CV 990 panels some ideas

[walterleo]

Hi Friends:

While tinkering with the CV 990 panels two things came out for me both can be adressed very easy:


1) The HJG CV990A has in its aircraft.cfg a bug which brings the Flightdirector to work only with the AP engaged. When you need it most i.e. handflying an IFR procedure it doesnt work correctly. The reason is easy to find:
the line
"flight_director_available=0" in the autopilot section. Replace 0 with 1 and the default ADI works as it should by selecting the function you want to see on the FD without AP in control of aircraft.

2) The fuel totalizer gives erroneous indications against the FS fuel load menue. Replacing the gauge of the cv880 in line 29 of the main panel with the 707-320 fuel gauge solves that problem.

Kind regards

Walter

[aerofoto - HJG Admin]

"THANKS" Walter

The best resolution we can currently apply in respect of these minor discrepencies (it does/can occasionaly happen .... even as careful/thorough as we "do" try to be) is to note all of these details .... along with your recommended temporary fixes for them .... within the "KNOWN ISSUES" section of the CV-880/CV-990 PANEL INSTALLATION & HANDLING NOTES manual ....

tonymadgehjg.proboards.com/thread/1699/cv880-panels-installation-handling-notes


.... and which I have therefore just accomplished

I (perhaps) also need to advise that our current CV-880/CV-990 manual is among some of the earliest I ever compiled .... and I admit it's not as comprehensive as those I've compiled for our B727, CARAVELLE, CONCORDE, DC-8, DC-9, DC-10, L-1011, and MD-80/90 simulations. Lets just say .... we live, anfd learn, as we go, so these sorts of compilations are a constant WIP.

My intentions are .... over time .... to completely overhaul the manuals I've comiled for each of our simulations in order for everything to assume the same degree of comprehensiveness/thoroughness.

This "WILL" happen .... over time (at least I'll try to ensure that in proportion to the time I have avasilable with which to do so) .... as has been happening all the while (slowly) anyway, but, it won't be an overnight transition

There's "a lot of work" involved .... and it it takes a very lobg while to compil just one decent manual with all the necessary discriptions, advice, and references.

Mark C
AKL/NZ

[walterleo]

Hi Mark:

Thanks for actions and kind words!

Regarding the manual I offer my cooperation if needed. But up to now there are not so big differences visible esp regarding the basic flight/engine settings data. My comments of 2011 regarding landing attitude are solved as long as you keep your speed up AND reduce the zoom factor for forward view to 0.7.

My landing procedure was:

Weight 166.000 pds
Descent to 10.000 ft power idle -2000 ft/min 240 kts, below 10.000 ft reduce to 1500 ft/min speed bleeds off to 230 kts flaps first noch N1 to 50 %. When LOC indicates (20 NM out) flaps 2nd noch N1 to 60 %, AP function ILS on, speed around 190 kts. When 1000 ft over traffic circuit descent to -1000 ft power EGT 1,3 Flaps third noch power egt 1,45 Gear down hold altitude with EGT 1,5. Speed will be around 180 kts.
When glide path comes in power egt 1,6, flaps full let the AP trim the airplane as speeds bleeds off to 165 kts, descent -950 ft/min When established, AP off, ILS function reset on, fly manually according to ADI down to 100 ft, at 100 ft WITHOUT reducing power establish a descent rate of -700 ft by using elevator (NOT TRIM!) at 30 ft power idle and descent rate to -100 ft/min, attitude 5 deg up, touch down occurs with 145-150 kts. Total landing distance less than 1800 m at sea level and ISA reverse and speedbrakes used, wheel brakes below 60 kts.

Before configuration changes the AP once established on the disired descent rate can be switched also to "speed hold" and with SMALL power adjustments you can modulate your flightprofile nicely. Seems in the real old jets this procedure was used ver common, as you stay on the safe side avoiding stall or overspeed also not having an AT.

Kind regards

Walter

P.S.:
Glad if somebody could verify these results. According to my AoA indictor installed the AoA stays at +6 deg and on short final on +6,5-7 deg everthing within safe limits. Runway always visible.
My comments are vaild for the CV 990A Ver. 1.2

[aerofoto - HJG Admin]

"NO PROBLEM" Walter .... and "THANKS".

