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+--- Thread: Sample Flight Log from FSP (/showthread.php?tid=224)
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Re: Sample Flight Log from FSP - jboweruk - 21-06-2005
It's possible in a 737, with that load I doubt he would have been pushing it for weight. 128 pax out of a possible 140, no way he would
have used full tank of fuel, around 40% I would guess. So yeah, with that weight that baby would have initially climbed out around
3000fpm and slowed to around 2000 after about FL200.
Re: Sample Flight Log from FSP - SWAFO - 21-06-2005
13 minutes is very achievable in a 737NG. My ZFW was only 110.0, and with everything loaded it wasn't over 125.0 GW. We can take off
well above 150,000lbs GW.
The key is acceleration. The quicker you can reach that climb speed (say 295KTS), then the higher rate of climb you can initially start
with. Keep in mind that in reality, we use the maximum available thrust for the climb phase. No climb de-rates here at SWA.
If you'd like anymore information on real world ops, please don't hesitate to ask. I'll be going back to work this Sunday, so I won't be able
to be here as often (I'll still try for once a day), but I'm willing to answer any and all questions.
Re: Sample Flight Log from FSP - Wisborg - 21-06-2005
Quote:SWAFO wrote:I have a couple of questions:
If you'd like anymore information on real world ops, please don't hesitate to ask.
*) What's the typical taxi speed? Around 20 kts? (BTW: I've never been able really to keep the taxi speed down unless the plane has some kind of taxi
mode. Is there any tricks in FS?)
*) What kind of climb rates are normal? 3000 ft/min and 2000 ft/min were mentioned above, is that it?
*) How about the speed just after take off. If I know that I'll have to do something like a 180 degrees turn, I usually keep the speed rather low,
e.g. around 200 kts in a B737, and then go to 250 kts after completing the turn. How would you do that in real life?
I know the answers to these questions depends very much on several parameters, so I'm not looking for exact answers, but it could be fun to have some
rough guide lines. :-)
/ Jesper
Re: Sample Flight Log from FSP - georak - 21-06-2005
Thanks for the response!
I will try it out as described. I thought that about 90% of thrust is a healthy thing not to exceed, but if you say so, I am happy to push it to the
limit.
But what max. thrust do you recomend for older planes (with less sophisticated power management systems) such as DC-9-30 or B727? I read about the 727 for example, that we should never exceed 90% N1, though I found that it is within the acceptable range of the
EPR. So my question is: which is the more important element, the N1 percentage or the EPR and temperature restrictions?
Thanks in advance...
Re: Sample Flight Log from FSP - SWAFO - 24-06-2005
Geo,
The 737 NG as modeled in the PMDG simulation features a very realistic thrust limiting device. In real life (and with the PMDG plane)
the throttle will not go above a certain N1 value unless you manually hold it in position (for emergencies). Typically in the climb we have
the highest thrust settings with the N1 topping out at about 98%. As for the older planes, I couldn't offer advice. I know alot of those
planes have their thrust values modeled based on EPR (Engine Pressure Ratio). I fly a lot of the newer 737's, so I can't offer advice on
that.
Jesper,
I'll try to answer your questions the best I can:
1. Typically, the taxi speed is around 20 knots, with it dropping to 10-15 knots for turns (depending on the angle we've got to turn). In
reality, idle thrust is normally enough to maintain 20 knots taxi speed. We can use up to 72% N2 to start the taxi, but normally won't need
above 70%. I find that the thrust required to taxi in FS is pretty accurately modeled with the PMDG -700. Other than that, I haven't found a
really good model.
2. Climb rates vary greatly. They vary based on weight, atmospheric conditions, and the desired angle/speed of the climb. Initially, they'll
be anywhere between 2000 and 4500 FPM below 10,000ft. Above 10,000ft, we try to maintain the ECON climb speed with a minimum
climb rate of 1000ft/min and a maximum around 3500-4000fpm.
3. After takeoff speeds also vary greatly. We usually maintain V2+20 to 1000' AAE (above airport elevation). After this, we'll retract the
flaps on schedule and accelerate to either 220-230 kts (if in Class B airspace with the restrictions in place), or we'll maintain 250kts
below 10,000ft. Usually, this speed restriction is lifted in the climb and we'll accelerate to the ECON CLB speed (around 290-300kts). If
we have to make a large radius turn after takeoff, we'll wait until at least 400' AAE, and perform the turn with takeoff flaps at V2+20.
I hope this helps. Your questions were quite broad, so it's difficult for me to give a definite answer. If you have any more questions, don't
hesitate to ask.
Re: Sample Flight Log from FSP - Wisborg - 26-06-2005
Hi Brad,
Those answers was exactly the kind of answers I was looking for. Thanks a lot. :-)
/ Jesper
Re: Sample Flight Log from FSP - rchwallace - 28-06-2005
Hey all, first post..........
I find it interesting that no one took you up on your jest of the "kiss" landing. HAHA. But the program does not log your landing distance or
your decelleration rate after landing.........
Just a poke for fun. Sounds like you have done a great job with the testing and I am looking forward to having a go once the product is released.
Looks like a great product which is really going to put a punch into FS. Great stuff.
Ron
Re: Sample Flight Log from FSP - DanSteph - 28-06-2005
Quote:rchwallace wrote:
But the program does not log your landing distance or
your decelleration rate after landing.........
Hey it's perhaps just a poke but this is an excellent idea...
I'll delay FsP two weeks to add that...
(noooo noooo don't hurt me it was a joooooooooke)
Without joke it's still an excellent idea... I may see that for next upgrade...
it would be only a guess of course (what if the guy taxi at 60 kts... the "end landing
detection would be broken) but it might be fun.
Dan
Re: Sample Flight Log from FSP - rchwallace - 28-06-2005
I do think it would be a good idea, our company has a requirment to land in 1500ft +- 500. This is a fail on a line check. When flying large
aircraft it just makes sense and I am sure that SWAFO was in the zone. Taxi speed might be good as well for the next version.... but not
really that big of a deal. Rate of decelleration, if you can get it would also be a good one if it could be tied to runway length........ or maybe
you can get a total landing distance and rate of deceration and offer points for a general formula......... for example a long runway use of
idle reverse is common while on a short wet runway etc etc..... well airmanship will govern that one.
Of course, these are all ideas for the future, AFTER the comming release, because I do not want the FS mafia hunting me down due to
my comments causing any sort of delay..........
None the less waiting keenly,
Ron