OK. Go ahead...

[Dee Waldron - HJG]

... ask me any question about our CV880 model. I might still remember the answer! ;D

Dee

[skyking]

... ask me any question about our CV880 model.

OK.....what's the tire pressure on the left inboard rear tire on the right main ?? ;D

[Dee Waldron - HJG]

Gee... if I remember correctly, it was 120 psi cold on a standard day. But I don't remember if that was at empty weight or for takeoff weight. ;D

On the other hand, I never actually saw a line mech check them during a PF check. The FE would just give them a kick and if they stayed inflated they were good to go! ;D ;D ;D

[garryrussell]

Maybe Dee

But.......I'm sure is was 119.5 at weekends

Garry

[Dee Waldron - HJG]

He he he... ;D

[qxductape]

As AC Tool Room Clerk....

Keep in mind that per FAA CAL specs. The tire gauges need to only be within Calibrated to +/- 8-10% for a 0-400 psi gauge, and that gauge Calibration is to be done @ 70-72F in 45-50% humidity... Now how many times are A/C tires checked at 70-72F & 45-50% humidity???

[garryrussell]

Does that mean the temperature and humidity determine how hard you should kick them??

Garry

[botamern]

May 21, 2009 17:36:11 GMT qxductape said:

ANow how many times are A/C tires checked at 70-72F & 45-50% humidity???

What? You mean Horizon doesn't pull each and every Q400 into a temperature and humidy controlled environment just to check tire pressure?!?!?!?! I am OUTRAGED!

Looks like I need to find another way to get to Pasco....

[Dee Waldron - HJG]

>>Does that mean the temperature and humidity determine how hard you should kick them??<<

Exactly Gary! ;D

Nick,
I'm outraged too! So lets drink another beer... ;D ;D ;D

[botamern]

May 22, 2009 2:56:23 GMT Dee Waldron - HJG said:

I'm outraged too! So lets drink another beer... ;D ;D ;D

Dee,

Looks like I am going to have to take a few more drinks of that free beer on my next Horizon Air flight to get over the shock of this dreadful revelation... ;D

Nick

[Herman]

I have'nt seen any input or comments on the Forum from Mark C. lately. I hope that he is OK.

Herman

[botamern]

May 22, 2009 19:53:45 GMT Herman said:

I have'nt seen any input or comments on the Forum from Mark C. lately.

He's ok, just suffering from a lack of internet connections at present.

Nick

[skyking]

He's ok, just suffering from a lack of internet connections at present.

Ya, I asked about him in another thread. Maybe it's a relief to be AWAY from the Internet for awhile.

[viscount]

Hello! I've got a few questions about the Convair 990A, downloaded from this website.

1) It has a very long takeoff roll and a very high V1 speed, but once in the air it climbs like crazy, 3500-4000 fpm. Is this a true representation of the Convair during the takeoff/climb?

2) If Wikipedia is correct it's supposed to have a cruising speed of mach .91. That's no problem but the engines are working very hard, about 87% N1. Also, I have a pretty high nose-up attitude during cruise. Same question here: is this how the real aircraft behaved during cruise.

3) During descent/landing I have big troubles getting the plane to slow down to 250 knots at FL010. I have to level off, slow down and extend flaps and then continue the descent. Finally, when flaps are fully extended and the landing gear is down I have to use a LOT of thrust to maintain my landing speed. An aborted landing would be perilous, to say the least. Is this also true to the real world aircraft?

Now, don't take the above as criticism. I know close to nothing about the real airplane so I'm just curious. I truly enjoy all HJG aircraft and fly them a lot, so it's not like I'm complaining.

[aerofoto - HJG Admin]

Our first/original CV990 FDE demonstrated "all of these tendencies".

When the new CV880 & CV990 panels were uploaded .... during February of last year .... by necessity (because of the new gauges installed in them) the FDE (both CFG and AIR file data) for both aircraft types was changed too .... in order to try to further perfect performances.

