Post by louross on Mar 4, 2010 0:42:17 GMT -5
(Superfulous, non-essential material): Student pilot, 50 hours in one airplane. Typical. He can fly the airplane. But move him from a C150 to a C172, and he will fell quite uncomfortable, but excited for "moving up". But move him from a 150 to a 182, and he'll typically feel overwwhelmed.
Pilot expeienced in numerous airplanes, specifically "this one": for any change in flight condition, he knows what power setting will give him what he wants. "Descend at xxx fpm at xxx ias"; he knows what power setting will give him that descent rate at a specific airspeed with a specific flap setting, or clean. Power setting might be set by MAP, torque, EPR, N1, or fuel flow. Depends on the a/c. Not only does he know the power setting needed, he knows what position to set the power levers, or throttles, as the case may be, to give him the power he needs.
We all know that each type a/c has weight and balance limits. Stay within those limits and you are okay. A limit for some a/c is out of balance fuel tanks. Exceed the limit, there can be control problems. Any such control problem will not occur at cruise. The control problem will occur at low speed, such as on the approach.
Obviously in a small a/c, the passengers cannot move without the pilot's knowledge. But the PAX can move in a commuter plane or transport category a/c, as the cockpit and cabin are seperated by a door or curtain. If all the PAX are sitting in the front seats, and then walk to the rear, the pilot will feel the CG change, and of course, if they move from rear to the forward part. But if all the PAX are filling seats only on one side of the plane, and they all quietly move to the other side, he will not know they moved to the other side. In other words, there is no lateral change. Now maybe you can conduct an academic exercise, and show a change with a mathematical formula. Okay, fine. But the pilot will feel nothing- neither will the auto-pilot.
Even the fore-aft movement depends on the a/c. For instance, it makes no difference what-so-ever how many, or where, the PAX sit in a B727. PAX do not affect the CG in a 727. In that a/c, CG is affected by the fuel (due to the placement of the fuel tanks in the swept wing. Do PAX affect CG in other jet transport a/c, like the 737NG or A 320? I have no idea. Never flew one, and never asked anyone. (Incidental point- when the 727 lands in a cross-wind, it lands in a crab, not a slip. It is my understanding, and I could be completely wrong, that other transport category jet a/c, swing from the crab to a slip).
Competent, "professional" pilots use checklists. Not all pilots are competent and not all pilots are professional. High standards are not guaranteed by the type of company. I'v seen pilots in a Piper Cub use checklists. I know of major airlines that have very loose standards. Can I name an airline that uses the checklist irradically, on a whim? Yep. But I won't. When you use a checklist, you don't forget items. Probably. You read it, you look, you confirm, you continue.
Real world procedures can be simulated in MSFS. Unfortunately, many RW situations can not be simulated.
lr.
Pilot expeienced in numerous airplanes, specifically "this one": for any change in flight condition, he knows what power setting will give him what he wants. "Descend at xxx fpm at xxx ias"; he knows what power setting will give him that descent rate at a specific airspeed with a specific flap setting, or clean. Power setting might be set by MAP, torque, EPR, N1, or fuel flow. Depends on the a/c. Not only does he know the power setting needed, he knows what position to set the power levers, or throttles, as the case may be, to give him the power he needs.
We all know that each type a/c has weight and balance limits. Stay within those limits and you are okay. A limit for some a/c is out of balance fuel tanks. Exceed the limit, there can be control problems. Any such control problem will not occur at cruise. The control problem will occur at low speed, such as on the approach.
Obviously in a small a/c, the passengers cannot move without the pilot's knowledge. But the PAX can move in a commuter plane or transport category a/c, as the cockpit and cabin are seperated by a door or curtain. If all the PAX are sitting in the front seats, and then walk to the rear, the pilot will feel the CG change, and of course, if they move from rear to the forward part. But if all the PAX are filling seats only on one side of the plane, and they all quietly move to the other side, he will not know they moved to the other side. In other words, there is no lateral change. Now maybe you can conduct an academic exercise, and show a change with a mathematical formula. Okay, fine. But the pilot will feel nothing- neither will the auto-pilot.
Even the fore-aft movement depends on the a/c. For instance, it makes no difference what-so-ever how many, or where, the PAX sit in a B727. PAX do not affect the CG in a 727. In that a/c, CG is affected by the fuel (due to the placement of the fuel tanks in the swept wing. Do PAX affect CG in other jet transport a/c, like the 737NG or A 320? I have no idea. Never flew one, and never asked anyone. (Incidental point- when the 727 lands in a cross-wind, it lands in a crab, not a slip. It is my understanding, and I could be completely wrong, that other transport category jet a/c, swing from the crab to a slip).
Competent, "professional" pilots use checklists. Not all pilots are competent and not all pilots are professional. High standards are not guaranteed by the type of company. I'v seen pilots in a Piper Cub use checklists. I know of major airlines that have very loose standards. Can I name an airline that uses the checklist irradically, on a whim? Yep. But I won't. When you use a checklist, you don't forget items. Probably. You read it, you look, you confirm, you continue.
Real world procedures can be simulated in MSFS. Unfortunately, many RW situations can not be simulated.
lr.