Also .... I've been meaning to get back to you in regard to other aspects of that CV project, but, simply haven't been able to do much lately .... primarily due having lost a month during March/April .... and time not being on my side ever since.

In regard to your observations ....

The CV-880 (in particular) and CV-990 should be/need to be flown quite fast during any approach to landing .... simply because "that's how they were flown" in reality.

Fly too slowly and the nose pitch attitude "WILL" increase !!!!

In fact it was "quite normal" to fly the CV-880-22 in at around 166 KTS, and with Spoilers extended, and with almost maximum power applied too, even during the final stages of any approach to landing.

Approaches to landing with the CV-880-22M were flown similarly too .... but .... at around 156 KTS due to the LE edge devices fitted into this version which enabled approaches to landing to be flown around 10 KTS slower .... still a lot faster than the B707's/B720's and DC-8's !!!!

Flying these simulations in the manner described should result in a roughly 1* AI pitch attitude .... at least that's what I'm seeing .... but remember also .... my observations are also based on flying all approaches to landing with not in excess of 25% (30% at the most) total fuel, per tank, remaining.

With any HJG simulation .... fly any approach to landing "HEAVY"/overweight and everyhing "WILL" (potentially) go to hell in a hand basket and quite quickly

Here are my recorded own observations/recomendations flying guides (T/O, climb, cruise, descent, and approach to landing) for the CV-880-22 and -22M .... both of which differ slightly due to their different weights and engine thrust variations ....

CV880-22

4X GE CJ805-3 turbojet engines rated at 11,200 LBS thrust e/a

MGTOW = 184,500 LBS

DEFAULT 100% FUEL/PAYLOAD = 2.112 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 100%
LEFT = 98.8%
RIGHT = 98.8%
RIGHT AUX = 100%
No payload adjustment = 14 LBS overload

PANEL = "HJG CV880"

TRIM = 10 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 30* (2X notches)
MAX T/O THRUST = 100% RPM
VR = 165 KTS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 30* RETRACT SPEED = 225 KIAS
FLAP 20* RETRACT SPEED = 250 KIAS
AFTER T/O (after clean-up) CLIMB THRUST = maintain 97 % RPM

Maintain 2,000 FPM ROC and maximum power until after gear and flap retraction .... then increase ROC to 3,500 FPM and reduce engine thrust to RPM 97 % and then assume the following climb schedule ....

- Maintain 3,500 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 3,000 FPM - maintain approx 94 % RPM
- 15,000 FT reduce ROC to 2,500 FPM - maintain approx 94 % RPM
- 18,000 FT reduce ROC to 2,000 FPM - maintain approx 93 % RPM
- 21,000 FT reduce ROC to 1,800 FPM - maintain approx 93 % RPM
- 24,000 FT reduce ROC to 1,500 FPM - maintain approx 92 % RPM
- 27,000 FT reduce ROC to 1,200 FPM - maintain approx 92 % RPM
- 30,000 FT reduce ROC to 1,000 FPM - maintain approx 92 % RPM
- 30,250 FT reduce ROC to 750 FPM - maintain approx 92 % RPM
- 30,500 FT reduce ROC to 500 FPM - maintain approx 92 % RPM
- 30,750 FT reduce ROC to 250 FPM - maintain approx 92 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 91.5 % RPM

Climb to FL250 = 76 miles DME
Climb to FL310 = 116 miles DME

FL250 CRUISE PERFORMANCE

IAS = 379 KTS
MACH = 0.86.0
TAS = 518 KTS
EPR = 2.57
RPM = 91.5%
EGT = 529
F/F = 3,221 LBS (X4)

FL280 CRUISE PERFORMANCE

IAS = 358 KTS
MACH = 0.86.8
TAS = 516 KTS
EPR = 2.67
RPM = 91.5%
EGT = 515
F/F = 3,116 LBS (X4)

