Post by Randy_Cain on Aug 21, 2008 6:31:02 GMT -5
NEW Flight Dynamics and Handling Notes
Martin M-130 Flight Dynamics Update
by FSAviator
With Jens' agreement I have produced an FS9 enhanced realism pack for his Martin M-130 'China Clipper' release. The realism update is VC only with adjusted eyepoint and eyeline. It now has a pre war U.S. Army Aviation Section Signal Corps Receiver in place of the post war two needle RMI. The realism update may or may not work in FSX. I do not support use of FSX. If using FSX you should at least follow the instructions in the FSX Simulation Interface Mini-Tutorial at www.calclassic.com/propliner_tutorial_fsx.htm
You must first download the Martin M-130 by Jens Kristensen, if you don't already have it installed. You can obtain it at www.calclassic.com/m130.htm Install it according to his instructions. If you do not have FS installed in the default location, when you press the Browse button find your FS/aircraft folder instead of the default location listed in the License text file.
After installation of this flight dynamics update package you will have the option of flying with the original engines driving two position screws or the replacement engines driving constant speed screws. The installation process requires care. After you unzip the M-130-realism.zip you will have a several files and a folder called 1935.
Installation then has five further steps;
1) Rename the original aircraft.cfg to aircraft.old. Move the supplied aircraft.cfg into the original folder.
2) Copy the supplied FSA_realism_pack.txt, M-130.air, M-130_ref.txt, and M-130_ref.htm files into the same folder.
3) Rename the original panel.cfg to panel.old and then move the supplied panel.cfg into the original panel folder.
4) Make a copy of the entire JBK Martin 130 folder, paste it into your aircraft folder, and rename it JBK Martin 130 - 1935.
5) Move the four files inside the 1935 folder into that new folder allowing them to overwrite any of the files you copied in steps 1 and 2.
You now have two versions of the M-130. One has the original A series Twin Wasp engines driving two position (c/p) screws as delivered to PAA in 1935 and the other has the replacement B series engines driving constant speed (c/s) screws installed in 1937. Each has its own set of handling notes. Due the limitations of MSFS controllable pitch screw code has to be loaded afresh each time it is used. It is not possible to land the early version with c/p screws and take off again without reloading the aircraft before the next take off. Going to the Select Aircraft menu and reloading the 1935 version by clicking OK will do the trick. You can also use the Reload Aircraft command if you assign a keystroke to it in the Options/Controls/Assignments menu (an example would be Ctrl-Shift-P). If these techniques don't work for you, switching to the 1937 version and then reloading the 1935 version will always force the proper reloading.
Familiarity with Part 2A of the 2008 Propliner Tutorial explaining vintage era en route navigation procedures is assumed. It is essential that you take off and land in daylight so you will be cruise climbing throughout the night. The original 1935 engine configuration is the most interesting and most demanding to operate. The usual line by line handling notes are more or less self explanatory. Use the trim wheel tooltip to trim for take off. Jens did a good job with the virtual cockpit and so it is easy to switch seats (CTRL + SHIFT + RETURN or BACKSPACE) to experience both eyepoints and eyelines at will.
The original boats (1935 engines) depart with the screws locked in fine pitch to promote high RPM. After we unstick we make sure we do not exceed 100 KIAS before reaching 200 feet ASL. At 200 feet we level off and accelerate in full throttle to 100 KIAS. The Flight Engineer in the Engineer's cabin will then move and lock the screws to coarse pitch in preparation for the cruise climb. We will see RPM drop by up to 400 RPM as the screws bite more deeply into the thick air. At first there may be some reduction in thrust so we must prevent the boat from sinking, and whilst still maintaining 200 feet ASL we accelerate to 115 KIAS. As soon as we have achieved 115 KIAS at 200 ASL we throttle back to cruise climb MAP which is 29 inches (max).
