pzl 104

after a few weeks flying my Carenado Navajo in FSX it developed a tendency to turn to the right – not a lot, but enough to make some adjustments necessary on coming out of autopilot to land. I noticed the aileron tabs were permanently deployed, so I tried to adjust them using the aileron trim wheel. Next I tried the default Cessna 172. This now displays the same issue (but never before). It looks as if adjusting the aileron trim wheel in the Navajo has caused a problem right through the system.

Since this trend didn't occur at first but increased over time, this looks like a joystick calibration issue to me.

Have you re-calibrated/checked the joystick axis?

What do you mean with 'deployed aileron tabs'? If you haven't touched aileron trim, they are in their neutral position.

Furthermore trim resets when restarting the flight/sim and it can't affect all aircraft.

Since this is only s slight tendency, it could be the fuel imbalance Larry mentioned as well.

Sounds as if you might be burning fuel from the left tank only, causing a considerable imbalance (the sim is much more sensitive to this than most real aircraft).

That's one of the reasons why I always move the fuel tanks far more inboard than IRL on my FDEs, including the Navajo.

Obvisouly it has been done over middle of Switzerland and less populated areas.

Less populated area? Bern is the capital of Switzerland and has over 1 million inhabitants.

What happens when you dump 50 tons of fuel only 12,000 feet above Zurich?

It vaporizes. 12000ft is actually pretty high. Minimum fuel dumping altitude is usually between 4000-5000ft AGL, and in Europe 6000ft AGL is usually the minimum altitude.

if your ignorant on the subject its ok to admit it you don't need to be insulting and arrogant

What? I'm out.

I don't need to 'guess'. I believe that we are talking about completely different things.

You are talking about soaring museums and the Wright brothers and I'm talking about learning to fly today!!!

Perhaps it's the lack of news coverage, but you hardly ever hear of a glider crash, even a fatal one.

There are many reasons for this. E.g. they can't run out of fuel, the don't fly in bad weather and they quite often land outside airports without damaging their aircraft.

I wasn't going to come back to this thread, but I couldn't let this erroneous information stand.

I agree with Larry, it doesn't make much sense to continue in this thread. Way too much wrong and misleading 'information' and I'm sure that is not possible to start your flying career by flying any single seat aircraft.

200hrs solo for a gliding license? Where did you get this info from? Back in my time it was the above mentioned 9hrs but the EASA requirements have been increased in the meantime to 15hrs (10hrs dual instruction), which is still a tad less than 200hrs solo.

Do you have a link who is doing primary training/1st introduction to flight with vintage 1930s gliders? I didn't know that there are SG38 (or a similar glider) double seaters.

The optimum LD ratio speed for the SG38 is ~30kts and the approach speed is ~35kts. This 5kts speed increase doesn't require a 25-30deg dive and the video link you provided doesn't show such a steep dive either.

Last but not least I strongly disagree that gliding experience would have prevented the crash of AF447.

Just discovered this thread and want to add a bit of additional info.

All the jets I've flown IRL are usually flown with the feet on the floor, except when pushing off the crab angle during a crosswind landing.

On airliners (even the older ones like the 767) the yaw damper does have the additional function to auto coordinate the turns.

You can observe this function by looking at the flight controls page when rolling (rapidly) into a turn and you can see a very noticable rudder deflection.

Also the flight manuals usually provide this info. E.g. in case of the 767 it says:

The yaw damper systems improve turn coordination and dutchroll damping

In FSX/P3D the yaw damper (in most cases) incorrectly takes away most of the rudder control.

Hope this clarifies things a bit :)

primary gliders liker the 1 in the photo have no dive brakes or spoilers. and just to speed up to approach speed your pointed down at 25 or 30 degrees ..maybe less but when your sitting on whats basicly a lawnchair out in the open air, it sure seems like an extreme angle. approach speed i would guess is a 3-1 glideslope

Your description of primary gliders looks like you are referring to 1930s gliders like the SG38 but even with that one your 3-1 glideslope guess is far off. It's almost 9:1 and nobody learns to fly on such an aircraft.

I don't know why you want to make the impression that gliding is something complicated or requires great precision while it is in fact the among the most basic and easiest form of flying.

1. Even if you have never flown before you can expect to be released for your first solo after only 30 short flights.

2. You can start working on your glider license and fly solo at the age of 14.

3. To get a gliding license you need only 6hrs total and 3hrs of solo flying.

4. The approach speed for basic gliders is less than 40kts so there's not exactly a high degree of precision required to hit an airfield which has a runway that's a few hundred meters long.

Gliding is very easy, rather cheap and great fun and hence it's highly recommended to get people into flying. :)

... for instance getting a chance to fly a primary glider thats basicly a controlled fall you really appreciate the control of the plane, being able to maintain a proper approach speed while pointed down at a pretty extreme angle then flare at the right moment for a good landing. being able to fly at high spe4eds without a 400 hp engine you really learn the physics of flight, and know how to react in any non standard situation..

I don't know what kind of glider is 'pointed down at a pretty extreme angle' during the approach and with the divebrakes etc. you can control the gliding angle and hence gliding distance within a pretty big range.

It seems that you are severely underestimating e.g. airline pilots and their abilities/training.

If it's a heavy 777 or a medium sized A320, we routinely do train all engine out approaches, even in IMC with a low ceiling.

They key to success in this case is crew coordination, not gliding experience ;)

Furthermore every GA pilot trains engine out approaches as well and with the low LD ratio of a C-152 engine out landing are definitely a challenge and require considerable skills since there's not much room for adjustment.