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+--- Thread: Hard Landings (/showthread.php?tid=1851)
Re: Hard Landings - ivo - 27-02-2006
you can adjust the joystick sensitivity.
Re: Hard Landings - Jetflyer - 27-02-2006
I find the more flaps you use the worse the landing. I land with about 25 degrees on the CS 727 as opposed to 30 or 40.
Re: Hard Landings - Dynamo - 27-02-2006
A common problem is people think the slower you go the softer the landing, not exactly correct.
Slower speed = less lift = heavier landing. Is overcome with using flaps, however dont go too slow (too fast is quite bad as well).
Don't flare too much, you will balloon, remember its no longer a cessna you have control over.
Re: Hard Landings - ivo - 27-02-2006
I usually use 30* flaps for landing in jets. I usually go from 135-160 knots depending on the plane.
Re: Hard Landings - Jetflyer - 27-02-2006
I use the following flaps on landing:
707 - 30 degrees
717 - 30 degrees
727 - 25 degrees
737 - 40 degrees
757 - 35 degrees
767 - 30 degrees
777 - 35 degrees
Airbuses - 25 degrees (maximum)
DC-10: 25 or 30 degrees depending on weight. And my average landing is -140fpm.
Re: Hard Landings - darnoc - 28-02-2006
ok , very clear I just got it the another way round.... I did with 777 150kt full 40 flap and 747 160kt full 40 flap as well.....I was trying to go as
slow as i can
Re: Hard Landings - ivo - 28-02-2006
Good that you understand. Slow doesn't always equal soft. You can go very slow, stall, and fall to the ground. On the other hand, don't
speed through your landings though.
Re: Hard Landings - crowebird - 28-02-2006
lol, fast landings only mean ground effect, and ballooning...
I tried it once in a 767 just for fun, came in at about 170-180kts, you can guss she didn't make it on the ground on that attempt
(then again ground effect can help, I went flying RW on sunday, and was ballooning big time, and right before landing held it perfectly and
came down very nice
)Re: Hard Landings - ivo - 28-02-2006
You have to balance the speed. If you go to fast, you ballon. If you go to slow, you stall. In my opinion, balloning is better and safer. You
rarely crash from a ballon landing, but you can crash lots of time from stalling right before the runway.
I used to have the stall problem until recently. I would alwyas stall on landing. I was so preoccupied with flying the approach manually,
that I didn't track the speed. I don't really know how I solved my problem, but now I don't stall on landnings. The last time I stalled was
about 2 months ago. However, I do use more throttle on landing from then on.
Re: Hard Landings - Cydon Prax - 28-02-2006
I love payware panels as most have landing views which allow you to monitor speed while having a good view on approach; such as the
PMDG 737-600/700. That panel view gives me a perfect approach each time (However, the final view does'nt allow you to monitor the
speed)
In flight simulator, most the time, you can actually tell if your close to stall speed in two ways:
1.) Decent rate is rising
2.) the effect of turning is weakened.
When I notice these, I usually increase the throttle another 25% or so. So far, my landings in the worst winds come up great and soft!
As of this year, I have never crashed on take-off, landing, or mid-flight in FS;have had a +-300ft/min landing no matter what the crosswind
was, and have come up safe. AND I've done alot of flights. I have way too much practice though :p
Definatly try the flare around ''20'', when he says it try and slow the decent, but not too much. When you hear ''Ten'', than do your flare. It is
nice to hover just a second or two above the runway (Maybe 5 feet above the runway?). This bleeds off airspeed, gets the wheels softly on
the ground even if you stall or suddenly drop or raise the nose further, and once you set down the lift will be dead and it's all uphill from
there.
Good luck!
Re: Hard Landings - ivo - 28-02-2006
With a practice, it shouldn't be that hard to make a manual landing, on the centerline, and within concieveble vert speed. There can be
exceptions due to heavy crosswind, etc. but a landing isn't that hard.
Re: Hard Landings - darnoc - 28-02-2006
thank you guys, will work on it ...
Re: Hard Landings - Jetflyer - 28-02-2006
You don't balloon landing fast or stall landing slow as long as you use the correct flap and trim settings as you do so. I landed the Captain Sim 727,
notorious for bouncing and ballooning at 180kts yesterday due to a flap failure. It depends on whether you are trimmed correctly. Most pilots aren't
used to landing faster than normal and will balloon because the plane has more lift but they cannot trim or get the right flap config to land fast
safely.
Re: Hard Landings - Andrew The Muffin - 28-02-2006
Heres something my instructor told me... any landing you can walk away from is a good one
Re: Hard Landings - okorpheus - 01-03-2006
Quote:flyingA340 wrote:
Another good way which needs alot of practice is to use the throttle (i.e. speed) to adjust the pitch and the trim to control
the speed.
Phil
I fly little stuff, so maybe an airline pilot can tell me if the bigger planes are flown differently, but this is how I was taught to fly. During the
approach portion of the flight, particularly when on final, use power to control descent rate, use pitch to control speed. I'll wait longer than you
are suggesting to really flare. At around 40 or 50 feet I'll start to round out a bit, slowly reducing descent rate, by 10 feet, I'll try to be at
around 100 fpm, then keep pulling back very gentily, keeping v/s between 0 and -100, letting speed bleed off until the wheels touch. kisser every time.
Something to remember on trim use came to my head while reading this thread also. Remember that when you use pitch trim you are trimming for speed.
Try it, get some altitude, trim for level flight at say 100 kts in a cessna or something, reduce power a few hundred rpms. You won't be cruising at a
slower speed, you'll be descending at 100 kts when everthing gets stabilized.
That's also the trick to flying ILS approaches by hand in the small planes. You need to know 2 things - what power setting gives you level flight at
my approach speed, and what power setting gives you a descent rate that keeps me on a 3 degree glideslope at that speed. During the first part of
final, set the power for level flight at approach and get trimmed for level flight. When the glideslope comes down to center, reduce power. Unless
there's really bad turbulence, wind or wind shear, you should stay on the glideslope with minimal elevator input..
This is how I make ILSes when I fly my cessna real life, I know 2100 rpm will give me level flight at 90 kts and 1700 will give me a 500 fpm descent
at 90 kts.. When I'm at the altitude I'll intercept the glideslope at, , I'll set 2100 rpm, trim for level flight. I won't touch trim again during
the flight, because any change will only make things harder. Glideslope comes down, just as it hits the middle, pull back to 1700 rpm, plane goes
into descent, I can put most of my work into tracking localizer, keeping an eye on glideslope to make sure of course, but for the most part it stays
right on.
Quote:flyingA340 wrote:
Another good way which needs alot of practice is to use the throttle (i.e. speed) to adjust the pitch and the trim to control
the speed.
Phil