T/O is now no longer an ordeal .... unless one is "HEAVY/OVERWEIGHT" (HJG's preference here is for all our aircraft to load onto FS with 100% fuel and payload .... and you/the end user .... is expected to adjust these loadings within the FS options and in order to remain at or below MGTOW).

The aircrafts climb rate is now no longer overly keen .... as it was previously.

In external viewing mode the aircrafts flight/cruise profile is .... about right .... showing a couple of degrees nose-up attitude rather than the almost level profile it used to maintain.

And descent is no more difficult than our B707/720/C135, B727, or DC8 series aircraft .... so long as everything is "planned".

Landings should be conducted with a fair bit of power applied (especially on the CV880) to reduce the engine spool-up time in the event of a "GO AROUND" .... but .... not to such an extent as to boost approach speeds ridiculously either .... and whilst also bearing in mind that the CV880-22 (in particular) had a very high approach speed of 160-165 KIAS, with the CV880-22M being around 10 KIAS slower than that .... and approach speeds for the CV990 being somewhat similar .... this is all "documented".

It appears unto me that you're likely still using the FDE combination from the original CV990 aircraft base pack .... prior to the February 2008 update !!!!

I .... personally .... tested each of these aircraft and panels over many weeks prior to their release and here are the constant figures I was observing on the basis of more than 60 flights ....

CV990 (EARLY)

Set T/O thrust = 1.95-2.00 EPR

Initial ROC = 2,500 FPM

Retract flaps before 3,000 FT. Reduce climb thrust to 1.85 EPR. Increase ROC to 3,000 FPM

14,000FT increase thrust to 1.85 EPR and maintain 3,000 FPM ROC

22,000FT reduce ROC 2,500 FPM ROC and increase thrust to 1.90 EPR

24,000FT reduce ROC to 2,000 FPM and increase thrust to 1.95 EPR.

26,000FT reduce ROC to 1,500 FPM and maintain 2.00 EPR

28,000FT reduce ROC to 1,000 FPM and increase thrust to 2.05 EPR

30.000FT reduce ROC to 500 FPM and maintain 2.05 EPR

30,500FT reduce ROC to 200 FPM and maintain 2.05 EPR

31,000FT LEVEL CRUISE/ALT CAPTURE. Maintain thrust at 2-00-2.06 EPR

Following the above prescribed ROC and EPR schedules during climbout should ensure the following performance at 31,000FT with engine thrust set at 2.00-2.06 EPR

IAS = 351 KTS
MACH = 0.892-0.903
TAS = 525 MPH-531 MPH
EPR = 2.00-2.06
FAN RPM = 93%
EGT = 509
RPM = 91.9%
F/F = 4064-3788 LBS/PH

Descent from 31,000FT should be commenced at no less than 150 miles from destination

Reduce thrust in level cruise to EPR 1.20 then set 2,000 FPM ROD

27,500FT reduce EPR to 1.08 and maintain 2,000 FPM ROD

17,500FT TRANSITION/reset altimeter, reduce ROD to 1,500 FPM and maintain EPR 1.08

10,000FT reduce ROD to 1,000 FPM and maintain EPR 1.08

Following the above ROD and EPR schedules should guarantee arrival at 10,000FT by approximately 30 miles from destination airport .... adjust ROD and EPR in accordance with speed requirements and flap schedules etc

MAXIMUM FLAP SPEEDS

FLAP 10 = 246 KTS / MACH 0.602
FLAP 27 = 241 KTS / MACH 0.587
FLAP 36 = 221 KTS / MACH 0.512
FLAP 50 = 195 KTS / MACH 0.401

CV990-A

Set T/O thrust = 1.89-1.95 EPR

Initial ROC = 2,500 FPM

Retract flaps before 3,000 FT. Reduce climb thrust to 1.70 EPR. Increase ROC to 3,000 FPM

10,000FT increase thrust to 1.75 EPR and maintain 3,000 FPM ROC

14,000FT increase thrust to 1.80 EPR and maintain 3,000 FPM ROC

22,000FT reduce ROC 2,500 FPM ROC and maintain 1.80 EPR

24,000FT reduce ROC to 2,000 FPM and increase thrust to EPR 1.85.