FL310 CRUISE PERFORMANCE

IAS = 339 KTS
MACH = 0.87.8
TAS = 515 KTS
EPR = 2.78
RPM = 91.5%
EGT = 502
F/F = 3,086 LBS (X4)


=========================================================================


CV880-22F AIRLIFTER (freighter conversion)

4X GE CJ805-3 turbojet engines rated at 11,200 LBS thrust e/a

MGTOW = 184,500 LBS

DEFAULT 100% FUEL/PAYLOAD = 21.222 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 75%
LEFT = 66.7%
RIGHT = 66.7%
RIGHT AUX = 75%
No payload adjustment = 13 LBS overload

PANEL = "HJG CV880"

TRIM = 10 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 30* (2X notches)
MAX T/O THRUST = 100% RPM
VR = 165 KTS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 30* RETRACT SPEED = 225 KIAS
FLAP 20* RETRACT SPEED = 250 KIAS
AFTER T/O (after clean-up) CLIMB THRUST = maintain 97 % RPM

Maintain 2,000 FPM ROC and maximum power until after gear and flap retraction .... then increase ROC to 3,500 FPM and reduce engine thrust to RPM 97 % and then assume the following climb schedule ....

- Maintain 3,500 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 3,000 FPM - maintain approx 94 % RPM
- 15,000 FT reduce ROC to 2,500 FPM - maintain approx 94 % RPM
- 18,000 FT reduce ROC to 2,000 FPM - maintain approx 93 % RPM
- 21,000 FT reduce ROC to 1,800 FPM - maintain approx 93 % RPM
- 24,000 FT reduce ROC to 1,500 FPM - maintain approx 92 % RPM
- 27,000 FT reduce ROC to 1,000 FPM - maintain approx 92 % RPM
- 30,000 FT reduce ROC to 1,000 FPM - maintain approx 92 % RPM
- 30,250 FT reduce ROC to 750 FPM - maintain approx 92 % RPM
- 30,500 FT reduce ROC to 500 FPM - maintain approx 92 % RPM
- 30,750 FT reduce ROC to 250 FPM - maintain approx 92 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 91.5 % RPM

Climb to FL250 = 69 miles DME
Climb to FL310 = 116 miles DME

FL250 CRUISE PERFORMANCE

IAS = 379 KTS
MACH = 0.86.0
TAS = 517 KTS
EPR = 2.57
RPM = 91.5%
EGT = 529
F/F = 3,232 LBS (X4)

FL280 CRUISE PERFORMANCE

IAS = 358 KTS
MACH = 0.86.8
TAS = 516 KTS
EPR = 2.68
RPM = 91.5%
EGT = 516
F/F = 3,172 LBS (X4)

FL310 CRUISE PERFORMANCE

IAS = 339 KTS
MACH = 0.87.8
TAS = 515 KTS
EPR = 2.78
RPM = 91.5%
EGT = 502
F/F = 3,084 LBS (X4)


=========================================================================


CV880-22M

4X GE CJ805-3B turbojet engines rated at 11,650 LBS thrust e/a

MGTOW = 193,500 LBS

DEFAULT 100% FUEL/PAYLOAD = 12.814 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 90%
LEFT = 85.2%
CENTER = 70%
RIGHT = 85.2%
RIGHT AUX = 90%
No payload adjustment = 12 LBS overload

PANEL = "HJG CV880"

TRIM = 11 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 30* (2X notches)
MAX T/O THRUST = 100% RPM
VR = 155 KTS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 30* RETRACT SPEED = 225 KIAS
FLAP 20* RETRACT SPEED = 250 KIAS
AFTER T/O (after clean-up) CLIMB THRUST = maintain 96 % RPM

Maintain 2,000 FPM ROC and maximum power until gear and flap retraction .... then increase ROC to 3,500 FPM and reduce engine thrust to RPM 96 % and assume the following climb schedule ....

