Post by aerofoto - HJG Admin on Jun 6, 2010 20:57:51 GMT
I carefully adjust it using/mousing the thumb wheel on the AP .... 1 click usually results in around a 100 FPM change to ROC/ROD.
I typically reduce power a few moments before commencing any descent .... then start down at around 2,000-2,500 FPM .... and further reduce power and adjust ROD as I sense fit throughout the decent .... and have never encountered any problems.
My CV880/CV990 descent profiles posted above are "EXPERIMENTAL ONLY", but, aren't too different from what I've already detrermined to be the best method by which to manage DC8 descents. Ignore completely my stated power settings within these CONVAIR profiles .... although similar these will have no direct relationship whatsoever with DC8 power settings .... but .... the quoted ROD adjustments at various altitudes should still remain more-or-less true though.
With the DC8's .... I think the essential thing to remember is forward planning and "good planning in particular". The wing spoilers on DC8's can't be used inflight .... so .... ROD can't be increased that way .... and .... unfortuately we can't simulate inflight reverse thrust (inboard engines # 2 and #3 only) due to FS limitations with these models .... so .... ROD can't be increased that way either.
I'd say that power and pitch are therefore critical !
It's not uncommon, from my realworld experience aboard these aircraft (DC8-52 and -63) for these aircraft to be descended slightly nose down during some stages of the descent.
If cruising at around 31,000 FT .... I generally start down early .... at around 150 DME from my destination airport .... and I then follow a descent profile similar to that mentioned above.
Hope that helps !
Mark C
AKL/NZ
I typically reduce power a few moments before commencing any descent .... then start down at around 2,000-2,500 FPM .... and further reduce power and adjust ROD as I sense fit throughout the decent .... and have never encountered any problems.
My CV880/CV990 descent profiles posted above are "EXPERIMENTAL ONLY", but, aren't too different from what I've already detrermined to be the best method by which to manage DC8 descents. Ignore completely my stated power settings within these CONVAIR profiles .... although similar these will have no direct relationship whatsoever with DC8 power settings .... but .... the quoted ROD adjustments at various altitudes should still remain more-or-less true though.
With the DC8's .... I think the essential thing to remember is forward planning and "good planning in particular". The wing spoilers on DC8's can't be used inflight .... so .... ROD can't be increased that way .... and .... unfortuately we can't simulate inflight reverse thrust (inboard engines # 2 and #3 only) due to FS limitations with these models .... so .... ROD can't be increased that way either.
I'd say that power and pitch are therefore critical !
It's not uncommon, from my realworld experience aboard these aircraft (DC8-52 and -63) for these aircraft to be descended slightly nose down during some stages of the descent.
If cruising at around 31,000 FT .... I generally start down early .... at around 150 DME from my destination airport .... and I then follow a descent profile similar to that mentioned above.
Hope that helps !
Mark C
AKL/NZ