B707-320
One of the things you have to do in rotating to the takeoff attitude in a
swept wing heavy, is rotate very, very slowly. In the B707-320 where most
of my real-life experience is, the rotation is about one degree per second
and the normal rotation angle for takeoff is about fifteen degrees nose
up, though it varies with gross weight and thrust being used. In fact,
the rotation angle is computed for each takeoff using fairly complex
charts if done manually. The pilot flying the takeoff holds nose down
pressure to ensure nose gear contact in case of engine failure and at
rotate speed, slowly applies back pressure to bring the nose to climb
attitude at a rate of approximately 1 deg per second. Too rapid rotation
results in stall or possibly a "tail dance". If one overrotates, the
procedure is to lower the nose to 10 degress of pitch and allow the
airplane to accelerate normally. Begin your rotation in the B747 at about
148 knots and by the time you are established at 10 to 15 degrees nose up
you will have accelerated to 170-180 knots or so which is a reasonable
initial
climb speed. All of this B707 info, incidently is for a somewhat unique,
very high thrust verision, but run of the mill 707-320's are similar.
--------
V speeds for the plane are indeed "indicated" speeds. They correlate with
performance of the airframe. You are correct in saying that given a constant
TAS, the IAS would decrease as altitude increases. Not _everything_ is based
on IAS, of course. How long it takes to get somewhere is usually most closely
related to TAS, winds at your altitude, and the direction of your flight.
(But you knew that.)
----------
If there's anyone alive who should know what the airspeed code does, I should
be that guy, as I wrote it, but I just don't remember that section of code. I
knew what to do to make it work properly, and I'll be surprised if the IAS is
really TAS, but even if it is, it's because we were already staying up too
late at night stuffing too many other features into the thing. I'll see if I
can't find an extra instant (he he) or two at the office tomorrow to see what
it thinks it's doing, and report back here. Now, on the GS, all bets are off!
The Glass Cockpit stuff was begun with five weeks left before the whole
project was supposed to be done. It was only _supposed_ to be "eye candy,"
but yours truly got carried away with that real-pilot stuff. I hope you guys
like it (especially the keypad shift- and + to lower/raise the Attitude
Indicator's little airplane; that request someone here voiced--see, I'm
responsive!), 'cuz I took plenty of guff. HF
-----------
The "chime/beep/bieiep" is the ground proximity warning system that is
standard on all 747-400's, but its exact heights above the ground are
variable, and different companies have chosen slightly different heights.
A&SD's implementation is approximately 100', 45', and 25' if memory serves.
This would be the height of the sensor that is embedded in the main landing
gear. Real-world pilots use the sequence to time their flare onto the runway
in such a way as not to have to rely on visual or instrumentation cues
exclusively. My personal 747-400 consultant pilot, the first 747-400 pilot
for Northwest's US-Orient run, tells me A&SD's implementation is excellent.
-----------
Sure you can set stand-by frequencies: kp shift 7 or 9, then + / for top
radios. KP shift 8 to swap stand-by and active frequencies. Analogously, the
second row of shifted keypad keys (4/5/6) works for radios on the second
level, and 1/2/3 work for the lower radios. Stand-by freq's are not saved in
mode files, as these were defined with MFS4 to be only so long.
---------
You can restart a checklist by hitting CTRL-Z. However, when I've tried this
on the climb-out checklist, it takes me right back to the "Mach .85" line
item.
-----------
As I believe I said earlier, different aircraft will have optimum performance
at varying altitudes. Turbocharged a/c will generally increase their
performance stats well into the FL's (at/above 18,000' MSL). For the same TAS,
IAS will decrease as altitude increases. HF
----------
Tidbits: To restart the EICAS checklist, use shift+Z. To cycle
through it, use SHIFT+Y
Thrust reversers are engaged/disengaged with SHIFT+U
Standby frequency cheat-sheet:
Radio Left digits Swap Key Right digits
COM 7 8 9
ADF 4 5 6 Use SHIFT + the numeric
XPNDR 1 2 3 keypad to enter these
NAV1 7 8 9 numbers.