- Maintain 3,500 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 3,000 FPM - maintain approx 94 % RPM
- 15,000 FT reduce ROC to 2,500 FPM - maintain approx 94 % RPM
- 18,000 FT reduce ROC to 2,000 FPM - maintain approx 93 % RPM
- 21,000 FT reduce ROC to 1,800 FPM - maintain approx 93 % RPM
- 24,000 FT reduce ROC to 1,500 FPM - maintain approx 92 % RPM
- 27,000 FT reduce ROC to 1,200 FPM - maintain approx 92 % RPM
- 30,000 FT reduce ROC to 1,000 FPM - maintain approx 91 % RPM
- 30,250 FT reduce ROC to 750 FPM - maintain approx 91 % RPM
- 30,500 FT reduce ROC to 500 FPM - maintain approx 91 % RPM
- 30,750 FT reduce ROC to 250 FPM - maintain approx 91 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 90.5 % RPM

Climb to FL250 = 63 miles DME
Climb to FL310 = 121 miles DME

FL250 CRUISE PERFORMANCE

IAS = 378 KTS
MACH = 0.85.9
TAS = 517 KTS
EPR = 2.45
RPM = 90.5.0%
EGT = 524
F/F = 3,256 LBS (X4)

FL280 CRUISE PERFORMANCE

IAS = 358 KTS
MACH = 0.86.8
TAS = 358 KTS
EPR = 2.58
RPM = 90.50%
EGT = 512
F/F = 3,223 LBS (X4)

FL310 CRUISE PERFORMANCE

IAS = 339 KTS
MACH = 0.87.7
TAS = 515 KTS
EPR = 2.68
RPM = 90.5%
EGT = 498
F/F = 3,084 LBS (X4)


=========================================================================


CV880-22M/F AIRLIFTER (freighter conversion)

4X GE CJ805-3B turbojet engines rated at 11,650 LBS thrust e/a

MGTOW = 193,500 LBS

DEFAULT 100% FUEL/PAYLOAD = 26.144 LBS overload

FUEL & PAYLOAD ADJUSTMENTS

LEFT AUX = 80%
LEFT = 70%
CENTER = 37%
RIGHT = 70%
RIGHT AUX = 80%
No payload adjustment = 10 LBS overload

PANEL = "HJG CV880"

TRIM = 11 units (Center Pedestal gauge/scale indication)
T/O FLAP SETTING = 30* (2X notches)
MAX T/O THRUST = 100% RPM
VR = 155 KTS (at MGW)
INITIAL CLIMB RATE = 2,000 FPM
FLAP 30* RETRACT SPEED = 215 KIAS
FLAP 20* RETRACT SPEED = 230 KIAS
AFTER T/O (after clean-up) CLIMB THRUST = maintain 96.5% RPM

Maintain 2,000 FPM ROC and maximum power until gear and flap retraction .... then increase ROC to 3,500 FPM and reduce engine thrust to RPM 96 % and assume the following climb schedule ....

- Maintain 3,500 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 3,000 FPM - maintain approx 94 % RPM
- 15,000 FT reduce ROC to 2,500 FPM - maintain approx 94 % RPM
- 18,000 FT reduce ROC to 2,000 FPM - maintain approx 93 % RPM
- 21,000 FT reduce ROC to 1,800 FPM - maintain approx 93 % RPM
- 24,000 FT reduce ROC to 1,500 FPM - maintain approx 92 % RPM
- 27,000 FT reduce ROC to 1,000 FPM - maintain approx 92 % RPM
- 30,000 FT reduce ROC to 1,000 FPM - maintain approx 91 % RPM
- 30,250 FT reduce ROC to 750 FPM - maintain approx 91 % RPM
- 30,500 FT reduce ROC to 500 FPM - maintain approx 91 % RPM
- 30,750 FT reduce ROC to 250 FPM - maintain approx 91 % RPM
- 31,000 FT ALT CAPTURE - maintain approx 90.5 % RPM

