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About HamSammich

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  1. Yup. Fly the plane first. And unless it’s an X15 at altitude, all planes (yes, with quirks; yes, within reason) fly the same. Which means maintain alpha within limits and they will fly. Keep them wings level and the ball centered, and they will fly straight. Use primary controls to change this. Use secondary controls to make life easier, more convenient, keep within runway constraints, etc. And that’s it. All else is nuance.
  2. RMeir. Agree totally. Was just spelling out each step for clarity. For me, I even know just about where everything should be by feel and muscle memory. IMO, it’s actually a honey of a plane. Wish I could climb into a Level-D and check out the RW feel. Spent a few hours in a G650 sim last week and had a ton of fun shooting approaches. The scenery, not so much.
  3. ….continued. Oh, and, as you’ve discovered, Seagreen, hold power until wheels down. In fact, a very brief and small blip of power at ten feet will help tease it on. Your flare, if you’re on speed, should only be a degree or two.
  4. Try this: No AP, flight director only. Get on a 30-45 degree intercept heading to the IF on the localizer. Be in Blue needles mode. Have the proper approach course set and be at platform altitude, flaps 5 and about 160-175kts. Have your speeds set. Intercept localizer. Watch GS and, at 1 dot deflection, push the reduced noise prop button, and advance prop levers to full. The RPM will stay at 850. Bring torque to about 11-15 percent, depending on weight. Hold altitude and allow the plane to slow. As you intercept the GS, lower the gear, put in flaps 15, follow the FD and retrim so you are nearly hands-off. Adjust power til you’re at VRef+5. Again, trim til you can do this hands-off. NOW, hit Pause. That’s right, hit it. And look. Just look at your instruments. Check your rate of descent—it should be approx 700 rpm. See how much power and, most importantly, see what your attitude is. If you’ve settled into the correct speed, or on the glideslope and doing all the right things, you should be anywhere from nose level to a degree or so nose up. If you’re significantly nose down but on the GS, look at your speed, betcha you’re too fast. If you’re significantly nose down, betcha you’re slow. The idea here is to get to know your airplane. If you dial in the correct power, pitch, trim and configuration, watch my lips now—THAT IS YOUR AUTOPILOT!!! I spent the weekend riding along with a friend doing practice IFR in a Mooney. He’s had the plane for years. Knows every angle. Every single approach he set EXACTLY the same power, followed EXACTLY the same steps. The only adjustments were for wind. and, guess what? He flew them all with his fingertips, raw data, no FD. No oscillation, no big corrections. No sweat. Try doing a few dozen approaches, by hand, in the Q400. I guarantee you will be better all around, even on AP. And you’ll have fun amazing your friends. trust me, if any of this were really hard, there’d be burning planes at the end of every runway, all day, every day.
  5. Bingo! Perfect! And hang in there. Try the Airline2Sim videos, too.
  6. Ahh, so now you’re an aviation safety expert, too? 😉 The wing design is no big deal. Truly. And, in a larger sense, the answer to your implied question is, it’s not all that unforgiving. The pilot in question was speaking about relative nuances. If you fly any real airplane poorly, it will let you know. That said, this is not an F-104 we’re talking about. All airliners are designed to be fairly benign in their handling, and even within that narrow range, the Q400 is not the least forgiving. Trust us, fly it right and you’ll get an enormous amount out of it.
  7. Exactly! Seagreen: Landing and approach speeds vary with weight and conditions. If you can’t hold a glidepath at a given speed and configuration, chances are that speed is wrong for your weight and/or conditions.
  8. Fly it as intended and it’s a honey. Fly it the way you describe, and expect trouble. If RW planes behaved as you inaccurately worry this one does, they’d be falling out of the sky daily. They’re not. Learn the plane. It’s as rewarding as they come, accessible, fun and not really too hard.
  9. Indeed. And for so many reasons, regardless of anyone’s particular beliefs. We come here for sanity. And we discover community.
  10. >>do you have the CLS-E NG ? Yair, No. I have the more expensive one, the CLS-E marshall
  11. The Brunner is very much the real thing. Real company, with a range of products built mainly for the professional simulator sector. Built in Switzerland, with all that implies about precision manufacturing. Well supported. I've had a software fix identified, coded and pushed to me in a mater of hours. Really first-class stuff.
  12. To actually offer something helpful, the Q-A answer in the dev blog (Not an entry in its own right, so perhaps easy to overlook.) says these are non-consequential lines for desktop users, and thus can safely be ignored. Will be cleaned up in the next drop. Best, marshall
  13. 3M Velcro picture frame mounting strips. About 10 of them held my CLS-E securely.
  14. Nice! Does it have an identifier? Best, Marshall
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