I am still fine tuning p3d and q400, but maybe this will help you practise your landings;

 

 

Looks like a must-have fs sofware, thanks for sharing, I should get it.

 

Dirk.

I'm not Brendan, but I can tell you that the Q400 both real and in the sim cannot reach those altitudes.  She struggles to reach FL250 most of the times and it almost always requires sacrificing speed to maintain a decent climb rate.  

The Q400 is very much a plane that you have to stay ahead of...which is a common problem among simmers.  For some reason, a lot of simmers are under the impression that they can come screaming in at 250kts and the drop the flaps and the gear at 7 miles and have a good landing.  Then they wonder why they float 8,000ft down the runway and ultimately crash.  As flightsim aircraft become more realistic, their FDE's also become more realistic.  Majestic took it one step further and developed the Q400's flight dynamics to operate outside of the simulator thus removing any constraints that might have otherwise been placed on it.

 

Like I said before; if you stay ahead of the aircraft and plan ahead for the next phase of flight, you will find that your workload will decrease significantly.  Get behind the curve, and bad things will happen.

 

In addition, most simmers have hardware that doesn't provide the appropriate fidelity. Remember that in real aircraft, controls have weight, feel, and respond to airspeed with different forces. It's very easy to handle them precisely and make minute changes, a lot more difficult on a saitek plastic device that sticks. Same applies to the power levers- they're large and have a large radius of movement- allowing very small changes in power if you want them. In FSX we must take this into consideration and get stabilized early in the approach (perhaps fly a wider visual approach) in order to be totally in control during the last 1000ft before touchdown. 

Recently purchased this as well and also struggling in a good way. Was looking at those airline2sim videos and wondering if they are really worth it.

Well we did win an Avsim gold star, so I sure hope so. Keeping on topic - both landing configurations of Flaps 35 and 15, along with a touch and go from those configs and fairly comprehensive discussion about them with a real Q400 pilot are demonstrated and covered.

Well we did win an Avsim gold star, so I sure hope so. Keeping on topic - both landing configurations of Flaps 35 and 15, along with a touch and go from those configs and fairly comprehensive discussion about them with a real Q400 pilot are demonstrated and covered.

I think I'll take a look at your videos.  Might as well learn how to fly the darned thing right...

 

 

Well we did win an Avsim gold star, so I sure hope so. Keeping on topic - both landing configurations of Flaps 35 and 15, along with a touch and go from those configs and fairly comprehensive discussion about them with a real Q400 pilot are demonstrated and covered.

 

Yep...on my 'soon' list.

Technique is something that is best described as "whatever works" for a dynamically changing situation- I'll give you my best description, and then let you read my blurb from the manual. 

 

On flaps 15º landings, normal pitch on final will be above 1º in order to maintain glideslope- power will be somewhere- (somewhere!) around 15%, depending on your weight, wind correction to Vref, REF SPEEDS SWITCH position, etc. Of course, thats a ballpark number and you do what it takes to maintain glide and speed. Approaching flare, as pitch is increased slightly by 2º, you decrease power only slightly- this may be barely moving your power quadrant levers. This was enough to reduce speed slightly to just above Vref, as I found that touching down at Vref gave a firmer landing- although was sometimes necessary due to contaminated runway, etc.

 

Remember, in the real aircraft- movement distances were greater since we're dealing with real controls. Upon touchdown, power was moved to DISC and normal braking applied, or on length limited runways reverse applied. Maybe slight reverse applied under all conditions!

 

On flaps 35º landings, the pitch was more downward- like a cessna! It took roughly twice the amount of power to maintain speed and glide as on a flaps 15º approach- look for 25%-28% TQ, but again, it all can vary. As one approaches the flare, power is reduced much the same- but not chopped- a few %s of TQ should do it. The flare is more pronounced, and don't worry about tail strike- If you are above or at Vref, the plane will climb if you approach that critical pitch angle instead of hitting the tail. Once touchdown occurs, fly the nosewheel onto the ground and power levers to DISC. 

 

 

 

 

Here's from my old manual...

 

 

 

 

 

While on approach a smooth transition from approach speed (Vref (ice)+10Kts not to exceed 20Kts) to Vref crossing the threshold is required. After crossing the threshold, the power and pitch attitude should remain stable until just prior to touchdown. Normally the pitch should be raised approximately 2° and the power reduced 2%. This will ensure sufficient deceleration to touchdown within the touchdown zone slightly below Vref (Flaps 35°) or at Vref (Flaps 15°), eliminate floating. Should floating occur in the flare, power should be gradually reduced to effect touchdown. [/size]

 

Once the main wheels have touch the runway promptly but smoothly lower the nose to the runway, move the PL to DISC, and begin braking, and apply thrust reverse if required. During First Officer landings, the transfer of aircraft control to the Captain will be at the Captains discretion. The Captain will announce “My controls” when ready and the First Officer will respond “Your controls” and “Release controls”.[/size]

 

 

 

 

 

NOTE: [/size]

DO NOT CHOP THE POWER OR PITCH ABOVE 6°. [/size]

NOTE: [/size]

At airport altitude greater than 5000’, power may be required in the landing flare to decrease the landing descent rate. [/size]

That was great, thanks for that. That's exactly what I do in the sim. :smile:

 

I did hear of a technique for the Q400 where you don't flare at all, instead, actually increase the power slightly to reduce the vertical speed. Not sure how many dash pilots use this technique.

Hello all - as I don't want to take this excellent thread on Q400 flying technique off-topic with discussion of the apparent 'absolute ceiling bug' in the Majestic Q400, I've started a new topic in the Majestic sub-forum. Hope you get a chance to read it as I've done some more high altitude testing and posted a few screenshots...

 

Best regards,

Nick

Will dash there immediately Nick, like a speeding bullet...........

That was great, thanks for that. That's exactly what I do in the sim. :smile:

 

I did hear of a technique for the Q400 where you don't flare at all, instead, actually increase the power slightly to reduce the vertical speed. Not sure how many dash pilots use this technique.

 

The ones that almost fail their line check!

 

I kid! I kid!

In addition, most simmers have hardware that doesn't provide the appropriate fidelity. Remember that in real aircraft, controls have weight, feel, and respond to airspeed with different forces. It's very easy to handle them precisely and make minute changes, a lot more difficult on a saitek plastic device that sticks. Same applies to the power levers- they're large and have a large radius of movement- allowing very small changes in power if you want them.

 

This is a very good point. I've just measured the range of travel for the throttle on my crummy Logitech 'Extreme 3D Pro' joystick - it's about 30mm! For now I'll use this as my excuse for chasing speeds on approach in a ham-fisted fashion. However, perhaps it's time I invested in some better hardware...

 

Cheers,

Nick