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 | Flight School Dumblius |  |
 Posted: Fri Feb 26, 2010 19:29 |
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| Dumblius |
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| Joined: 01 Feb 2010 |
| Posts: 32 |
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Here is my attempt to make the first exercise 
It is hard to trim this aircraft for me, because the elevator is moving too slow when trimming with buttons.
Takeoff weight 77t, CAX=28,1% |
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| Posted: Mon Mar 01, 2010 00:21 |
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| Druhin |
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| Joined: 04 Feb 2007 |
| Posts: 1102 |
| Location: Москва |
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Hello!
Hope to analyse the flight tomorrow.
Sorry for taking it so long...  |
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"Я так это небо безумно люблю,
И мне без него не прожить даже хмурый денёчек..."© |
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| Re: Flight School Dumblius | |
| Posted: Tue Mar 02, 2010 10:26 |
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| Bell |
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| Joined: 29 Mar 2005 |
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| Dumblius wrote: |
It is hard to trim this aircraft for me, because the elevator is moving too slow when trimming with buttons. |
Change the parameter rv_trimm_time=20 in the joy.cfg file on the value 12 or 13. This is applicable for both, M and B2, models.
Do you fly on B2 or M? |
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С уважением, Алексей. |
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| Re: Flight School Dumblius | |
| Posted: Tue Mar 02, 2010 11:07 |
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| Dumblius |
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| Bell wrote: |
Change the parameter rv_trimm_time=20 in the joy.cfg file on the value 12 or 13. This is applicable for both, M and B2, models.
Do you fly on B2 or M? |
with M |
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| Posted: Tue Mar 02, 2010 11:43 |
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| Bell |
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Do you have B2 properly installed? If so, I would recommend you to start with B2 because it is much simple to control the parameters during initial climb. The thrust on M much higher than on B2 and you have to have some experience to control the aircraft. That's the first. Second, some of the next exercises could not be performed on M due to differencies in the FCOM operations.
WalterLeo does exercises on M because he has issues with B2 settings.
Though, if you prefer to do exercises with M and like to overcome a hardship, no problem. |
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С уважением, Алексей. |
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| Posted: Tue Mar 02, 2010 21:34 |
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| Dumblius |
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I don't have the B2 yet, I will install it for the next exercises but I will try to do the first exercise with M
I managed to do a clean takeoff with thrust reduction above 450m but I reached 30 m/s vertical speed and ~20 degrees pitch to avoid speeding, I wonder if it is permissable? |
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| M or B2 | |
| Posted: Wed Mar 03, 2010 03:33 |
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| WalterLeo |
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Lets say: Its quite hard to fly the M through exercise 1, but as the British Royal Airforce says "Per aspera ad astra" "Via hardships we go to the stars".
Regards
Walter |
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| Posted: Wed Mar 03, 2010 10:38 |
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| Druhin |
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Dumblius
Do you proceed takeoff on M on TO thrust or on nominal thrust? |
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_________________
"Я так это небо безумно люблю,
И мне без него не прожить даже хмурый денёчек..."© |
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| Posted: Wed Mar 03, 2010 11:15 |
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| Bell |
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| Dumblius wrote: | | I managed to do a clean takeoff with thrust reduction above 450m but I reached 30 m/s vertical speed and ~20 degrees pitch to avoid speeding, I wonder if it is permissable? |
It's permissable. You should keep IAS as the Flight Manual (or ATC, or SID chart) requires, the pitch and vertical speed as it is.
That's why I say you'd better start with B2 since it has low thrust and it's quite easy to control the aircraft on take-off and initial climb.
Regarding your flight...
Gear should be retracted from the height of 5-10 meters. You've done it at 2,8 meters.
Flaps were retracted from 28 to 15 at the height of 110 meters. 2 conditions for flaps retraction: IAS>330 and height>120 meters.
G-force in turn was 1,7 since you did not use MET and pulled the column too sharply. Pull the yoke 2-3 times with short amplitude instead of 1 time with high amplitude.
