Post by Tom/CalClassic on Oct 25, 2022 10:35:35 GMT -5
Part of the CalClassic Archive Project
You will need to have read and understood the Propliner Tutorial before using this quick reference while flying.
Quick Reference to FSAviator's 2008 Propliner Flying Tutorial
This Reference by Tom Gibson and FSAviator 4/2008
Before using this quick reference, it is critical that you read and understand all of FSAviator's tutorial. If you do not understand the reasons for these techniques, you will not be flying correctly, just following an unintelligible protocol. Many details required to use this tutorial intelligently are not included here; reading and understanding the full tutorial is thus required.
Flight Planning:
1. Flights with an eastbound course cruise at odd thousands of feet, westbound flights even thousands, (semi circular cruising levels). Minimum en route altitude (MEA) is stated on charts if you can obtain them, else calculate as 1500 ft above any obstacle/terrain within 10 NM of flight plan track, and 1000 ft above any within 25 NM. Use an atlas or whatever else is available. This rule applies to each LEG of the plan, not the entire route. Northbound and southbound flights may need to change altitude more than once to comply during the flight.
2. Since in FS we cannot obtain pre-flight weather reports along our route, plan route fuel plus 15% headwind allowance, plus 45 minute holding and 45 minute diversion reserve, (no allowance then needed for takeoff and climb).
Example:
Fuel for a 2000 NM flight plan route in a DC-6B;
a) Route Fuel: 2000 NM @ 258 KTAS = 7.75 hrs @ 370 USG/hr = 2220 PPH (from Ref File) = 17,210 lbs (rounded up).
b) Headwind reserve = 17210 lbs * 0.15 = 2580 lbs
c) Holding Reserve: 45 min at lowest stated cruise power = 325 USG/hr * 6 lbs/gal * 0.75 hr = 1470 lbs (rounded up)
d) Diversion Reserve: 45 min at econ cruise power = 370 USG/hr * 6 lbs/gal * 0.75 hr = 1670 lbs (rounded up)
e) Final Fuel Load: 17210 lbs + 2580 lbs + 1470 lbs + 1670 lbs = 22,930 lbs of fuel.
If the target cruise TAS is not listed in the Reference File, calculate it by test flying the plane at 50% fuel with econ. power at the highest whole flight level mentioned in the cruise sections of the Reference File. Switch FS to TAS (in the Aircraft/Realism menu) and then use the altimeter (if displaying TAS) to read the TAS exactly. Remember to change back to IAS!
3. For greater accuracy you may recalculate your rotation speed (Vr) for your actual takeoff weight as;
Listed Vr IAS * SQR (actual takeoff weight / listed max takeoff weight). (SQR = square root)
4. For greater accuracy you may recalculate your airfield boundary target speed (Vref) for your actual landing weight as;
Listed Vref IAS * SQR(actual landing weight / listed max landing weight).
5. Planning TOD.
a) Use the arrival plate to determine MSA (or airways transition) for your arrival course at destination.
b) Subtract that value from your intended final cruising altitude. The difference is the initial descent.
c) TOD is (initial descent / 500) minutes before the IAF
Example:
The MSA for your arrival is 4000 feet. Your planned final cruising level is 16000 feet. The initial descent is 12000 feet. TOD is 24 minutes before the IAF.
Use time not distance. The rules apply to all propliners. The distance varies and is irrelevant.
6. Departure Procedures (without radar vectors):
a. If any real departure procedures are available for download study them and implement all restrictions even if they are radar departures. Remember to convert QFE to QNH for use in FS.
ELSE.
b. After take off proceed towards the departure airfield IAF.
c. Use METO power (procedure) until above the altitude at which the approach to the departure airfield begins.
d. Then, only if promulgated, use max climb power until above the relevant MSA at the departure airfield. Else use climb power.
e. If necessary climb to relevant MSA in the holding pattern at the departure IAF.
f. Do not set course to first airways waypoint on the flight plan until above the relevant MSA or airways transition. When you set course reduce to climb power.