NAV2 4 5 6
For example, to set the left digits on the NAV1 standby radio hit
SHIFT+7 and then use the "+" or "-" key to increase or decrease the
value.
Since NUMLOCK is not effective to kick the map-view in and out and
thereby release the "+" and "-" keys back to normal operation you
can substitute using the "]" key to cycle the active window. It has
the same effect.
Use SHIFT+DEL and SHIFT+INS to zoom the map view in the EICAS
display in/out.
------------
Jeff, I've been playing a bit with that. I've had good results using the
"trim" (centering) "wheel" on my joystick. Remember that at 180 ktas,
one-degree of pitch change equates to approximately 300 fpm VV and that to
begin a standard 2.5 degree ILS glideslope descent requires just 2.5 degrees
of pitch change and approx 600-800 sen12 Hi Rick. I'm in LA rate of descent.
Typical Traffic Pattern Power Setting appears to be about 30 percent plus or
minus 2 percent. I haven't had any real opportunity to work o on this yet.
Try setting yourself up 2000 feet above field elevation at 200 Knots and 28
percent. Extend flaps to one notch and hold altitude. Put out another notch
of flaps and 9 miles and extend gear at 8 miles. extend flaps one more notch
at 7 miles and make the final full-down flap setting just prior to glideslope
intercept. At glideslope intercept, decrease power by 5 percent. Make
absolutely the minimum number of power settings. Show me smooth heavy flying
and I'll show you someone who handles power smoothly. Try these - I have only
begun to work with it and won't have another chance for a few weeks - DARN.
-------------
191 knots TAS at 9500' is 165 knots IAS. 221 knots TAS at FL240 is
approximately 150 knots IAS.
When the engine is operated at a fixed horsepower setting (as a rule of
thumb, 75% of rated power for performance cruise, 65% for economy), the IAS
increases slowly (maybe 1/2 knot per 1000 feet) with altitude and the TAS
increases 4 or 5 times as fast. This can be maintained up to about 8000 feet
for normally aspirated engines or 16,000 for turbocharged engines, after which
the horsepower and IAS start decreasing and the TAS increases less rapidly.
Big turbocharged engines like those on the last piston airliners could
maintain full performance higher up but you don't see a lot of those today.
-----------
You have to do a REALLL slow approach, right on the threshold of stalling and
touchdown needs to be very much nose high. Prior to touchdown, you need to
engage the brakes by hitting SHIFT PERIOD so that they are engaged immediately
upon touchdown. When you go to idle just before your flare, you need to hit
SHIFT-U to engage the thrust reversers. Since the engine spool up is real
long I start advancing the throttle about 5 seconds before initial touchdown.
It is really hard to do all this in a period of a bout 5 seconds!
-----------
I have safely (?!) landed the 747-400 at Meigs a couple of times. Well, it
didn't crash (yes, detect ON), and I stopped it in time. But, I'll confess
that I engaged the thrust reversers and throttled up the engines before I
actually touched down. All this not to mention the critically slow airspeed I
was flying. I think we can rest assured this is not a recommended procedure.
-------------
There is no Mach meter. I just usually set my cruise speed for about 520
knts. I think you are right regarding the airspeed readout. The bearing
needle is updated by hitting the D key. To get a proper bearing even on the
Cessna, one has always had to hit the D key when the realism settings were set
to on.
As far as the flight characteristics are concerned. I am under the impression
that they are very good as Boeing was consulted on the design of the 747 and
Jon Solon, the FS Program Manager, actually got some real 747 simulator time
at Boeing.
