Hi Mel,

 

indeed, I meant there is no possibility to send a GPS flightplan data to the autopilot so that the aircraft follows the flightplan automatically.

 

What was your weight ,speed and flap settings on final? Just curious.

 

I have to confess that I loaded the plane (727-100 late), startet the engines, taxied out, took off, made a steep turn, set flaps to 20 °, landed with approximately 160-180 knots. No idea about weight. My feeling was that I was too slow because I had a huge AOA to hold the gliding path. But all this was more a feeling than knowledge. I will have to study manuals or checklists now to do the things correct.

 

Best regards,

Harald

set flaps to 20 °, landed with approximately 160-180 knots. No idea about weight.

 

With a slightly reduced load and fuel down to say 15,000lbs, flaps set to 30 0r 40 you should be able to make final with only a little AOA at anywhere from 135 to 145kts until you flair for touchdown.

 

Regards,

Mel

Thank you for your help again. Perhaps I can give a little bit of help back if you once decide to fly a Tu-134:

 

 

 

Yes, it's time for practice, practice, practice now. By the way, I discovered some very progressive features at this "old" plane 727, as an automatic taxi mode... This plane will definitely be a new challenge.

 

Wish you a nice sunday!

Harald

Thank you for your help again.

 

You are quite welcome. The Tu134 looks interesting and a challenge. If I ever get time away from all the other FS9 projects I have going I will give it a try and probably be asking you for your help in short order.

 

Habe einen guten tag! ( I hope I got that correct, my German language classes are 47 years in the past! )

 

Regards,

Mel

Habe einen guten tag! ( I hope I got that correct, my German language classes are 47 years in the past! )

:good:

 

Of course you may ask if you have a question regarding the Tupolev. Finally I managed to fly it quite well with a translated manual and checklist. And I can read the cyrillic inscriptions at the panel.

(I learned Russian when I was a pupil in the GDR. We didn't like it... but I was glad to speak it a little when I recently spent my vacations in Georgia. By the way, when I boarded my plane to Kiev in Tbilisi, I really saw an Antonov An-12 on the apron... great!)

Harald

No 737 at all. But satisfied. (Taken after a first flight SLLP-SLSU)

 

 

In RW, apparently it was very rare to use the full 40 flap in the 727. I usually go for threshold speed of around 155 kts with 30 flap. There are performance charts available that allow you to compute v-speeds but I'm too lazy! LOL

In RW, apparently it was very rare to use the full 40 flap in the 727

 

That is also what I have read. If (and I do mean IF) I remember correctly, that was because at flaps 40 the drag went up considerably causing what was deemed unnecessary fuel consumption. Flaps 30 was quite safe and stable for all but the shortest runways suitable for a B727. Not long ago I was able to watch a B727-100 owned by FedEx, which was to be donated to a local college, land here at my home airport - KTDZ. Rwy 14 / 32 is listed at 5829 ft x 100 ft with offset thresholds at both ends 225 ft and 351 ft. The pilot made three passes. First was just a low and slow flyby. The second was to calculate the fuel burned in flying a circuit and of course burn fuel off. The plan was to have just enough fuel that if the landing on the third pass had to be aborted he would be able to safely make it to KTOL. In this case flaps 40 were used. The pilot made it all look routine, which I suppose, is exactly why he was the PIC anyway. My point is that as the plane passed over the road where I was, flaps 40 made that thing look like it had a extra set of wings hanging from the trailing edge - huge, . . . . ,well at least that was my impression.

 

Regards,

Mel

Hi Mel and Ian,

 

as I am in the process of getting familiar with this plane, I will check out variable settings.

I made some approaches at SCEL (that means without the effects of very high altitude - my flight SLLP-SLSU was rather a kind of excentric behaviour at the end of my FS2004 weekend) and I found that with flap 40 I made a very smooth approach so that I even hadn't to change to the landing view, but I had to give a lot of throttle to hold speed at 130-140 kts.

