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Bell · ÊÂÑ

It looks like you started training on the new type of a/c.

IAS was 350 km/h at 120 meters and vertical speed increased up to 14 m/s. Not the same vertical profile as you trained before on 2.02.

0* flaps were at the height of 330 meters. The turn started at the same 330 meters, but G-force was fine.

Shortly lost the height 600 meters after the final turn.

High flare at 12 meters, but the landing was soft.

Other parts are good. Try to perform the initial climb properly since the msrp record really shows that this 2.03 model compeletely different from 2.02.

From the other side you are the first pilot among all pilots who does exercises on 2.03. Õîðîøî

Congratulations!

FireFly · ÊÂÑ

WalterLeo · ÊÂÑ

FireFly
Bell

Thanks for Your comments and to Bell a good start after his vacations!

One point I am not shure is: 9 - 10 deg pitch up to 60 meters (?) fine, do you have a target value for pitch to accelerate for flap retraction "according shedule" afterwards that 120 m 340 km/h 170 m 380 km/h can be reached?
And then what pitch to use in first turn?

Thanks in advance
and sorry for believing in flying by numbers!

Walter

Bell · ÊÂÑ

IAS is the main parameter you have to control while climbing.

Pitch value is given only for reference which is 9-10* until 60 meters, from 60 to 180 meters it is reducing down to 2-4* and than it will be about 15* when turning.

WalterLeo · ÊÂÑ

Bell · ÊÂÑ

I agree with you that piloting is the comprehensive process. But I read FCOM of B737 and compared it with Tu154. They show different approaches to attitude, but...

B737 FCOM

"At Vr, rotate smoothly with one continuous motion approximating, but no more than 2,5* per second..... Rotate initially toward a 15* attitude. This will result in an airspeed of approx V2+20 knonts. Initially, the FD will comand 15* nose up. However, the FD pitch command will not be used during rotation. Indicated airspeed and vertical speed are the primary instruments.... etc. "

Tu154 FCOM does not specify attitude at all, assuming, I think, the pilot get its figures upon his experience. FCOM just requires to set V2+40 km/h and climb at this IAS until 120 meters, than accelerate. It also does not specify figures for pitch or vertical speed as well as using it as primary instrument since it could be completely different for any weather conditions.

As I said above, piloting is the comprehensive process, that's why I made the example for you where indicated the Tu154M pitch figures for exercise conditions based on other students' MSRP records. But these numbers are not described in FCOM.

And I also use all essential on-board gauges to avoid ""pilotinduced oscillations" around a target-value". Óëûáêà

WalterLeo · ÊÂÑ

Bell · ÊÂÑ

We have the very helpful discussions for both of us in this topic . Õîðîøî

WalterLeo · ÊÂÑ

Seems that time the cobra was more or less, but afterwards!!! Óäèâëåíèå

Tu 154 M 2.03 with winglets.
15 deg C 759 QFE
TO: 77,58 to 26,8 MAC
Landing: 76,16 to 26,5 MAC

Regards

Walter

Bell · ÊÂÑ

Hello,

Sorry for late response since I was a bit busy these days.

Track isn't good, circuit width is 9 km instead of 8. Need improvement.

When flaps are moving from 15* to 0* the airspeed not more than 430 km/h is allowed. On t/o or performing go-around the airspeed shall not exceed 450 km/h when stabilizer is moving to 0* position. You overspeeded these numbers a little. Try to finish flaps retraction and stabilizer movement to 0 in the IAS range of 410 - 430 km/h.

G-force 1.3 and 0,6 while climbing until circuit height, missed this height for about 140 meters.

Exceeded required 450 km/h, overspeeded up to 473 km/h.

Vref was reducing on G/S due to low thrust.

WalterLeo · ÊÂÑ

15 deg QFE 759
Tu 154 M V. 2.03 w
77,6 MAC 26,8 Landing: 76 to Mac 26,6

It was the second circuit. Still having problems with level off.

Regards

Walter

Bell · ÊÂÑ

Circuit width is 6,5-6,9 km. Do you control the lateral distance by NVU?

You did not set trimmers to the neutral position after first landing. Read checklist each time in each stage of flight.

Missed the turn height for about 50 meters.

The reason for levelling off is the late thrust reducing. You should do it at 400-450 meters but done at 590 meters, thus you had an excess power.

When flaps start moving from 0 to 28, you should pull the yoke to compensate liftoff force caused by flaps.

Flare was started at 10 meters. If you had started it at 6 meters the landind could look as an ideal.

That was a good flight but you can fly much better. Still wait for your final attempt for this exercise. Õèòðûé

WalterLeo · ÊÂÑ

PT 154M ver. 2.03w

15 deg C, 759 QFE
77,05 to T.O. MAC 26,7 Landing 75,3 MAC 26,3

And a postcard from Acapulco. The lagoon behind the airport was once one of Francis Drakes (the pirat) hiding places and the first Tarzan-film (with Jonny Weissmueller) was filmed there.

Best regards

Walter

Bell · ÊÂÑ

Track width was about 7 km average. need 8.

Gear up at 2,6 meters, too low.

Flaps 0* at 272 meters, turn started at this height as well. Exercise requirement 200 meters for both. you had wrong climb profile.

Missed the final turn a little.

Gear extension speed was 415 km/h that is out of operating limit.

Flaps extended to 28* accurate at 360 km/h which is about exceeding the limitation.

Flare at 15 meters, holding off the runway, pushing the yoke beyond balanced position (it is forbidden as you know) and not soft touchdown after all these mistakes.

Walter, it is time for good flight w/o mistakes. You have standard mistake with profile when climbing but other mistakes are variable.

WalterLeo · ÊÂÑ

To show, that I am working on that, but still many problems and failures.
Tu 154M Ver 2.03 w
15 deg C, 759 QFE
TO 79 to 27,1 MAC Landing 77 to 26,8 MAC
Ãðóñòü

Regards

Walter