26,000FT reduce ROC to 1,500 FPM and maintain 1.85 EPR

28,000FT reduce ROC to 1,000 FPM and increase thrust to 1.90 EPR

30,000FT reduce ROC to 500 FPM and maintain 1.90 EPR

30,500FT reduce ROC to 200 FPM and reduce thrust to 1.88 EPR

31,000FT LEVEL CRUISE/ALT CAPTURE. Reduce and maintain thrust at between 1.85-1.86 EPR

Following the above prescribed ROC and EPR schedules during climbout should ensure the following performance at 31,000FT with engine thrust set at 1.85-1.86 EPR

IAS = 382 KTS
MACH = 0.969-0.970
TAS = 569-570 MPH
EPR = 1.85-1.86
FAN RPM = 91.4%
EGT = 519
RPM = 91.1%
F/F = 3198-3257 LBS/PH

Descent from 31,000FT should be commenced no less than 150 miles from destination

Reduce thrust in level cruise to 1.40 EPR then set ROD to 2,000 FPM

27,000FT reduce thrust to 1.20 EPR and maintain 2,000 FPM ROD

17,500FT TRANSITION/reset altimeter, reduce thrust to 1.02 EPR and reduce ROD to 1,500 FPM

10,000FT reduce ROD to 1,000 FPM and maintain EPR 1.02

Following the above ROD and EPR schedules should guarantee arrival at 10,000FT by approximately 30 miles from destination airport .... adjust ROD and EPR in accordance with speed requirements and flap schedules etc

MAXIMUM FLAP SPEEDS

FLAP 10 = 246 KTS / MACH 0.602
FLAP 27 = 241 KTS / MACH 0.587
FLAP 36 = 221 KTS / MACH 0.512
FLAP 50 = 195 KTS / MACH 0.401

Again .... the above figures are on the basis of my own test observations and represent what you should be seeing too .... "IF" the aircraft is being flown properly within FS !

The indicated flap speeds are "maximum speeds" and come straight from CV990 AOM publications.

REMEMBER .... we represent 2 versions of CV990 evolution here, featuring the early/original/unmodified CV990 .... and the late/modified CV990-A. The performance observations of both aircraft are quite different.

So you can understand them better, here's a little information about them both ....

CV880 & CV990 are high performance aircraft and were considerably faster than both the B707/720 and DC8. At high altitude HJG CV880-22 & CV880-22M aircraft will cruise comfortably at maximum speeds of MACH 0.88 and MACH o.89 respectively. HJG CV990 & CV990-A aircraft will cruise at a maximum speeds of MACH 0.90 and MACH 0.97 respectively. These VNE speeds are in accordance with AOM and FAA performance documentation for both aircraft types. These aircraft were of course, in reality, flown at lower than VNE speeds in the interests of maintaining both adequate safety margins promoting and fuel economy. Even so .... these aircraft were still much faster than their Boeing and Douglas rivals. PLEASE NOTE .... our new "CV990 (EARLY)" represents the early production/unmodified version of these aircraft (as first delivered to both AMERICAN AIRLINES, and SWISSAIR). HJG CV990 (EARLY) aircraft will only achieve a maximum speed of MACH 0.90 .... and even then only by using maximum thrust and at the expense of considerably higher fuel burn rates. This performance is realistic in accordance with the drag problems that first impaired these aircraft and prompted modifications which resulted in the faster CV990-A. ALL HJG CV880 & CV990 FDE has been recompiled. Performance improvements, as well as differences between each aircraft types handling characteristics, should now be more than evident

I've also posted extensive PANEL INSTALLATION & HANDLING NOTES for the CONVAIR's .... and all our other classic jetliners too .... which may be viewed on the "ABOUT HJG AIRCRAFT" forum page.

Mark C
AKL/NZ