 

At SLSU things were different. Had no ground sight; ATC let me fly at FL180 until I saw the runway; I managed to land in a very steep final with spoilers and full flaps somehow, but not elegantly at all. I made a second attempt decreasing altitude earlier, the result was a little better. Generally, I'm still confused by the speed of the 727 compared with the DC-6. With the Douglas, I use to request a lower altitude perhaps 200 nm away from my destination airport as I know that ATC order to decrease altitude comes to late for this plane, and then I have enough time to prepare for final approach. It seems that this method is adequate even for the 727, at least at such approaches as SLSU.

 

By the way, when I taxied to the apron at SLSU (LatinVFR), the front wheel of my plane suddenly bumped through the runway surface. Don't know if this was a gear collapse due to hard landing before or a problem of the scenery...

Second, the HJG 727 does not fit well with AES pushback feature, at first there is the "pullup" warnung voice and then it indicates a crash when being pushed back. That's a little pity because I like all other features of this plane so far.

 

Ian, may I ask you how does the DF 727 coexist with AES? My budget is a little small but there will be christmas this year...

 

Best regards, have a nice week,

Harald

 

P.S. We should give the thread a new title!

Second, the HJG 727 does not fit well with AES pushback feature, at first there is the "pullup" warnung voice and then it indicates a crash when being pushed back.

 

G'day Harald.

Have you used the Repair for Push button under "Set Aircraft Parameters" option. That generally does the trick. See also the AES Manual if unclear.

 

Blue skies.

Hi Appliance,

 

thank you for your tip. No, I didn't do so; I will definitely try this after I'm back from work and after I brought my little son to bed.

 

All the best,

H.

Hi Harald

 

The more flap you use, the better your forward vision will be - no matter what aircraft you are flying. The reason is that by increasing drag, you need to lower the nose to maintain your target air speed. When you get an aircraft like the 727 with a an extreme full flap option (40 degs) you do start to run into some problems. With the very high drag it provides, you will have great forward vision and very little tendency to float during the landing flare - good news. But with all that drag, you have very little safety margin if you have any wind shear, turbulence or you simply allow your airspeed to get below target speed. The ratio of thrust to drag is reduced to a point where you may need full power to gain even a few knots of additional airspeed and you can get to a point where even full power will not remedy the situation - what pilots refer to as being "outside the thrust-drag envelope." (I wish I could draw it to illustrate what that means)... It is probably because of these latter safety concerns that standard procedure in the 727 was to only use 30 flap and also, probably why the Boeing design team didn't include a 40 flap option with the 737, which in its original version was very heavily influenced by the 727 design and was in many ways simply a miniaturized 727.

 

To answer your second question, there is no problem with the DF727 and AES though sadly, AES does not yet have a cargo load/unload option so for me it's a bit lacking for what I use the 727 for. But it all works perfectly.

 

The issue you had with the nosewheel is probably the scenery causing a "bump". I have a few sceneries where that always happens and if I am in outside view when it does, very often the gear collapses. The CS F104 is very sensitive to gear collapse if you fly it with full realism set and there are several sceneries where I have to remember never to switch to outside view when taxiing or I'll hear that nasty tire squeaking sound, the plane will lurch upward and then the gear collapses and it catches fire. (It frequently does that when I land it too, but that's because unless you maintain almost perfect airspeed (200 knots), keep lots of power on and touch down with minimal vertical rate, you're DEAD! I love flying that thing!!!)

Cheers

Ian

Good evening,

 

1. I did the pushback repair within AES and now pushback works fine without crash. Thanks Appliance!

 

2. Ian, a classic explanation. I think I have the illustration you imaged quite in my head.

 

3. The HJG hasn't animated cargo doors, so this little lacking of AES doesn't get evident as much. I rather will use the 727 as expensive executive jet.

 

4. In the case of SLSU, the problem seemed to be not just bumping. As we know, SLSU has a sloped runway, and at the places where the runway has an "dogleg" (is this the right word? Sorry, my English...) the plane "jumps" up and down. One of these doglegs was so steep resp. hard that the front gear strut crashed. It played no role if I was inside or outside the plane.

Now I tried the patch LatinVFR provides although I had no mesh shining through the runway (following their explanation, the patch is for this case exclusively). I carefully taxied down the whole runway and back - no crash. So that this problem seems to be solved now, too.

 

Have a nice time!

Harald