such as windshear or collision avoidance situation, it is not appropriate to use sudden, violent or abrupt control inputs during landing. Begin with a stabilized approach on speed, in trim and on glide path. Note: When a manual landing is planned from an approach with the autopilot connected, the transition to manual flight should be planned early enough to allow the pilot time to establish airplane control before beginning the flare. The PF should consider disengaging the autopilot and disconnecting the autothrottle 1 to 2 nm before the threshold, or approximately 300 to 600 feet above field elevation. When the threshold passes under the airplane nose and out of sight, shift the visual sighting point to the far end of the runway. Shifting the visual sighting point assists in controlling the pitch attitude during the flare. Maintaining a constant airspeed and descent rate assists in determining the flare point. Initiate the flare when the main gear is approximately 30 feet above the runway by increasing pitch attitude approximately 2° - 3°. This slows the rate of descent. After the flare is initiated, smoothly retard the thrust levers to idle, and make small pitch attitude adjustments to maintain the desired descent rate to the runway. Ideally, main gear touchdown should occur simultaneously with thrust levers reaching idle. A smooth thrust reduction to idle also assists in controlling the natural nose-down pitch change associated with thrust reduction. Hold sufficient back pressure on the control column to keep the pitch attitude constant. A touchdown attitude as depicted in the figure below is normal with an airspeed of approximately VREF plus any gust correction. Note: Do not trim during the flare or after touchdown. Trimming in the flare increases the possibility of a tail strike. Airspeed Control During an autoland, the autothrottle retards the thrust so as to reach idle at touchdown. The 5 knot additive is bled off during the flare. If the autothrottle is disengaged, or is planned to be disengaged prior to landing, maintain VREF plus the wind additive until beginning the flare. The steady headwind correction is bled off during the flare, however the gust correction is maintained to touchdown. Plan to touchdown at VREF plus the gust correction. With proper airspeed control and thrust management, touchdown should occur at no less than VREF - 5 knots. Landing Flare Profile The following diagrams use these conditions: • 3° approach glide path • flare distance is approximately 1,000 to 2,000 feet beyond the threshold • typical landing flare times range from 4 to 8 seconds and are a function of approach speed • airplane body attitudes are based upon typical landing weights, flaps 30, VREF 30 + 5 (approach) and VREF 30 + 0 (touchdown), and should be reduced by 1° for each 5 knots above this speed Typically, the pitch attitude increases slightly during the actual landing, but avoid over-rotating. Do not increase the pitch attitude after touchdown; this could lead to a tail strike. Shifting the visual sighting point down the runway assists in controlling the pitch attitude during the flare. A smooth thrust reduction to idle also assists in controlling the natural nose down pitch change associated with thrust reduction. Hold sufficient back pressure on the control column to keep the pitch attitude constant.
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