7. Arrival Procedures (without radar vectors):
a. Ident all navaids except markers.
b. Underscored altitudes are minimums, overscored maximums.
c. Use airways transitions only if the required navaids existed in the relevant period.
d. On reaching planned TOD descend > 500 VSI to reach and maintain relevant MSA, (or transition), before the IAF. Then reduce <= 170 KIAS before the IAF.
e. To use the AP after the IAF you must slow <= 140 KIAS before the IAF instead.
f. Deploy FLAP 1 as soon as you reduce below IAS for deployment of FLAP 1 stated in the approach section of the reference notes.
g. On reaching the IAF you may descend below MSA (or transition) to the altitude at which the approach commences.
h. If you become VISUAL with the landing runway and ALL relevant 'obstructions' before the IAF then you may descend below MSA (or transition) before the IAF and join the visual circuit, ELSE begin the approach procedure.
i. To determine standard pattern altitude use the *higher* of airfield elevation + 900 ft rounded up or the lowest altitude (not height) in the CAT C CIRCLING- column. HOWEVER - High performance propliner circuit is 500 feet higher.
8. Approach Procedures (without radar vectors)
a. Multi engine propliner non radar weather minima use the CAT C box. Divert if WX below minima.
b. If landing straight in on the instrument runway use the QNH S- minima. This may be forbidden (none shown).
c. If entering the visual circuit to any runway see 7(i) above.
d. Either enter the hold or proceed to procedure turn to provide inbound course guidance.
e. Do not descend until the approach plate allows you to do so. Then descend at any rate you choose to the next underscored altitude.
f. On passing the FAF, (the X on the vertical approach profile), at the mandated altitude descend immediately to maintain minimum descent altitude (MDA). Start looking for the lights of the instrument runway whilst maintaining MDA.
g. On passing the FAF restart your stopwatch. The time to the missed approach point (MAP) is the time listed in the FAF to MAP table. Interpolate your average GROUNDSPEED allowing for headwind or tailwind.
h. If you DONT see the instrument runway lights by the MAP, declare a missed approach and follow the procedure on the approach plate. Then follow the departure procedures above.
i. IF you DO see the lights and the landing runway is the instrument runway and S- minima exist THEN decide whether it is safe to land straight in. ELSE circle to join the visual pattern for the landing runway.
j. To determine pattern altitude use the *higher* of airfield elevation + 900 ft rounded up or the lowest *QNH* value in the CAT C CIRCLING- column. HOWEVER - High performance propliner circuit is 500 feet higher.
9. Normal Flight Profile:
a. Follow the Departure Procedures above and the Reference File instructions for takeoff and initial climb segments. See above for correct (variable) usage of METO and Max Climb (when promulgated).
b. As soon as you cannot maintain > 500 fpm at correct climb IAS in correct climb power, level off at next semi circular cruising level and begin cruise phase in econ cruise power.
c. Wait 3 minutes. If pitch > 4 degrees then increase to next greater cruise power setting. Wait until pitch < 2 degrees. Then reduce to econ cruise power.
d. When pitch eventually reduces to zero (at econ cruise power), step climb 2000 ft to next semi circular level.
e. Repeat steps above as weight reduces, but never exceed certification ceiling, (12,000 feet for unpressurised aircraft else see never exceed value in general section), e.g. for DC-6B never exceed FL230.
f. Propliner descent is typically minus 700 VSI. Target IAS is the final cruise IAS. More is acceptable, but observe Vno and Mno limits in the Reference File. Aim to be a bit below the limits. Observe the 170 KIAS and / or 140 KIAS AP limits whilst continuing to descend at about -700 VSI from the IAF to the runway, (during the approach).
g. You must be below Maximum Landing Weight to commence an approach from the FAF, (check Reference File for MLW).
h. Always follow the Reference File instructions for approach speeds, flap and gear settings, etc.
