Post by Tom Goodrick on Dec 10, 2010 10:40:17 GMT -5
You may recall I did several articles on the C-124 Globemaster when i was developing it for FS2002. Several of you had helpful info about the airplane so that the final result was a good plane that showed the true capabilities. I just downloaded the C-124 for FS9 and found it improved in some ways over the earlier version. But the payload was only 15,000 lbs. The zip comes with two separate aircraft - the A model and the C model. I believe the A model had less powr and less capability, being mainly oriented toward delivering troops with equipment for imediate battle. I started working with the A model and found the info for the two models somewhat confusing. The A model flies fine as is, providing you stick with the max payload of 15,000 lb set at X=0. The fuel amount is correct though the tanks are not. This design has two fuselage tanks while the actual model has all three tanks in the wings. I swapped the fuselage tanks for "tip tanks" that can go near the tips but not at the tips. it works out fine. The instructions say that MLW is only 165,000 lbs which means two of the three tanks on each side will be empty or nearly so. That is sensible. I don't think we found a value for a value for MLW before. I can live with 165,000 lbs. I'll adjust the fuel amounts per tank so that draining two of the tanks per side will set us up for MLW even if the takeoff was made with full fuel and MTOW.
I flew the plane with 30,000 lbs of cargo and 11,000 gallons of fuel putting it at MTOW. It used all of the 10,000 ft of runway I had (at KHSV). A loaded cargo 747 uses that same runway. Performance was not too bad but I boosted takeoff a little so it lifts off with abou 150 ft to spare. It still take a while to climb but, since this is not pressurized the cruise altitudes are generally under 10,000 ft.
For cargo planes, I have started setting up cargo stations for thirds of the max load. The station is in the center of the pallet or set of pallets. Since the max cargo of 45,000 lbs would have to fly with reduced fuel, I set up three 10,000 lb stations for normal use noting that they can hold 15,000 lbs each if you reduce the fuel accordingly. With three stations, you cna always fly balanced with partial loads: a 10,000 lb load goes at the center station. Two 10,000 lb loads go at either end - one at the fwd station and one at the aft station. For a challenge, fly with fwd or aft bias.
I used my standard 4-engine prop panel which gives me all instruments and controls in sight at all times and gives adequate over-the-nose visibility at all times. It also has a big Garmin display built into the panel and a PFD for the flight data. Engine data is displayed in digital format but you get everything you need in readable form on the 2D panel. The only pop-ups are extra things like the power panel or the langing gauge.
You do need a single power gauge on the panel at all times to fly this beats because the manifold pressure goes to 61 inches. Figuring appropriate partial power settings for cruise is difficult without the power gauge (3800 hp). i use 100% for takeoff, 70% for climb, 60% for normal cruise (3000 nm max range) and 50% for extended range (3500 nm). 40% would be reasonable if needed for 4000 nm or slightly more.
My landings have been working out well. The first touchdown was a fluke at -2 fpm after a steep power-off dive to the runway. But I have gotten used to setting up for the approach now and the approaches are more realistic along the standard ILS. You have to get the gear and first notch of flaps out before beginning the final approach and put the 2nd notch of flaps out as you start downhill on a long final (5 nm or more). The flaps extend slowly.
I adjusted the brakes to 85% of max to keep us honest. Gettimg all that weight nearly stopped before turning off the runway is some work that starts back before final.
The model looks great and includes the clam-shell doors around the nose open with the "/' key (otherwise used for spoilers) and two ramps extend down to the surface. (NO, don't arm the spoilers for activation on touchdown!)
I flew the plane with 30,000 lbs of cargo and 11,000 gallons of fuel putting it at MTOW. It used all of the 10,000 ft of runway I had (at KHSV). A loaded cargo 747 uses that same runway. Performance was not too bad but I boosted takeoff a little so it lifts off with abou 150 ft to spare. It still take a while to climb but, since this is not pressurized the cruise altitudes are generally under 10,000 ft.
For cargo planes, I have started setting up cargo stations for thirds of the max load. The station is in the center of the pallet or set of pallets. Since the max cargo of 45,000 lbs would have to fly with reduced fuel, I set up three 10,000 lb stations for normal use noting that they can hold 15,000 lbs each if you reduce the fuel accordingly. With three stations, you cna always fly balanced with partial loads: a 10,000 lb load goes at the center station. Two 10,000 lb loads go at either end - one at the fwd station and one at the aft station. For a challenge, fly with fwd or aft bias.
I used my standard 4-engine prop panel which gives me all instruments and controls in sight at all times and gives adequate over-the-nose visibility at all times. It also has a big Garmin display built into the panel and a PFD for the flight data. Engine data is displayed in digital format but you get everything you need in readable form on the 2D panel. The only pop-ups are extra things like the power panel or the langing gauge.
You do need a single power gauge on the panel at all times to fly this beats because the manifold pressure goes to 61 inches. Figuring appropriate partial power settings for cruise is difficult without the power gauge (3800 hp). i use 100% for takeoff, 70% for climb, 60% for normal cruise (3000 nm max range) and 50% for extended range (3500 nm). 40% would be reasonable if needed for 4000 nm or slightly more.
My landings have been working out well. The first touchdown was a fluke at -2 fpm after a steep power-off dive to the runway. But I have gotten used to setting up for the approach now and the approaches are more realistic along the standard ILS. You have to get the gear and first notch of flaps out before beginning the final approach and put the 2nd notch of flaps out as you start downhill on a long final (5 nm or more). The flaps extend slowly.
I adjusted the brakes to 85% of max to keep us honest. Gettimg all that weight nearly stopped before turning off the runway is some work that starts back before final.
The model looks great and includes the clam-shell doors around the nose open with the "/' key (otherwise used for spoilers) and two ramps extend down to the surface. (NO, don't arm the spoilers for activation on touchdown!)