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ABastos · Êóðñàíò

After some (or many Ðàäîñòíûé

) days of training, I think I'm ready to post my MSRP Data.

Airport: UHHH
Runway: 5R
Weight: 79t
Center of Gravity: 19.5%

Regards

Alexandre Bastos

Bell · ÊÂÑ

Hello Alexandre,

Welcome onboard! Thank you for joining us...

Well... Let's start...

First of all, the forward limit for Center of Gravity on take-off should be 21% MAC or more, but not 19,5% MAC as your referred. There is the item #1.3 in Flight Manual where all CG restrictions are described. Really, you should try to reach 27-28% MAC when load the aircraft because the center of gravity impacts on aircraft controllability in the pitch channel.

Second. You have to start to use the mechanism of electrical trimmer (MET) right after rotate and use it until decision height. Aircraft position in vertical profile during climb, descent or in horizontal portion of flight should be set by MET, but not yoke deflections. Exceptions could be applied for rotate itself, flare/pre-flare, when turning, and if you need to break a flight trajectory in vertical profile. Finally, your goal is to get a balanced flight at all stages (constant parameters of speed, vertical speed and engine regime, when it is possible) using MET.

Now about your flight...

I would say that the take-off had been performed ideally. All was done gently, smoothly and in time.

First error you did when you were reducing the thrust. You have to do it in 2 stages in this exercise: at a height not lower than 260 meters AGL reduce the thrust from take-off to nominal regime (92,5% by N1), and at height not lower than 450 m AGL reduce it from nominal to required thrust for horizontal flight (about 74% by N1).

In horizontal flight you kept the height very good, but I wrote above that you have to get the balanced flight, i.e. keep the same engines thrust and speed. Keeping these parameters constant and using MET you should achieve the straight flight at the height of 600 meters without touching the yoke (or joystick) at all. And, running a step forward, do the same on the glide slope. You had been deflecting yoke (joystick) to keep that altitude, and that is not proper piloting the PT Tu-154 (and real Tu-154 as well).

Next… The base and final turns should be performed separately according to standard approach procedure. Extract the landing gear before the base turn, keep speed not lower than 360 km/h and execute the base turn. On base you extend flaps to 28 degrees position braking down to approx 300 km/h, but not lower than 280 km/h, and start to execute the final turn at this IAS.
On final 3-4 km before interception of the glide slope extend flaps to 45 and set Vref when descending on the glide slope trying to keep the balanced flight until beginning the flare. If balanced flight achieved at the decision height of 60 m, continue with landing, if not, go-around.

Finally, you got the balanced flight on the glide slope, and that is very good, but did other errors during approach which I have described above.

Regarding the flare… It should be started at the height of 4-6 meters setting the thrust idle at the same time. You started the flare at the height of 10 meters (a bit higher than recommended) and set the idle at 2 meters. That’s why you held-off the aircraft at 2 meters, and touchdown happened with the increasing vertical speed that was more than -1 m/s (it should be equal to -1 m/s or less). Also you moved the control column away during the flare, and that could lead to hard landing on the front landing gear with high value of G-force at the moment of touchdown. You should not to move yoke (joystick) away from, just fix it in some position in case of hold-off or ballooning.

Conclusion. Your flight was very good for the first time. Flying further I would recommend you to pay attention to approach procedure and some operating restriction which mentioned in the Flight Manual.