10. Imported Weather Flight Profile :
Never import weather unless you have the intention of continuously monitoring perceived headwind. Whilst we can import real weather into MSFS we cannot obtain wind forecasts before take off. Proceed as above THEN.
1. Established in the cruise calculate 'perceived' headwind using elapsed time from reporting point to reporting point on your flight plan;
So if a leg (or combination of legs) was planned to take 20 minutes with nil wind but actually took 23 then a 15% headwind is perceived to exist. If the leg(s) were planned for 20 minutes and took 26 a 30% headwind is perceived to exist.
a. Perceived headwind < 15% = maintain current semi circular cruising level
b. Significant headwind => 15% = descend a minimum of 2000 feet
c. Severe headwind => 30% = descend a minimum of 4000 feet
This simulates the typical real life situation of reduced headwinds at lower altitudes. While not typically true in FS due to the limited weather model, it is included in these procedures to increase profile change realism.
If later a leg (or series of legs) planned to take 20 minutes actually take 20 minutes or less then climb 2000 feet. The headwind has become insignificant (or a tailwind).
HOWEVER the above are minimum changes. When we perceive a significant or severe headwind we must also increase power.
11. Imported Weather Cruise Power Profile:
a) If a significant headwind is perceived increase power by one cruise power setting. If the altitude mandated by the procedure above is too high to develop that higher cruise MAP then descend further in steps of 2000 feet until the relevant cruise MAP becomes available.
b) If a severe headwind is perceived apply max cruise power. If the altitude mandated by the procedure above is too high to develop max cruise MAP then descend in further steps of 2000 feet until max cruise MAP becomes available.
c) If / when the headwind ceases to be significant revert to econ cruise power after climbing as in (10) above.
NOTE 1 - A feedback loop may develop. When the headwind abates if after climbing again you re-encounter a significant headwind descend 2000 feet and do not attempt climb again for one hour.
NOTE 2 - Never descend into conflict with terrain. HOWEVER if you cannot apply the power required to battle the headwind due to mountains below you must DIVERT to load more fuel.
12. Planning very short flights:
a. IF MEA exceeds MSA for departure or destination then MINIMUM cruise is first semi circular level above MEA. ELSE min cruise is first semi circular level above the higher MSA.
b. Determine TIME of flight to IAF in MINUTES. MAXIMUM cruise altitude is the first semi circular altitude below;
Higher of departure or arrival MSA (or transition) + flight plan minutes * 167.
Example:
Departure MSA is 2500 feet. Arrival MSA is 3500 feet. Flight plan time to IAF is 30 minutes.
3500 + 30 * 167 = 8500
A 30 minute flight eastbound to this airport has min cruise at 5000 and max at 7000
A 30 minute flight westbound to this airport has min cruise at 4000 and max at 8000.
Because 3000 is always too low and 9000 is always too high. It is always TIME that matters not distance. The rule applies to all propliners. The normal choice is to cruise as high as possible so 7000 eastbound and 8000 westbound by default in this case, but consider icing etc.
13. Landing weight and Landing fuel:
We must always load the correct fuel so we must PLAN our landing weight by restricting payload. Remember we plan to land with all the holding + diversion + headwind reserve fuel still aboard. If you intend to vary the default payload you must calculate accordingly.
However little route fuel is required for a short haul flight
Max payload = Max landing weight - diversion fuel - holding fuel - headwind reserve - crew weight.
On a short haul flight payload is always restricted by MLW not MTOW.
If we arrive at the IAF over MLW, because we did not restrict payload correctly we must continue to hold, (or if our aircraft has dump valves, we can dump the excess fuel using the Aircraft/Fuel-Payload menu). We will be downgraded to co-pilot until we learn how to plan the correct payload versus fuel for each trip!
Fuel present in a propliner after landing at destination should not exceed;
holding fuel + diversion fuel + 100 lbs per engine per elapsed hour
and unless the aircraft held or diverted should be not less than;
holding fuel + diversion fuel
Enjoy your flight!
