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Dale S Goldstone
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Post subject: Posted: Fri Jun 17, 2005 7:57 pm |
Joined: Fri Dec 29, 2000 7:37 pm Posts: 167 Location: North Vancouver
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I used to have problems landing years back when I was filling the gas tank to full. Since monitoring the amount of fuel needed for a flight my landing sucess rate is a way up. Dale(CVA1050)
_________________ Winner of the Screenie Contest
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katron
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Post subject: Posted: Fri Jun 17, 2005 11:11 pm |
Joined: Fri Dec 31, 2004 9:18 am Posts: 284 Location: Prince George, B.C.
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ME Too......Weight I have learn't is a very BIG Deal when triing to Land. Just about tear the flaps off mantaining enough airspeed for stability, and don't FALL out of the SKY on approach if the airspeed get a little low.
_________________ James/CVA69.........cause that the way I like it.
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Terry Laite
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Post subject: Posted: Mon Jun 27, 2005 6:14 pm |
Joined: Thu Oct 23, 2003 3:44 pm Posts: 309 Location: CYSJ
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it mis 15:15 right now here in CYSj can you go O/line right now in CYSJ and if you can use a dash -8 or smaller i will sit there for a hour ., i will try to help . if you can i will try to be o/line tonight in CYHZ and help yopu out . . see you there .lol Terry CVA44T
_________________ Terry CVA44T (can never have too much runway or ram)
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rabbitcancer
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Post subject: Posted: Mon Jun 27, 2005 8:53 pm |
Joined: Fri Aug 23, 2002 7:45 pm Posts: 554 Location: Scotland
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if you want a mentor, Darryl - you should post a request in the Helpline forum.
I don't check this forum for things like that...
_________________ Devon CVA714
Haggis - It's what's for breakfast!
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katron
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Post subject: Posted: Mon Jun 27, 2005 9:11 pm |
Joined: Fri Dec 31, 2004 9:18 am Posts: 284 Location: Prince George, B.C.
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Darryl, I don't know if you have tried flying just using trim, and throttle for rate of climb or decent. Tough to get used to but it works. I'm no real life pilot, but for the rides I've been in the front seat I remember the yoke was mostly used for quick corrections due to tubulance and turns, other then that I saw trim and throttle action going during the flight. :O ???
_________________ James/CVA69.........cause that the way I like it.
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katron
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Post subject: Posted: Tue Jun 28, 2005 1:39 am |
Joined: Fri Dec 31, 2004 9:18 am Posts: 284 Location: Prince George, B.C.
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Ummmm...................hmmmm..................let me think..........................STALL ???
I agree Keith, and I don't just fly with the trim as I think you have seen first hand, but it makes for good practice on using the trim, and getting it set right.
_________________ James/CVA69.........cause that the way I like it.
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katron
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Post subject: Posted: Tue Jun 28, 2005 4:20 am |
Joined: Fri Dec 31, 2004 9:18 am Posts: 284 Location: Prince George, B.C.
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Is it maybe the aircraft you are flying, or another thing to try is adjust your flaps to create the right amount of drag for a particular throttle setting and airspeed. I found this can help alot in aircraft stability, also I find I sometimes have to barely apply pressure to the throttle to make an adjustment.
_________________ James/CVA69.........cause that the way I like it.
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Ken CVA868
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Post subject: Posted: Tue Jun 28, 2005 5:41 am |
Joined: Thu Dec 28, 2000 2:25 am Posts: 112 Location: Vancouver
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Trim for airspeed, throttle for altitude.
When you are on final, get your aircraft set up for the approach configuration you want, but address your speed first. If your aircraft needs to approach at, I dunno, say 80 knots, stabilize to 80 knots first. Now hold that speed no matter what else you do. If you are too high, add flaps; if you are too low, bring up the nose and add power while maintaining your 80 knots. If you are out of flaps, chop the power...maintain 80 knots by adjusting pitch down. If you have full flaps, have chopped power, are still doing 80 knots and are still too high, well...you blew you it! Go around and try again!
Once again this is way oversimplified, but should still work.
_________________
Senator - No Job, No Phone, No Office, No Money
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Keith CVA51
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Post subject: Posted: Tue Jun 28, 2005 5:56 am |
Joined: Fri Dec 29, 2000 7:01 am Posts: 710 Location: Wembley, Alberta
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A couple of points here, Darryl.
A real pilot in the real world would have the POH (Pilot's Operating Handbook) for the aircraft he is flying. Contained in this wealth of information would be recommended settings for climb, cruise and descents. Knowing where to start and then "fine-tunining" the controls is half the battle.
In simulator land, we rarely have this, although you can sometimes find information of this nature by searching the web. My recommendation is to practice... Lots... with the aircraft you're having trouble with. Find out where it stalls. Clean and dirty. If you know the plane will stall at 90 kias with full flaps and the gear out, make your approach at 110 kias and try that. Watch your fuel load too. Weight makes a difference. While learning, try to keep your fuel load under 25%.
Another point. There is a big difference between a piston engine and a jet engine. With a piston, the power comes on and off relatively quick. Jet engines (be they turboprops or turbojets) are much slower at "spooling up" and down when reacting to throttle input. Make your power changes small and smooth and let the plane settle at the new setting before making a large correction the other way. Example, if you're too high, pull just a bit of power off and wait to see what the plane does. You need to give it time to react to your inputs.
James is right, controllers tend to be very touchy with FS, especially the throttles. Watch your manifold pressure or N1 readings and make power changes based on that.
Hope it helps.
_________________ CVA51-Keith Henry Chief Threshold Excavator
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