It flew great, it is a while since i flew the standard so not really able to compare, but it is the best aircraft I know for keeping to a speed without a autothrottle. And handles just great.

It flew great, it is a while since i flew the standard so not really able to compare, but it is the best aircraft I know for keeping to a speed without a autothrottle. And handles just great.

Hi Peter,

That's one of the things that I had to address. Now in effect you can control the speed from 250 down to Vat entirely by use of control surfaces alone. Requiring very little throttle adjustment.

In this video https://www.youtube.com/watch?v=DqdM9xvxBaA

for example the engines are on about 80%n2 and I can do the same manoeuvre with certainty.

THAT low pass will go down in legend. In this modern world of cotton wool & bubble wrap P.C. societies you will not see that kind of display again...unless it's a real emergency/impending doom.

THAT low pass will go down in legend. In this modern world of cotton wool & bubble wrap P.C. societies you will not see that kind of display again...unless it's a real emergency/impending doom.

 

.... not so fast there .....

THAT low pass will go down in legend. In this modern world of cotton wool & bubble wrap P.C. societies you will not see that kind of display again...unless it's a real emergency/impending doom.

Yes it's a great pity that this kind of display will never be seen again. Especially as it's neither a difficult or dangerous manouevre if done properly. You fly the final part with flaps 2 and gear up with 80%n2. And at the flare you apply a little too much flare and effectively float down the runway. At the end of the runway all you do is apply more nose up and the thrust is already there for you to climb out safely.

Everything that the A320 pilot who crashed at Habsheim didn't do!

.... not so fast there .....

Did you see the date of the video? 1995. The White Waltham low pass was 1977. Having said that the pilot in this video also knew what he was doing and applied the same principles. As I said it isn't a difficult manoeuvre. At least with the panel and engine power upgrade you can now try it for yourselves realistically.

 

The funny side of the White Waltham low pass is that the airshow was being opened by Prince Charles and the VC10 pilot timed his pass to a T. Prince Charles said "I declare this airshow....roar of four passing RR conways!....."

Did you see the date of the video? 1995. The White Waltham low pass was 1977.

 

What does the DATE have to do with anything?  If it is, then the 1977 White Waltham pass was a copycat of the 707 '95 pass.  In either case, it evidently is not "THAT low pass will go down in legend. In this modern world of cotton wool & bubble wrap P.C ...."  Appears that it's been done before and evidently none that difficult to achieve.  Now the looping 707 demonstration flight ..... THAT was a legend!

What does the DATE have to do with anything?  If it is, then the 1977 White Waltham pass was a copycat of the 707 '95 pass.

Umm? seeing as 1977 is a good few years "before" 1995 I don't quite see that it would be a copycat of '95 seeing as 1995 had not happened yet! I actually do remember going to school and learning that smaller numbers come before larger ones! That at least!

And anyway instead of trying to pick hairs shouldn't your head be totally buried in the documentation for the SVC10. There's quite a lot to learn!

Nicholas

 

Is there a switch I need to press to feed the dog ?  We don't want it snacking the poor soul in the "box" ?

 

Umm? seeing as 1977 is a good few years "before" 1995 I don't quite see that it would be a copycat of '95 seeing as 1995 had not happened yet! I actually do remember going to school and learning that smaller numbers come before larger ones! That at least!

And anyway instead of trying to pick hairs shouldn't your head be totally buried in the documentation for the SVC10. There's quite a lot to learn!

+1

Nicholas

 

Is there a switch I need to press to feed the dog ?  We don't want it snacking the poor soul in the "box" ?

 

With a bit of luck, it might eat gwillmot, and save us all a lot of aggro.

 

Colin B

Followed the guidance to keep N2 at around 80% during approach and ILS capture....works a treat.

 

I always loved the way the old RFP 747 handled when hand flying and also the Level-D 767...this is on a par if not better.

 

Thanks again Nicholas

With a bit of luck, it might eat gwillmot, and save us all a lot of aggro.

 

Colin B

 

I am surprised he is still following this thread. Surely all that typing and attempts at one-upmanship is putting a heavy strain on his "bloated" computer.

Nicholas

 

Is there a switch I need to press to feed the dog ?  We don't want it snacking the poor soul in the "box" ?

If I recall there was a cat discovered behind the engineer's panel on one of the RAF aircraft.

Followed the guidance to keep N2 at around 80% during approach and ILS capture....works a treat.

 

I always loved the way the old RFP 747 handled when hand flying and also the Level-D 767...this is on a par if not better.

 

Thanks again Nicholas

 

I am surprised he is still following this thread. Surely all that typing and attempts at one-upmanship is putting a heavy strain on his "bloated" computer.

Glad it's all working Peter. Have you perchance heard any codeshare messages yet? That is the the cabin safety briefing during and after pushback.

 

Peter, as you are also a PF3er might I suggest the following for the Aircraft Preset for the Super VC10

These numbers work very well in PF3

Large Runway >8000' this stops PF3 diverting you to a small club airstrip in an emergency.

Climb Rate 2000fpm Normally you will exceed this which was "Normal Operations!" for the 10

Descent Rate 2500fpm If your fpl is a goodun you will average less than this.

Approach Speed 160 IAS. PF3 will have told you to slow to 180 beforehand so all you need to do is flaps 2 and gear down to bring the a/c to 160. You'll have to increase the throttle by 2-4% if you are in level flight to overcome the extra drag but as you start down the glideslope reduce the throttle back to around 80%. At 6DME full flaps and the speed will come back slowly to Vat leaving the throttles at 80% ready for a go around!

Deja Vu all over again ..... time machine don't ya know!

As in the words of Doc Brown ....."Don't get old"

My bad!

P.S.

Parachute and Brown are secretly my biggest fans!  They're still in the closet ......

Didn't download funny-engined airplane panel thingy, so find no bloat on this PC .... Parashute's mind must be lying to him again .....

Nicholas

 

Trying to get to grips with fuel tranfer.

 

I notice if I select tank 1/1A fuel transfer valve to open,  engine 1 dies.  Same for tank 4/4A valve and engine 4 ?

 

But it does not cause the engine to shut down if I first open tank 1&2 fuel transfer valves to allow fuel transfer from centre tank ( which auto opens the 1/1A transfer valve )  Same for 3&4

Impressive stuff! Thanks for that video gwillmot. Always impressive seeing airliners which do stuff most people think is the preserve of fighter jets.