Tom Gibson
You will need to have read and understood the Propliner Tutorial before using this quick reference while flying.
Quick Reference to FSAviator's 2008 Propliner Flying Tutorial
This Reference by Tom Gibson and FSAviator 4/2008
Before using this quick reference, it is critical that you read and understand all of FSAviator's tutorial. If you do not understand the reasons for these techniques, you will not be flying correctly, just following an unintelligible protocol. Many details required to use this tutorial intelligently are not included here; reading and understanding the full tutorial is thus required.
Flight Planning:
1. Flights with an eastbound course cruise at odd thousands of feet, westbound flights even thousands, (semi circular cruising levels). Minimum en route altitude (MEA) is stated on charts if you can obtain them, else calculate as 1500 ft above any obstacle/terrain within 10 NM of flight plan track, and 1000 ft above any within 25 NM. Use an atlas or whatever else is available. This rule applies to each LEG of the plan, not the entire route. Northbound and southbound flights may need to change altitude more than once to comply during the flight.
2. Since in FS we cannot obtain pre-flight weather reports along our route, plan route fuel plus 15% headwind allowance, plus 45 minute holding and 45 minute diversion reserve, (no allowance then needed for takeoff and climb).
Example:
Fuel for a 2000 NM flight plan route in a DC-6B;
a) Route Fuel: 2000 NM @ 258 KTAS = 7.75 hrs @ 370 USG/hr = 2220 PPH (from Ref File) = 17,210 lbs (rounded up).
b) Headwind reserve = 17210 lbs * 0.15 = 2580 lbs
c) Holding Reserve: 45 min at lowest stated cruise power = 325 USG/hr * 6 lbs/gal * 0.75 hr = 1470 lbs (rounded up)
d) Diversion Reserve: 45 min at econ cruise power = 370 USG/hr * 6 lbs/gal * 0.75 hr = 1670 lbs (rounded up)
e) Final Fuel Load: 17210 lbs + 2580 lbs + 1470 lbs + 1670 lbs = 22,930 lbs of fuel.
If the target cruise TAS is not listed in the Reference File, calculate it by test flying the plane at 50% fuel with econ. power at the highest whole flight level mentioned in the cruise sections of the Reference File. Switch FS to TAS (in the Aircraft/Realism menu) and then use the altimeter (if displaying TAS) to read the TAS exactly. Remember to change back to IAS!
3. For greater accuracy you may recalculate your rotation speed (Vr) for your actual takeoff weight as;
Listed Vr IAS * SQR (actual takeoff weight / listed max takeoff weight). (SQR = square root)
4. For greater accuracy you may recalculate your airfield boundary target speed (Vref) for your actual landing weight as;
Listed Vref IAS * SQR(actual landing weight / listed max landing weight).
5. Planning TOD.
a) Use the arrival plate to determine MSA (or airways transition) for your arrival course at destination.
b) Subtract that value from your intended final cruising altitude. The difference is the initial descent.
c) TOD is (initial descent / 500) minutes before the IAF
Example:
The MSA for your arrival is 4000 feet. Your planned final cruising level is 16000 feet. The initial descent is 12000 feet. TOD is 24 minutes before the IAF.
Use time not distance. The rules apply to all propliners. The distance varies and is irrelevant.
6. Departure Procedures (without radar vectors):
a. If any real departure procedures are available for download study them and implement all restrictions even if they are radar departures. Remember to convert QFE to QNH for use in FS.
ELSE.
b. After take off proceed towards the departure airfield IAF.
c. Use METO power (procedure) until above the altitude at which the approach to the departure airfield begins.
d. Then, only if promulgated, use max climb power until above the relevant MSA at the departure airfield. Else use climb power.
e. If necessary climb to relevant MSA in the holding pattern at the departure IAF.
f. Do not set course to first airways waypoint on the flight plan until above the relevant MSA or airways transition. When you set course reduce to climb power.