********************************
Take Off:
MIXTURE = AUTO in realism screen
CARB HEAT = COLD
COWL FLAPS = 4 degrees
TRIM + 4 degrees
CALL for FINE PITCH
CALL for TOGA POWER (4 x 900hp)
Slowly apply FULL THROTTLE
ROTATE at 80 KIAS (@ 51000lbs)
Establish positive rate of climb
CLIMB = 200 feet ASL <= 100 KIAS
ENGINEER SELECTS COURSE PITCH
Note RPM DECREASE @ 100 KIAS
= 200 ASL ACCELERATE = 115 KIAS
Begin CRUISE CLIMB (@ 75% METO)
*********************************
Thereafter we just trim for 115 KIAS and sustain for almost twenty hours until we join the circuit pattern to land at destination (see 2008 PT Part 7). If we ever attain FL120 we must level off as the boat is not pressurised. As we climb we trickle advance the throttles to sustain a maximum of 29 inches MAP (75% METO power). Approaching FL120 even full throttle may not deliver 29 inches and we may never reach FL120. We must sustain 115 KIAS regardless of the rate of climb that delivers. We will spend the entire night cruise climbing at 115 KIAS regardless. It is the altitude we achieve by the time that dawn breaks that varies with the weather.
***************************************
Cruise Climb: (75% METO = 625hp x 4)
COWL FLAPS = 2 degrees
MAP = 29 (max)
Cruise / Climb = 115 KIAS
Plan 1200 PPH
WHEN weight = 39,000lbs and nil wind
Begin LIGHT CRUISE CLIMB (@ 60% METO)
****************************************
We will normally depart at 51,000lbs. About ten hours later we will be down to 39,000lbs. Regardless of the level achieved, if we have no significant headwind (see 2008 PT), we reduce to light weight cruise climb power (60% METO). We continue to maintain 115 KIAS, either in cruise climb or in cruise at FL120. If we ever reach FL120 we must still sustain our target profile drag of 115 KIAS, by trickle reducing MAP.
******************************************
Light Cruise Climb: (60% METO = 500hp x 4)
Use < 39000lbs
Use only with no significant headwind
COWL FLAPS = Closed
MAP = 25 (max)
Cruise / Climb = 115 KIAS
Plan 1000 PPH
Note: Yields 136 KTAS @ FL120 @ 39000lbs
*****************************************
Any route is planned at 136 KTAS with a planned burn of 1000 PPH. The default fuel load in MSFS is 21,000lbs which was the minimum Pratt & Whitney recommended for any long haul with either A or B series engines. Maximum fuel for propaganda flights was significantly more.
If we meet significant headwinds less than half way to destination (by the clock, not the chart), we must turn back, but we keep cruise climbing, now with a tailwind as we return to point of departure. If we first encounter significant headwinds beyond the point of no return we must descend to less than 500 ASL and apply 29 inches to battle the headwind.
If we ever reach FL120 TOD will be 24 minutes before destination. We will usually have terminal guidance using the Signal Corps Receiver by then, but we will use the RDF=GPS plot until we do. After TOD we gradually reduce MAP to not less than 19 inches whilst still sustaining 115 KIAS in descent.
**********************************
Descent:
DO NOT EXCEED Vno = 150 KIAS
COWLS = CLOSED
REDUCE MAP <= 3 inches per minute
115 KIAS
See CARB HEAT below
*****************************
If you are not familiar with pilot interpreted goniometers, (see 2008 PT parts 3 and 4), download the Savoia Marchetti S.73 V2 package from Avsim and work through the supplied training exercises for Oostende. The Martin may be used in place of the Savoia during those exercises. After locating Oostende in poor visibility using the Signal Corps receiver use the pioneer era navigation techniques described in the 2008 PT part 2A to locate Antwerp and land just outside Antwerp harbour. After flying the Savoia package Oostende training exercise use the Signal Corps Receiver in the Martin to fly the BIG SQUAW approach to the aquadrome at Greenville which is specified as a Grumman Goose training exercise in Part 4 of the 2008 PT. Start with good weather in both cases and work towards worse visibility and lower cloud bases as you improve your personal weather minima. The Martin makes a nice slow instrument platform which gives you plenty of time to think. If you have never learned to use the Sperry AP properly the Martin is also a good training platform for that task, although the Martin is so stable that the AP is only really needed in turbulence.
