runway limits |
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fly37
Check-In Staff Joined: 31 Oct 2013 Location: Canada Points: 15 |
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Posted: 05 Nov 2013 at 2:09am |
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It is possible know what is the limits rnw for a DC8 for landing and take off?
The shorter which the dc8 can use? thanks fly37 Gianni
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yankeeromeo
Ground Crew Joined: 03 Nov 2013 Location: never the same Points: 83 |
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Hello,
that's depending on your GW, airport altitude, wind condition, temperature and, of course, the runway condition. But let's say perfect condition, 0 wind, dry runway, airport @ sea level altitude for a DC-8-40 weighing 180'000 pds = 6'700Ft of runway to land. For a DC-8-50 could be even 6'000 Ft, same conditions. Cheers.
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Paul Golding
P/UT Joined: 09 Sep 2013 Location: EGMC Points: 119 |
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Last night I managed to take off from a 5,300 ft runway in a 40 series with the default load (12,000 over gross max), with flaps and trim set to zero........and have now filed a support request.
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fly37
Check-In Staff Joined: 31 Oct 2013 Location: Canada Points: 15 |
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Thank you yankeeromeo for the clear answer! very appreciate
fly37 Gianni
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jdetrick
Check-In Staff Joined: 01 Nov 2013 Points: 33 |
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I've to agree. Who ever did the air files and Beta testing really screwed the pooch.
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Paul Golding
P/UT Joined: 09 Sep 2013 Location: EGMC Points: 119 |
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Late last night after finding out about the accidental STOL characteristics, I was messing about with a few of my own files from days gone by. After some yawning and dozing, I managed to end up stalling the DC-8 and crashing. I was pleasantly surprised to say the least, as it hadn't done this before. After the DC-8 re-loaded at the same airport with the short runway mentioned above, I reduced the weight and tried a take-off with some flap and nose up trim (still find it weird to be in a DC aircraft with no nasty trim horn blaring away). Just before leaving the end of the runway and bouncing off across some farmland, I noticed that the EPR readings were much lower than previous flights..............after crashing before leaving the ground, I had a look at what I'd been doing whilst half asleep and discovered that the air file had been replaced by one I was involved in for a 707! Anyway, point of the boring story is that I imagine someone will fix the flight model a lot quicker than many of the issues you mentioned previously John. Talking of which, have you gone through the support link to report these?
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jdetrick
Check-In Staff Joined: 01 Nov 2013 Points: 33 |
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I'm messing around a bit with the air files and cfg to come up with a workable solution.
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fly37
Check-In Staff Joined: 31 Oct 2013 Location: Canada Points: 15 |
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nice to know! Thanks
fly37
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Mike70
Ground Crew Joined: 01 Nov 2013 Location: NY Points: 50 |
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From an Air Canada data sheet for a -40: They say normally to use F(25) except as shown for higher altitudes. I provide 3550 MSL as one example. GW is in thousands of pounds (K lbs), distance in feet., V speeds in knots FLAPS 25 FLAPS 25 / (FLAPS 15) GW VR V2 Dist VR V2 Dist 315 151 162 9700 158 167 12900 (Flaps 15 ONLY) 310 150 160 9400 157 166 10600 (Flaps 15 ONLY) 300 147 158 8800 148 157 10750 290 144 155 8300 145 154 10050 280 142 152 7700 143 152 9400 270 138 150 7200 139 149 8750 260 135 147 6850 136 147 8150 250 132 146 6675 133 145 7550 240 130 145 6525 130 142 7000 below 240K use 240 V speeds |
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Mike70
Ground Crew Joined: 01 Nov 2013 Location: NY Points: 50 |
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Also from Air Canada for a -40: 35 and 50 deg flaps, same deal -K lbs, KIAS
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fly37
Check-In Staff Joined: 31 Oct 2013 Location: Canada Points: 15 |
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thank Mike70!
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yankeeromeo
Ground Crew Joined: 03 Nov 2013 Location: never the same Points: 83 |
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what's the content/purpose of the AIR file and which relation with the Aircraft cfg ? need to know more before messing all... thanks in advance. Cheers.
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Paul Golding
P/UT Joined: 09 Sep 2013 Location: EGMC Points: 119 |
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That would need a big explanation and I think google is probably better for providing things for you to read. But briefly, the air file traditionally contained all the parameters that effected the way an aircraft behaved, from weights, dimensions, capacities and thrust, to position of lights, drag, lift and mean wing chord. Many 100's of settings. Some of these now also appear in the aircraft.cfg file, presumably because it's easier for people to edit them in say, notepad, rather than an air file editor. |
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Paul Golding
P/UT Joined: 09 Sep 2013 Location: EGMC Points: 119 |
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It would be interesting to know where the flight dynamics guy got his numbers from, given that I can take off from a 5,300 ft (50ft MSL) runway and clear trees etc whilst being 12,000 over max GW and using 0 flap and 0 trim and being in the air before reaching 140kts. |
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yankeeromeo
Ground Crew Joined: 03 Nov 2013 Location: never the same Points: 83 |
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Thank you Paul for you explanations. Just to be clear, is modifying the Aircraft cfg enough, without modifying the Air file ? Thanks in advance. Cheers.
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Paul Golding
P/UT Joined: 09 Sep 2013 Location: EGMC Points: 119 |
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Kind of, yes.
If what you want to change appears in the cfg file, then this overrides whatever the same value is in the air file, for example the static thrust. The problem is that many more variables are in the air file than the cfg file, and almost every change that's made will have some effect on another parameter. For example, increasing the drag will not only affect speed at any given power setting, but it will also affect take-off roll, acceleration, fuel consumption etc The trick is to keep a copy of the file you're about to edit and reload and test the aircraft after each change........and write lots and lots of notes!
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yankeeromeo
Ground Crew Joined: 03 Nov 2013 Location: never the same Points: 83 |
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totally aware of and agree too Paul.
Thanks for the confirmation. Now back to work the Cfg Cheers.
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