7. Arrival Procedures (without radar vectors):
a. Ident all navaids except markers.
b. Underscored altitudes are minimums, overscored maximums.
c. Use airways transitions only if the required navaids existed in the relevant period.
d. On reaching planned TOD descend > 500 VSI to reach and maintain relevant MSA, (or transition), before the IAF. Then reduce <= 170 KIAS before the IAF.
e. To use the AP after the IAF you must slow <= 140 KIAS before the IAF instead.
f. Deploy FLAP 1 as soon as you reduce below IAS for deployment of FLAP 1 stated in the approach section of the reference notes.
g. On reaching the IAF you may descend below MSA (or transition) to the altitude at which the approach commences.
h. If you become VISUAL with the landing runway and ALL relevant 'obstructions' before the IAF then you may descend below MSA (or transition) before the IAF and join the visual circuit, ELSE begin the approach procedure.
i. To determine standard pattern altitude use the *higher* of airfield elevation + 900 ft rounded up or the lowest altitude (not height) in the CAT C CIRCLING- column. HOWEVER - High performance propliner circuit is 500 feet higher.
8. Approach Procedures (without radar vectors)
a. Multi engine propliner non radar weather minima use the CAT C box. Divert if WX below minima.
b. If landing straight in on the instrument runway use the QNH S- minima. This may be forbidden (none shown).
c. If entering the visual circuit to any runway see 7(i) above.
d. Either enter the hold or proceed to procedure turn to provide inbound course guidance.
e. Do not descend until the approach plate allows you to do so. Then descend at any rate you choose to the next underscored altitude.
f. On passing the FAF, (the X on the vertical approach profile), at the mandated altitude descend immediately to maintain minimum descent altitude (MDA). Start looking for the lights of the instrument runway whilst maintaining MDA.
g. On passing the FAF restart your stopwatch. The time to the missed approach point (MAP) is the time listed in the FAF to MAP table. Interpolate your average GROUNDSPEED allowing for headwind or tailwind.
h. If you DONT see the instrument runway lights by the MAP, declare a missed approach and follow the procedure on the approach plate. Then follow the departure procedures above.
i. IF you DO see the lights and the landing runway is the instrument runway and S- minima exist THEN decide whether it is safe to land straight in. ELSE circle to join the visual pattern for the landing runway.
j. To determine pattern altitude use the *higher* of airfield elevation + 900 ft rounded up or the lowest *QNH* value in the CAT C CIRCLING- column. HOWEVER - High performance propliner circuit is 500 feet higher.
9. Normal Flight Profile:
a. Follow the Departure Procedures above and the Reference File instructions for takeoff and initial climb segments. See above for correct (variable) usage of METO and Max Climb (when promulgated).
b. As soon as you cannot maintain > 500 fpm at correct climb IAS in correct climb power, level off at next semi circular cruising level and begin cruise phase in econ cruise power.
c. Wait 3 minutes. If pitch > 4 degrees then increase to next greater cruise power setting. Wait until pitch < 2 degrees. Then reduce to econ cruise power.
d. When pitch eventually reduces to zero (at econ cruise power), step climb 2000 ft to next semi circular level.
e. Repeat steps above as weight reduces, but never exceed certification ceiling, (12,000 feet for unpressurised aircraft else see never exceed value in general section), e.g. for DC-6B never exceed FL230.
f. Propliner descent is typically minus 700 VSI. Target IAS is the final cruise IAS. More is acceptable, but observe Vno and Mno limits in the Reference File. Aim to be a bit below the limits. Observe the 170 KIAS and / or 140 KIAS AP limits whilst continuing to descend at about -700 VSI from the IAF to the runway, (during the approach).
g. You must be below Maximum Landing Weight to commence an approach from the FAF, (check Reference File for MLW).
h. Always follow the Reference File instructions for approach speeds, flap and gear settings, etc.