--------------
Actually, the TAS indication might be more useful, since at traffic
pattern altitudes, the difference from IAS is pretty much academic for most
flight conditons. Also, it is very easy to convert TAS to Mach number at high
cruise and climb altitudes. Simply divide the TAS by 600. A good cruise mach
is probably .85 which multiplied by 600 is 510 KTAS. Mach X 10 approximates
NM/Minute TAS which X 60 approximates TAS. DEAN
swept wing heavy, is rotate very, very slowly. In the B707-320 where most
of my real-life experience is, the rotation is about one degree per second
and the normal rotation angle for takeoff is about fifteen degrees nose
up, though it varies with gross weight and thrust being used. In fact,
the rotation angle is computed for each takeoff using fairly complex
charts if done manually. The pilot flying the takeoff holds nose down
pressure to ensure nose gear contact in case of engine failure and at
rotate speed, slowly applies back pressure to bring the nose to climb
attitude at a rate of approximately 1 deg per second. Too rapid rotation
results in stall or possibly a "tail dance". If one overrotates, the
procedure is to lower the nose to 10 degress of pitch and allow the
airplane to accelerate normally. Begin your rotation in the B747 at about
148 knots and by the time you are established at 10 to 15 degrees nose up
you will have accelerated to 170-180 knots or so which is a reasonable
initial
climb speed. All of this B707 info, incidently is for a somewhat unique,
very high thrust verision, but run of the mill 707-320's are similar.
--------
V speeds for the plane are indeed "indicated" speeds. They correlate with
performance of the airframe. You are correct in saying that given a constant
TAS, the IAS would decrease as altitude increases. Not _everything_ is based
on IAS, of course. How long it takes to get somewhere is usually most closely
related to TAS, winds at your altitude, and the direction of your flight.
(But you knew that.)
----------
If there's anyone alive who should know what the airspeed code does, I should
be that guy, as I wrote it, but I just don't remember that section of code. I
knew what to do to make it work properly, and I'll be surprised if the IAS is
really TAS, but even if it is, it's because we were already staying up too
late at night stuffing too many other features into the thing. I'll see if I
can't find an extra instant (he he) or two at the office tomorrow to see what
it thinks it's doing, and report back here. Now, on the GS, all bets are off!
The Glass Cockpit stuff was begun with five weeks left before the whole
project was supposed to be done. It was only _supposed_ to be "eye candy,"
but yours truly got carried away with that real-pilot stuff. I hope you guys
like it (especially the keypad shift- and + to lower/raise the Attitude
Indicator's little airplane; that request someone here voiced--see, I'm
responsive!), 'cuz I took plenty of guff. HF
-----------
The "chime/beep/bieiep" is the ground proximity warning system that is
standard on all 747-400's, but its exact heights above the ground are
variable, and different companies have chosen slightly different heights.
A&SD's implementation is approximately 100', 45', and 25' if memory serves.
This would be the height of the sensor that is embedded in the main landing
gear. Real-world pilots use the sequence to time their flare onto the runway
in such a way as not to have to rely on visual or instrumentation cues
exclusively. My personal 747-400 consultant pilot, the first 747-400 pilot
for Northwest's US-Orient run, tells me A&SD's implementation is excellent.
-----------
Sure you can set stand-by frequencies: kp shift 7 or 9, then + / for top
radios. KP shift 8 to swap stand-by and active frequencies. Analogously, the
second row of shifted keypad keys (4/5/6) works for radios on the second
level, and 1/2/3 work for the lower radios. Stand-by freq's are not saved in
mode files, as these were defined with MFS4 to be only so long.
---------
You can restart a checklist by hitting CTRL-Z. However, when I've tried this
on the climb-out checklist, it takes me right back to the "Mach .85" line
item.
-----------
As I believe I said earlier, different aircraft will have optimum performance
at varying altitudes. Turbocharged a/c will generally increase their
performance stats well into the FL's (at/above 18,000' MSL). For the same TAS,
IAS will decrease as altitude increases. HF
----------
Tidbits: To restart the EICAS checklist, use shift+Z. To cycle
through it, use SHIFT+Y
Thrust reversers are engaged/disengaged with SHIFT+U
Standby frequency cheat-sheet:
Radio Left digits Swap Key Right digits
COM 7 8 9
ADF 4 5 6 Use SHIFT + the numeric
XPNDR 1 2 3 keypad to enter these
NAV1 7 8 9 numbers.
