If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#61
|
|||
|
|||
Rotation
Bill Denton wrote:
From the Sys 60-2 POH: "If the autopilot is equipped with optional Autotrim, the aircraft elevator trim will be maintained automatically when the Trim Master Switch is ON and a pitch mode is activated. When the Trim Master Switch is ON, the trim annunciators are disabled. If the switch is OFF, or a power failure occurs, the annunciators automatically become functional." Does it not function this way? It does, but it appears to require an adjustment. I had mentioned this squawk at one time to an avionics tech who then admitted that there is an adjustment to the autotrim, but he gave me the impression that it was not an exact science. Since I had incorporated a work-around into my cruise checklist, I decided to put this adjustment on the low priority list. Do you also fly with the 60-2? I had been thinking about adding the yaw damper option, but other things like starters, alternators, and my Garmin GNS430 keep breaking just out of warranty and demanding the attention of the checkbook. -- Peter |
#62
|
|||
|
|||
Rotation
No, I'm still a ground-bound wannabe, working slowly toward a Sport Pilot
ticket. But I try to pay attention to stuff, and I've learned a lot from a lot of sources, and I find that most of the people here are willing to answer questions... "Peter R." wrote in message ... Bill Denton wrote: From the Sys 60-2 POH: "If the autopilot is equipped with optional Autotrim, the aircraft elevator trim will be maintained automatically when the Trim Master Switch is ON and a pitch mode is activated. When the Trim Master Switch is ON, the trim annunciators are disabled. If the switch is OFF, or a power failure occurs, the annunciators automatically become functional." Does it not function this way? It does, but it appears to require an adjustment. I had mentioned this squawk at one time to an avionics tech who then admitted that there is an adjustment to the autotrim, but he gave me the impression that it was not an exact science. Since I had incorporated a work-around into my cruise checklist, I decided to put this adjustment on the low priority list. Do you also fly with the 60-2? I had been thinking about adding the yaw damper option, but other things like starters, alternators, and my Garmin GNS430 keep breaking just out of warranty and demanding the attention of the checkbook. -- Peter |
#63
|
|||
|
|||
Rotation
"Mxsmanic" wrote in message ... Bob Moore writes: Yes So aircraft that pivot the entire stabilizer also keep the entire travel of the elevator available for flight, right? Seems like a pretty bit advantage. If you use trim tabs, you sacrifice at least part of the elevator travel when you trim to a non-neutral setting; but if the whole stabilizer moves for trim, the entire travel of the elevator is still there for you to use. I wonder why smaller planes don't do this. Because it is a tradeoff of cost, complexity and perhaps weight. Having a moving movable horizontal stabilizer allows the stabilizer and elevator to be in the same plane during cruise flight which reduces drag. A small airplane stabilator still has a trim tab which will usually be in a slightly different plane than the stabilator, producing added drag. The movable horizontal stabilizer is worth the tradeoff in a jet that flys long distances at high speed and has a wide cg range. It is also required at high mach numbers. |
#64
|
|||
|
|||
Rotation
Bob Moore writes:
Most airlines have a 'Load Control Center' with computers to do the work, but I have worked for small charter companies where the flight- crew (generally the copilot) works-up a Weight and Balance Form just prior to departing the gate since a copy must remain on file in operations. I'm surprised large aircraft don't have a computer to do this on board, especially aircraft like the Scarebus, which already has a laptop game console for every crew member, it seems. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#65
|
|||
|
|||
Rotation
Allen writes:
Where did you read that a Baron 58 has a stick pusher? I didn't, but it has one in simulation, and I don't if it would be simulated if it didn't exist in real life. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#66
|
|||
|
|||
Rotation
Peter R. writes:
It doesn't, unless you are referring to the interface between the yoke and the seat cusion. It beeps and pitches forward in a stall in simulation. Simulators usually don't go to the time and expense of simulating something that isn't on the real aircraft. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#67
|
|||
|
|||
Rotation
Jay Beckman writes:
Define "Unusual Load." ??? One that creates a potential safety hazard, or at least requires some specific and prompt action. It might still be within specs but would be unusual enough to come as a nasty surprise if one were not prepared for it. Don't pull so hard... I have to pull quite a bit to get the nose up--but then it continues to rise rapidly on its own, so I have to push the stick forward again to avoid a tail strike. Seriously, for most GA aircraft, when you reach Vr, you pull just enough to set an attitude and let the plane do the work. It sounds like the dynamics of flying "heavy iron" are a little different due to the placement of the mains versus the CG/CL but it can't be all THAT different. The 737 rotates more slowly, so you have more time to keep it from rotating too far. I had to fly it from both the outside and inside for a while to see how far it could rotate, since I couldn't find any documentation on the exact numbers to use. Your simply being too aggressive and over rotating. Maybe I'm rotating at the wrong time, or the stick's in the wrong place to begin with when I start rolling. Suggestions are welcome. I've tried pulling the stick slightly so that the aircraft would rotate on its own when it "felt" it was going fast enough. I've tried keeping the stick forward so that it doesn't rotate until it's actually rolling well faster than Vr. It may be that the Baron is very heavily loaded by default in MSFS. If I just put myself in the cockpit it might behave better, so I will try that as well. Like I said, don't try to horse the plane off the ground...set a proper attitude at rotation and let the plane fly itself off the ground. Once you are airborne and accelerating, then you can worry about pitch and power to acheive a specific airspeed (Vx, Vy, etc...) That's what I've been trying, but I don't seem to be very good at it. I'll continue to practice. -- Transpose mxsmanic and gmail to reach me by e-mail. |
#68
|
|||
|
|||
Rotation
Mike,
Because it is a tradeoff of cost, complexity and perhaps weight. But many do have that. The (older?) Mooneys even move the entire tail, IIRC. -- Thomas Borchert (EDDH) |
#69
|
|||
|
|||
Rotation
Mxsmanic,
It beeps and pitches forward in a stall in simulation. Man, you are not only clueless about instrument flying, but also about the simplest general principles of flying. What you're describing is the stall warning and the natural tendency of any aircraft in a stall to pitch down. -- Thomas Borchert (EDDH) |
#70
|
|||
|
|||
Rotation
Thomas Borchert wrote:
Mxsmanic, It beeps and pitches forward in a stall in simulation. Man, you are not only clueless about instrument flying, but also about the simplest general principles of flying. What you're describing is the stall warning and the natural tendency of any aircraft in a stall to pitch down. He's always right and you're always wrong and his hours on MSFS count at least twice as your in your logbook. -- Leonard Milcin Jr. |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
The danger of assumption | Jay Honeck | Piloting | 26 | September 15th 05 12:37 PM |
Thermal Rotation - Revisited.... | Mark Zivley | Soaring | 3 | July 3rd 04 02:11 PM |
Fighter takeoff rotation | Boomer | Military Aviation | 10 | March 17th 04 06:43 PM |
Cessna 150 Price Outlook | Charles Talleyrand | Owning | 80 | October 16th 03 02:18 PM |
Airmen in Europe may go back to three-month rotation schedules | Otis Willie | Military Aviation | 0 | August 22nd 03 11:47 PM |