10. Imported Weather Flight Profile :
Never import weather unless you have the intention of continuously monitoring perceived headwind. Whilst we can import real weather into MSFS we cannot obtain wind forecasts before take off. Proceed as above THEN.
1. Established in the cruise calculate 'perceived' headwind using elapsed time from reporting point to reporting point on your flight plan;
So if a leg (or combination of legs) was planned to take 20 minutes with nil wind but actually took 23 then a 15% headwind is perceived to exist. If the leg(s) were planned for 20 minutes and took 26 a 30% headwind is perceived to exist.
a. Perceived headwind < 15% = maintain current semi circular cruising level
b. Significant headwind => 15% = descend a minimum of 2000 feet
c. Severe headwind => 30% = descend a minimum of 4000 feet
This simulates the typical real life situation of reduced headwinds at lower altitudes. While not typically true in FS due to the limited weather model, it is included in these procedures to increase profile change realism.
If later a leg (or series of legs) planned to take 20 minutes actually take 20 minutes or less then climb 2000 feet. The headwind has become insignificant (or a tailwind).
HOWEVER the above are minimum changes. When we perceive a significant or severe headwind we must also increase power.
11. Imported Weather Cruise Power Profile:
a) If a significant headwind is perceived increase power by one cruise power setting. If the altitude mandated by the procedure above is too high to develop that higher cruise MAP then descend further in steps of 2000 feet until the relevant cruise MAP becomes available.
b) If a severe headwind is perceived apply max cruise power. If the altitude mandated by the procedure above is too high to develop max cruise MAP then descend in further steps of 2000 feet until max cruise MAP becomes available.
c) If / when the headwind ceases to be significant revert to econ cruise power after climbing as in (10) above.
NOTE 1 - A feedback loop may develop. When the headwind abates if after climbing again you re-encounter a significant headwind descend 2000 feet and do not attempt climb again for one hour.
NOTE 2 - Never descend into conflict with terrain. HOWEVER if you cannot apply the power required to battle the headwind due to mountains below you must DIVERT to load more fuel.
12. Planning very short flights:
a. IF MEA exceeds MSA for departure or destination then MINIMUM cruise is first semi circular level above MEA. ELSE min cruise is first semi circular level above the higher MSA.
b. Determine TIME of flight to IAF in MINUTES. MAXIMUM cruise altitude is the first semi circular altitude below;
Higher of departure or arrival MSA (or transition) + flight plan minutes * 167.
Example:
Departure MSA is 2500 feet. Arrival MSA is 3500 feet. Flight plan time to IAF is 30 minutes.
3500 + 30 * 167 = 8500
A 30 minute flight eastbound to this airport has min cruise at 5000 and max at 7000
A 30 minute flight westbound to this airport has min cruise at 4000 and max at 8000.
Because 3000 is always too low and 9000 is always too high. It is always TIME that matters not distance. The rule applies to all propliners. The normal choice is to cruise as high as possible so 7000 eastbound and 8000 westbound by default in this case, but consider icing etc.
13. Landing weight and Landing fuel:
We must always load the correct fuel so we must PLAN our landing weight by restricting payload. Remember we plan to land with all the holding + diversion + headwind reserve fuel still aboard. If you intend to vary the default payload you must calculate accordingly.
However little route fuel is required for a short haul flight
Max payload = Max landing weight - diversion fuel - holding fuel - headwind reserve - crew weight.
On a short haul flight payload is always restricted by MLW not MTOW.
If we arrive at the IAF over MLW, because we did not restrict payload correctly we must continue to hold, (or if our aircraft has dump valves, we can dump the excess fuel using the Aircraft/Fuel-Payload menu). We will be downgraded to co-pilot until we learn how to plan the correct payload versus fuel for each trip!
Fuel present in a propliner after landing at destination should not exceed;
holding fuel + diversion fuel + 100 lbs per engine per elapsed hour
and unless the aircraft held or diverted should be not less than;
holding fuel + diversion fuel
Enjoy your flight!
Tom Gibson