To get realism we have only 3 positions so the / key will no longer work for this aircraft.

In the sim with your mouse you need to left click to increase and right click retract. So that is why we had to make 2 assignments for a joystick. Same process extend incrementally and retract incrementally.

Edited November 23, 20187 yr by Flysimware

2 hours ago, Chock said:

From page 208 onward, you have the recommended airbrake settings for an approach at various flap settings, mostly it is position 2, but it also states that it is not recommended/prohibited (dependent on which section you are reading) from 500 feet AGL

Hm, I still didn't couldn't find any recommended airbrake settings for approach. The only items that I could find are that you have to extend them to pos 2 after touchdown and you that you have to  retract them in case of go-around (and the limitation/recommendation when not to use them at all). 

10 hours ago, FDEdev said:

Nevertheless, usually you need the airbrakes because you miscalculated your descent or ATC wants you to increase the ROD.

FDEdev-

You got me here. This was the problem until a day or two ago when I discovered VCalc in the Garmin 750. Don't think deploying the airbrake will be an issue in the future if you're at the correct altitude over the IAF. :>)

Still like my slider...love the incremental deployment even though not exactly as the real ac 😎

Thanks for the help,

Mark

7 hours ago, FDEdev said:

Hm, I still didn't couldn't find any recommended airbrake settings for approach. The only items that I could find are that you have to extend them to pos 2 after touchdown and you that you have to  retract them in case of go-around (and the limitation/recommendation when not to use them at all). 

Exactly, those are the guidelines I was referring to. 🙂

9 hours ago, FDEdev said:

Hm, I still didn't couldn't find any recommended airbrake settings for approach. The only items that I could find are that you have to extend them to pos 2 after touchdown and you that you have to  retract them in case of go-around (and the limitation/recommendation when not to use them at all). 

Back in the day when I maintained a Falcon 50, I only flew on it as a passenger twice, and I don’t recall when and how the air brakes were used.

In my current position though, I fly in the jump seat on our Falcon 900EXs on a regular basis. The 900’s TFE731-60 engines have more power than the -40s found on the Falcon 50, and it is a heavier airplane, but operating techniques are very similar. The airbrake system is identical, with two positions. In fact, the airbrake handle, aileron and rudder trim switches and indicator is exactly the same one used in the Falcon 50.

The 900EX does have auto throttles and full VNAV, with a Honeywell Primus 2000 glass cockpit.

The other difference is that the flaps have three settings. Deploying slats also extends the flaps to 7 degrees.

Flap and slat limits re: airspeeds for extend and retract are almost identical to the 50. VREF is a little higher - usually about 120 knots at typical operating weights.

I see the spoilers used often in descent above 10,000 feet, and during speed reduction to 250 knots at 10,000 feet if they are doing a high speed descent.

Our crews normally do a hand-flown visual approach at our home airport if weather allows. They may use air brakes for a few moments when decelerating below 200 knots when entering the airport traffic area, but always stow them before deploying slats. They usually deploy slats and flaps 7 on the downwind leg at 2000 feet AGL below 190 knots, flaps 20 and extend the gear on base leg, and flaps 40 and slow to VAPP on final.

I have never seen airbrakes used once slats and flaps 7 are deployed - there is really no need. Power reduction alone provides sufficient deceleration for further flap extension and gear deployment. The same would probably apply to operating the 50