Climb to FL250 = 62 miles DME
Climb to FL310 = 116 miles DME

FL250 CRUISE PERFORMANCE

IAS = 379 KTS
MACH = 0.86.0
TAS = 517
EPR = 2.46
RPM = 90.5.0%
EGT = 525
F/F = 3,304 LBS (X4)
AI Pitch = +0.5

FL280 CRUISE PERFORMANCE

IAS = 358 KTS
MACH = 0.86.8
TAS = 516
EPR = 2.57
RPM = 90.50%
EGT = 512
F/F = 3,204 LBS (X4)
AI Pitch = +0.5

FL310 CRUISE PERFORMANCE

IAS = 339 KTS
MACH = 0.87.7
TAS = 515
EPR = 2.68
RPM = 90.5%
EGT = 498
F/F = 3,106 LBS (X4)
AI Pitch = +1


=========================================================================


DESCENT .... "ALL CV880 VERSIONS"

- 150 DME from the nearest destination airport navigation aid .... reduce engine thrust to approximately RPM 77 % .... maintain level cruise in to bleed-off airspeed.

- Below 310 KTS .... or at 120 DME from the nearest destination airport navigation aid .... commence 2,000 FPM ROD and reduce engine thrust to RPM 67 %.

- Passing 17,500 FT .... reduce ROD to approximately 1,500 FPM.

- Passing 10,000 FT .... reduce ROD to approximately 1,000 FPM.

- Flying these procedueres will require both downwind and base leagues to be flown prior to commencing the final approach to landing from approximately 18 DME.

- Use spoilers (if necessary) to descelerate to flap 20 speed when entering the circuit/pattern.


=========================================================================


APPROACH TO LANDING .... "CV880-22 & CV880-22F AIRLIFTER VERSIONS ONLY"

- FLAP 20 250 KIAS (264 TAS) - downwind legue
- FLAP 30 220 KIAS (234 TAS) - base legue
- ILS/GS intercept 200 KIAS (214 TAS) .... reducing toward 190 KTS
- FLAP 40 190 KIAS (209 TAS)
- Gear Down 185 KIAS (189 TAS)
- FLAP 50/FULL FLAP 180 KIAS (192 TAS)
- Final approach to landing airspeed 170 KIAS (177 TAS) .... reducing toward 160 KIAS (167 TAS)
- Landing speed - approx 158-156 KIAS (164-162 TAS)
- Use of reverse thrust is not mandatory

- Spoilers may be extended during final approach to landing .... after FLAP 50 deployment .... but requires significant power boost (approximately RPM 98%) in order to resist drag and maintain the recommended approach to landing airspeed, but, which will also be advantageous during climbout in the event of a missed approach/go-around after spoiler retraction.

The above profile is based on an arrival fuel load not in excess of the following ....

LEFT AUX = 30%
LEFT = 20%
RIGHT = 20%
RIGHT AUX = 30%


=========================================================================


APPROACH TO LANDING .... "CV880-22M & CV880-22M AIRLIFTER VERSIONS" ONLY"

- FLAP 20 250 KIAS (264 TAS) - downwind legue
- FLAP 30 220 KIAS (234 TAS) - base legue
- ILS/GS intercept 200 KIAS (214 TAS) .... reducing toward 190 KIAS (209 TAS)
- FLAP 40 190 KIAS (209 TAS)
- Gear Down 185 KIAS (198 TAS)
- FLAP 50/FULL FLAP 180 KIAS (192 TAS)
- Final approach to landing airspeed 160 KIAS (167 TAS) .... reducing toward 150 KIAS (156 TAS)
- Landing speed - approx 148-146 KIAS (152-159 TAS)
- Use of reverse thrust is not mandatory

- Spoilers may be extended during final approach to landing .... after FLAP 50 deployment .... but requires significant power boost (approximately RPM 98%) in order to resist drag and maintain the recommended approach to landing airspeed, but, which will also be advantageous during climbout in the event of a missed approach/go-around after spoiler retraction.

The above profile is based on an arrival fuel load not in excess of the following ....

LEFT AUX = 30%
LEFT = 20%
CENTER = 10%
RIGHT = 20%
RIGHT AUX = 30%

I've not yet (just haven't had time to) compiled anything similar .... at least not in a form that's ready to be publicly posted .... in regard to the CV-990's (again both of which differ due to there varying drag components), but, I do try to land the CV-990, and CV-990-A similar to the CV-880-22M .... if that's any basic help to anyone else.

It works .... for me

Mark C
ASKL/NZ