In the M-130 we sustain 115 KIAS from 200 feet upwards and until we have identified the landing lanes at destination. Then we begin reduction to 80 KIAS which must be achieved no later than downwind abeam our touchdown point. We aim to touch down at 70 KIAS. The Martin is unresponsive, especially in roll. It is a giant pendulum with four added mass balances. However, despite its very poor rate of roll it exhibits an excellent rate of turn, provided IAS is restrained to 80 KIAS for manoeuvering. Learn to use the Sperry AP and watch how easily it rolls and turns the boat at 80 KIAS. It does not cheat. 25 degrees of bank delivers an excellent turn rate at 80 KIAS in any aeroplane. The Martin can fly much smaller circuits than classic era propliners and is compatible with low performance 1000 QFE circuits. However vintage aircraft require lots of rudder to co-ordinate their turns. It is essential to centre the slip ball.
Learn to judge your approach as explained in Part 7 of the 2008 PT. To test your skill fly the pattern until you can touch down a hundred yards short of a bridge without worrying about the proximity of the bridge. Use the bridge to 'fix' your touchdown zone as you fly the pattern and plan accordingly. This is a very simple 'low tech' aeroplane. It is nice and slow. It is simpler than a DC-2 and gives you more time to think ahead. It predates the DC-3. From 1935 to 1937 you don't even have screw controls to operate.
My FD and handling notes for the Martins after they were re-engined in 1937 reflect the fact that weight was increased by less than 2%, but power increased by nearly 15%. It made a huge difference to cruise climb rate and some difference to the ability to survive unexpected headwinds in the second half of the flight, but it made no difference to the target profile drag, which remains 115 KIAS for 99% of every flight. We will however be higher, in thinner air, at every stage of the flight, achieving a higher velocity (KTAS) as we peg the profile drag (KIAS) at the same value. In most weather conditions the re-engined boats can achieve FL120 in an hour or so. Higher MAP values are used. Reduction to low weight power is mandatory at 42,000 pounds, (if no significant headwind), but we must peg the drag at 115 KIAS by trickle reducing first RPM (to 1850), and then MAP, after reaching FL120 anyway. When flying the updated boats we can reduce to light weight cruise power sooner and we must pay careful attention to RPM to derive maximum benefit from the brand new constant speed screw technology. Not only are the replacement B series engines nearly 15% more powerful, the constant speed screws are, (on average), several per cent more efficient at converting that power to thrust.
There is no one to calculate or provide the regional QNH in mid ocean so we will be using flight levels over the ocean (set 29.92 inches). We obtain and set destination QNH at TOD. Both engines require two degrees of cowl opening when operating in cruise climb power (75% METO). The cowls can be closed only at 60% METO. 100% METO is only relevant if we suffer engine failure or need to go around. In the early boats with A series engines and two pitch screws we will be lucky to survive an engine failure, but with B series engines and constant speed screws we can cruise climb after losing an engine at max gross. The new engines made a big difference, but we must manage RPM with care once we have constant speed screws. As delivered these vintage boats had very marginal performance.
Remember these boats have no de-icing capability. Do not attempt to operate them at high latitudes. These boats belong only in the tropics.
I suggest non aircrew fly the 2008 PT training exercises before attempting the approximated vintage era approach to San Francisco that follows.
Use the *advanced* user defined weather menu to create 5 miles visibility and an overcast of *stratus* from 900 to 1900 QNH.
Use RDF = GPS to navigate to a position roughly 35 miles west of KSFO. Tune the SF NDB on 379.0 Kcs. Once the Signal Corps Receiver is providing heading guidance to the SF head towards the SF and begin descent to 3000 QNH at 700 VSI. Gradually reduce to 19 inces MAP, allow IAS to vary.
