C-27J Spartan

[warchild]

Right here please

on its way Tim.. please let me know what you experience..
Thanks
Pam

[CG_1976]

Got it. Thank you and currently in 45 minutes testing.
x
The ITT rate is hovering around 720 with a indicated speed 320 no engine blow outs or fires. That is a major plus improvement on 1.2. Handleing is excellent in touch and go's in Canada's Arctic short strips ie Hall CYUX and CYGT with AS2012 throwing a snow fest lol. Able to do high degree angle rapid turns and sharp landings. Brakes need a adjusting for tightening so far Ive detected. Next up a a feisty high speed rapid stop low Cat 3 landing YFB. no crazy s-turns with wx engine AS2012 and REX.

[warchild]

excellent..
ok then, heres the plan.. I will make this available to those that ask for it ( 1.3 fde ). It is not perfect, it is not final, it's not a lot of things. But it is better than whats come previously. Then, as you folks let us know about problems your seeing, I will go in and fix those problems and keep it updated until Iris releases the 1.2.2 update..
Admittedly, with less than 24 hours invested in creating it, this is not my greatest masterpiece.. But it will help...
If anyone wants it, pm me with your email addy and i'll send it right out..
Pam

[doublecool]

Pam,

Thank you for your commitment and continued work on this bird...

I would like an air file Please

[warchild]

Pam,

Thank you for your commitment and continued work on this bird...

I would like an air file Please

Thanks doublecool.. just send me a pm with your email addy and it'll be on its way..

[ST0RM]

...the lights are 3D models and part of the original mesh.. They have been noted before and its been recommended to set the plane up with A2A's 3D lights...

Might you have the parameters for the landing and taxi lights? I guess the location on the model so I can set mine up.

Thanks again!

-Jeff

[warchild]

I dont at this time. I suspect that since the lights are all part of the opriginal mesh, that theyve been modeled into their correct positions, but, if your considering adding 3D lights Redux I'll dig out the schematics and be able to give you at least ball park locations within a couple days..

[RCAF_Gunner]

Thanks for continuing to work on this Pam. I'd like to try your latest FDE files so I'll send you a PM.

While "googling" around for performance specs on the C-27J I've come across two sets of maximum speed numbers:

- max cruise speed: 325 KTAS (602 km/h)
- max cruise speed: 315 KTAS @ MTOW (which I'm presuming to mean "maximum take-off weight")

but I haven't been able to find an associated altitude reference for either of those figures. (I'm used to seeing a related altitude for a given spec such as "at sea level" or "at XX,XXX ft ASL".)

So I have a couple of questions:

- when the reference is "cruise speed" does that mean at some specific/reduced throttle setting (such as N1 @ 90%) as opposed to using full throttle (which you'd think would have a time limitation on use)? I'm more of a piston prop person so not that familiar with turbo prop management. For instance, I find it really odd N2 is generally above 100% once you have gained some altitude in the C-27.

- what altitude should those speeds be achieved at? (I've been testing against 25,000 and 30,000 which are both listed as ceilings depending on the source.)

Thanks,
Rick

[warchild]

Hi Gunner...
Yes, cruise speed is a reduced speed wherein you are able to achieve the greatest amount of range. On the C-27J that speed is 350 mph or 324 knots. For a plane with this weight and power with a cieling of 35000 feet, a good "working" altitude is around 19000 feet, although the plane will cruise at sea level just as well as it does above 15000.

As too why N2 is always at 100%, I dont really have an answer, however, there are some good discussions of jet turbine operation and theory on the web, specifically

http://www.airliners.net/aviation-fo...d.main/166437/

and

http://www.b737.org.uk/powerplant.htm

As you will see in these conversations, 100% rpm is defined as the designed rpm. Quite freaquently a spool can rotate faster than 100% which is usually reserved for emergency use or in the case of the space shuttle for take off ( at 109% ).

The biggest thing here is remembering that you have a jet engine thats driving the propeller instead of a piston engine. The Jets thrust is used to turn a shaft which connects to the reduction gear, which in turn connects to the propeller. The constant speed of the propeller is maintained by a set of gears and clutches that constantly change as the power output of the plane changes, and adjust the pitch of the prop accordingly. ( i hope ive got that right. its a very confusing area ).
The other big thing to remember, is that flight simulator has "never" modeled turbo props correctly. There are others here with far more knowledge than I that could tell you why much better than i can.

[warchild]

ok.. I've gotten some requests for the 1.3 fde fulfilled now and have gotten some feedback on them.. As I said earlier, 1.3 is a stepping stone. More of a beginning point actually. It will allow you to enjoy the aircraft while I make repairs based on your feedback.

Two things to keep in mind when flying the bird at this moment..
she only has 880 sq feet of wing space. and gods only know which profile is being used in there to define lift, so presently she will climb more slowly than she did previously, and moreso than she will in the not too distant future ( hopefully by the end of this week: heh, new years, new bird. I like that idea ).
The second thing is altitude. As you all know quite well, above 14000 feet or so, air pressure begins to drop dramatically. By the time you reach 20000 theres not enough air outside to even breathe. Old superchared and turbocharged engines made up for this using the supercharger to compress what air was available before feeding it to the engines intake so that the manifold pressure always remained correct to sea level values.
Modern jets dont have a supercharger, in a sense, they're one giant one all on their own. This makes them susceptible to the same issues that a normal gas engine would have. The trick is to change the N1 rate to allow for a greater volume of air to be delivered to the engine. Normally, the FADEC handles that without anyones intervention, but the fact that the c-27 currently is not doing that leads me to suspect that something else is wrong and I think i know where to start looking, so i'll be working on that as well..
Stay tuned..
Pam

PPS.. I litterally just woke up and havent had coffee yet, so if i dont make snse its because i'm still too goofy brained to do so.. please bear with me..

[Bone]

The N2 (or the gas generator section, also called Ng) will operate at 100% in a turbo prop (or close to it, depending on the make and model) even with a reduced torque setting, so power will be instantly available when you increase the torque setting. Turbo props are known for having almost instant power increases, and they do it by virtue of little or no spool up time in the N2/Ng section....because it's already spooled up, some at 100% and some not.

Each engine type has it's own parameters on this theme. I have 6288 hours on turbo prop equipment, spread between the EMB-110 Bandeirante, EMB-120 Brasilia, and ATR-72, and each type operated differently.

[RCAF_Gunner]

Cool! Thanks for the answers/info Pam. I think I finally found the altitude reference for one of the quoted maximum speed ratings:

"For high-speed transit LMATTS projects a maximum true airspeed of 315kt for a 29,000kg gross-weight aircraft (95% MTOW) at 16,000ft on a standard day."

in this internet article: http://www.flightglobal.com/news/art...easure-186528/

Cheers,
Rick

[Bone]

I'm thoroughly enjoying this model, but somehow I ended up with the Single Pilot version. Lol.

[warchild]

Bone.. left cick on the gust brake in front of the throttle levers. that'll bring up an option kneeboard that allows you to add or remove seve3ral things including crew,, to close it right click on the gust brake..

[Bone]

Thanks Pam, I'll do that when I try out your new FDE.