AAL HJG DC10-30 KATL Holiday

[simpilo]

A holiday trip to KATL in the HJG DC 10-30 American Airlines Livery. 
Please pardon the what appears to be a 3 point landing. You see I am using trial version of Fraps which is limited to 30 second recordings. The thing stopped as soon as the rear landing gear touched pavement. It was really hard capturing it seamless.

Merry Christmas HJG Thanks for great add-ons!

[aerofoto - HJG Admin]

pardon the what appears to be a 3 point landing

Nothing wrong with your landing (given your FRAPS explanation) .... other than it maybe being a wee bit fast, so, watch the you're landing weight and approach to landing airspeed

Did notice you spoiler failed to deploy upon landing though .... so ... .make sure you arm those by physically setting/mouse clicking the lever (on the CP sub panel) to it's "ARM" position .... OR ALTERNATRIVELY .... just select keyboard commands "SHIFT" + "FORWARD SLASH" prior to landing and which achieves the same action so as to auto-deploy the spoilers immediately upon main gear contact with the RWY

Mark C
BOG/CO

[simpilo]

I was following the V-Speeds reference for flaps 50 I think was 164knots. I used autoland. I did forget to arm spoilers. I did set auto brakes to 3 in the overhead. They wouldn't activate. I didn't think nothing of it just meshed the brakes button on my Logitech Extreme 3D Pro flight stick.

For some reason HJG DC 10 like my flight stick. Controls smooth as silk!! Pondering if you guys developed it using the same one.

Thanks for that aerofoto. I will try better.

[aerofoto - HJG Admin]

I did set auto brakes to 3 in the overhead. They wouldn't activate.

The A/B system switch must be engaged first/set to "ARM" .... then .... the separate A/B rotary switch set accordingly .... I never normally set it beyond it first detent/"MIN"" for any landing.

For TO it should be set to its "TO" detent.

[aerofoto - HJG Admin]

I was following the V-Speeds reference for flaps 50 I think was 164knots.

Just a wee bit of extra advice to try'n help you (everyone) ....

"IF" your V-SPEED placard indicated a V-APP or V-REF airspeed of 164 KTS .... then .... that, to me, would indicate you were likely overweight for landing .... or rather .... way over what may be considered a "desirable landing weight" under normal conditions.

Firstly .... if flying with a full/100% payload then ensure that your total remaining fuel quantity doesn't exceed 20% prior to commencing your approach to landing (fuel loadings should be planned prior to departure so as to avoid arriving at ones destination with too great an excess). Depending upon DC-10 version and its simulated weight this should typically result in FLAP 50 (full flaps) V-APP and V-REF indications of between 135 KTS and 141 KTS for the lighter DC-10-10's .... and 146 KTS and 151 KTS for the other/heavier DC-10 versions.





Secondly .... check you've actually set the V-SPEED chart for a "FLAP 50" (FULL FLAPS) landing which will then automatically adjust the airspeed bug settings on the ASI.... otherwise higher V-APP and V-REF airspeeds will be computed, displayed, and bugged accordingly. Weight and airspeed during any approach to landing are critical to being able to fly the correct profile and will combine dictate just how well the approach is actually flown by the simulation.


Something else to bear in mind also ....


"IF" one is overweight for landing then this will tend to cause the AI pitch attitude to increase (as with our L-1011 simulations too .... and not just the DC-10's .... a perfectly normal condition though) .... and which will then require a much faster approach to landing airspeed in order to try'n keep the AI pitch attitude within desirable limits .... not exceeding +2* to +3* (degrees).





"IF" .... one's flap settings, weight, and airspeed are correct during any approach to landing then these simulations will fly the described profile by default .... especially during an AP controlled ILS/GS couple auto-approach to landing and when using the A/L system too

If the AI pitch attitude increases too much .... beyond 3* (degrees) through being overweight for landing or allowing airspeed to deteriorate too much during the approach .... then that can also result in RWY visibility issues during the approach to landing and expecially using a 2D panel.

It's only during the flare to landing .... within the last 50 FT .... and imediately prior to ground contact .... that the AI pitch attitude should be allowed to increase through +5* to +7* (degrees) .... and before derotation upon ground contact.





Employ these recommendations .... and I'm sure you'll find everything performs even better still .... and once again this advice applies to both our L-1011 and DC-10 simulations

Mark C
BOG/CO