Flight Manual of Tu-154M requires pilot to set nominal thrust on traffic pattern height or perform take-off and climb on nominal assuming the pilot can't reduce the thrust below nominal while climbing (except ATC or charts requirements). Since you need to maintain traffic pattern and has 450 km/h IAS limit, you can start reducing the thrust 150-200 meters below circuit height. That's why our task also requries to do it at 450 meters. You have reduced the thrust below nominal at 272 meters.
Reducing the thrust below nominal just set 73% RPM. It's good enough for avoiding acceleation above 450 km/h and will allow you to maintain 390-400 km/h at the level flight.
Start to use MET after rotation. Try to keep traffic pattern altitude by keeping a constant thrust and using MET.
Try to execute take-off, climb and level flight using MET next time. Take-off and climb until 200 meters was good. |
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С уважением, Алексей. |
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| Posted: Sun Mar 07, 2010 15:43 |
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| Dumblius |
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| Druhin wrote: | Dumblius
Do you proceed takeoff on M on TO thrust or on nominal thrust? |
on nominal thrust 93,5%
The trimmer is very inert, how should I use it to rapidly change the pitch?
I need to press a button for a few seconds for the trimmer to react faster and then it is hard to stop the rate of vertical speed.
rv_trimm_time=12
Moreover the plane tends to roll to the right always, because of a different fuel quantities in the right and left side tanks. The crossfed switch is on. What is wrong? |
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| Re: M or B2 | |
| Posted: Mon Mar 08, 2010 12:53 |
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| kremin |
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| WalterLeo wrote: | Lets say: Its quite hard to fly the M through exercise 1, but as the British Royal Airforce says "Per aspera ad astra" "Via hardships we go to the stars".
Regards
Walter |
Hi Walter,
I hope you don't mind me correcting you a little........
It is 'Per Ardua ad Astra'. It is generally said to be "Through Adversity to the Stars".
But you have the right meaning .......
best regards
Rick Canham
South Australia |
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| 'Per Ardua ad Astra' | |
| Posted: Mon Mar 08, 2010 15:21 |
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| WalterLeo |
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| Location: Viena Austria |
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kremin
You are right! My knowing of Latin let me go into a trap: "aspera" and "ardua" mean nearly the same! Thanks!
Walter |
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| Posted: Mon Mar 08, 2010 15:30 |
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| WalterLeo |
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Dumblius
Did you fill all the tanks as calculated? Cause 1st tank= center tank. 2nd and 3 are left and right main tanks and 4th and 5th are the auxiliary tanks(left and right) and 6th is the second center tank (which at this exercise is empty) 2 AND 3, 4 AND 5 should be filled symetrically. After accepting the fuel in FS9 filling menu you see where the actual center of gravity is located (in the airplane grafics). Crossfeed switch should not be on, what should be on are the switches of fuel-equalisation and all fuel pumps less for tank 6.
Regards
Walter (also struggling with the exerc1) |
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| Posted: Mon Mar 08, 2010 22:41 |
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| Dumblius |
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| Joined: 01 Feb 2010 |
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| WalterLeo wrote: | Dumblius
Did you fill all the tanks as calculated? Cause 1st tank= center tank. 2nd and 3 are left and right main tanks and 4th and 5th are the auxiliary tanks(left and right) and 6th is the second center tank (which at this exercise is empty) 2 AND 3, 4 AND 5 should be filled symetrically. After accepting the fuel in FS9 filling menu you see where the actual center of gravity is located (in the airplane grafics). Crossfeed switch should not be on, what should be on are the switches of fuel-equalisation and all fuel pumps less for tank 6.
Regards
Walter (also struggling with the exerc1) |
now it is ok, the tanks were filled as calculated, but I accidentally entered wrong value in one tank |
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| Posted: Tue Mar 09, 2010 11:44 |
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| Dumblius |
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| Joined: 01 Feb 2010 |
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Here is my second attempt
The landing was bad but takeoff should be within limitations
flaps 15-0 were retracted a little bit too early.
TO weight - 77t , CAX=28,1% |
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