NAV2 4 5 6
For example, to set the left digits on the NAV1 standby radio hit
SHIFT+7 and then use the "+" or "-" key to increase or decrease the
value.
Since NUMLOCK is not effective to kick the map-view in and out and
thereby release the "+" and "-" keys back to normal operation you
can substitute using the "]" key to cycle the active window. It has
the same effect.
Use SHIFT+DEL and SHIFT+INS to zoom the map view in the EICAS
display in/out.
------------
Jeff, I've been playing a bit with that. I've had good results using the
"trim" (centering) "wheel" on my joystick. Remember that at 180 ktas,
one-degree of pitch change equates to approximately 300 fpm VV and that to
begin a standard 2.5 degree ILS glideslope descent requires just 2.5 degrees
of pitch change and approx 600-800 sen12 Hi Rick. I'm in LA rate of descent.
Typical Traffic Pattern Power Setting appears to be about 30 percent plus or
minus 2 percent. I haven't had any real opportunity to work o on this yet.
Try setting yourself up 2000 feet above field elevation at 200 Knots and 28
percent. Extend flaps to one notch and hold altitude. Put out another notch
of flaps and 9 miles and extend gear at 8 miles. extend flaps one more notch
at 7 miles and make the final full-down flap setting just prior to glideslope
intercept. At glideslope intercept, decrease power by 5 percent. Make
absolutely the minimum number of power settings. Show me smooth heavy flying
and I'll show you someone who handles power smoothly. Try these - I have only
begun to work with it and won't have another chance for a few weeks - DARN.
-------------
191 knots TAS at 9500' is 165 knots IAS. 221 knots TAS at FL240 is
approximately 150 knots IAS.
When the engine is operated at a fixed horsepower setting (as a rule of
thumb, 75% of rated power for performance cruise, 65% for economy), the IAS
increases slowly (maybe 1/2 knot per 1000 feet) with altitude and the TAS
increases 4 or 5 times as fast. This can be maintained up to about 8000 feet
for normally aspirated engines or 16,000 for turbocharged engines, after which
the horsepower and IAS start decreasing and the TAS increases less rapidly.
Big turbocharged engines like those on the last piston airliners could
maintain full performance higher up but you don't see a lot of those today.
-----------
You have to do a REALLL slow approach, right on the threshold of stalling and
touchdown needs to be very much nose high. Prior to touchdown, you need to
engage the brakes by hitting SHIFT PERIOD so that they are engaged immediately
upon touchdown. When you go to idle just before your flare, you need to hit
SHIFT-U to engage the thrust reversers. Since the engine spool up is real
long I start advancing the throttle about 5 seconds before initial touchdown.
It is really hard to do all this in a period of a bout 5 seconds!
-----------
I have safely (?!) landed the 747-400 at Meigs a couple of times. Well, it
didn't crash (yes, detect ON), and I stopped it in time. But, I'll confess
that I engaged the thrust reversers and throttled up the engines before I
actually touched down. All this not to mention the critically slow airspeed I
was flying. I think we can rest assured this is not a recommended procedure.
-------------
There is no Mach meter. I just usually set my cruise speed for about 520
knts. I think you are right regarding the airspeed readout. The bearing
needle is updated by hitting the D key. To get a proper bearing even on the
Cessna, one has always had to hit the D key when the realism settings were set
to on.
As far as the flight characteristics are concerned. I am under the impression
that they are very good as Boeing was consulted on the design of the 747 and
Jon Solon, the FS Program Manager, actually got some real 747 simulator time
at Boeing.
--------------
Actually, the TAS indication might be more useful, since at traffic
pattern altitudes, the difference from IAS is pretty much academic for most
flight conditons. Also, it is very easy to convert TAS to Mach number at high
cruise and climb altitudes. Simply divide the TAS by 600. A good cruise mach
is probably .85 which multiplied by 600 is 510 KTAS. Mach X 10 approximates
NM/Minute TAS which X 60 approximates TAS. DEAN
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