Once level at 3000 QNH increase MAP to maintain 115 KIAS. On reaching the SF turn *left* at Rate 1 to heading 110.
On achieving heading 110 maintain for four minutes then tear drop turn left (at Rate 1) to heading 280 inbound to the SF and then use the SCR to locate the SF.
When on course to the SF descend to 1700 QNH at 700 VSI.
As you cross the SF fly heading 280 and descend to 850 QNH at 700 VSI. Begin searching for the lights of San Francisco airport.
On reaching 850 QNH maintain altitude and overfly the airport. From there locate the circuit pattern for your landing lanes by reference to the passing scenery and maintain 850 QNH until turning base leg for your landing lane.
Use the same weather to practice arrivals and approaches to Honolulu. Inbound to Honolulu from the east tune the HN on 242 Kcs. When the SCR provides heading guidance descend to cross the HN at 5300 QNH.
On crossing the HN fly heading 270 for three munutes whilst descending at 700 VSI to 3600 QNH.
After three minutes fly a Rate 1 tear drop turn to heading 080 and continue descending to 2000 QNH at 700 VSI in the turn. Use the SCR to locate the HN.
Cross the HN at 2000 QNH then fly heading 080 and descend to 850 QNH at 700 VSI whilst searching for the lights of Honolulu airport. Overfly the airport at 850 QNH and position into the pattern for the hydroplane landing lanes at 850 QNH. The modern landing lanes are parallel to 22L.
Don't rush anything and these realistic arrival and approach procedures will be fairly easy to fly in the M-130.
FSAviator August 2008.
It can be downloaded from my M-130 page, or here:
www.calclassic.com/files/M-130-Realism.zip
Enjoy,
Martin M-130 Flight Dynamics Update
by FSAviator
With Jens' agreement I have produced an FS9 enhanced realism pack for his Martin M-130 'China Clipper' release. The realism update is VC only with adjusted eyepoint and eyeline. It now has a pre war U.S. Army Aviation Section Signal Corps Receiver in place of the post war two needle RMI. The realism update may or may not work in FSX. I do not support use of FSX. If using FSX you should at least follow the instructions in the FSX Simulation Interface Mini-Tutorial at www.calclassic.com/propliner_tutorial_fsx.htm
You must first download the Martin M-130 by Jens Kristensen, if you don't already have it installed. You can obtain it at www.calclassic.com/m130.htm Install it according to his instructions. If you do not have FS installed in the default location, when you press the Browse button find your FS/aircraft folder instead of the default location listed in the License text file.
After installation of this flight dynamics update package you will have the option of flying with the original engines driving two position screws or the replacement engines driving constant speed screws. The installation process requires care. After you unzip the M-130-realism.zip you will have a several files and a folder called 1935.
Installation then has five further steps;
1) Rename the original aircraft.cfg to aircraft.old. Move the supplied aircraft.cfg into the original folder.
2) Copy the supplied FSA_realism_pack.txt, M-130.air, M-130_ref.txt, and M-130_ref.htm files into the same folder.
3) Rename the original panel.cfg to panel.old and then move the supplied panel.cfg into the original panel folder.
4) Make a copy of the entire JBK Martin 130 folder, paste it into your aircraft folder, and rename it JBK Martin 130 - 1935.
5) Move the four files inside the 1935 folder into that new folder allowing them to overwrite any of the files you copied in steps 1 and 2.
You now have two versions of the M-130. One has the original A series Twin Wasp engines driving two position (c/p) screws as delivered to PAA in 1935 and the other has the replacement B series engines driving constant speed (c/s) screws installed in 1937. Each has its own set of handling notes. Due the limitations of MSFS controllable pitch screw code has to be loaded afresh each time it is used. It is not possible to land the early version with c/p screws and take off again without reloading the aircraft before the next take off. Going to the Select Aircraft menu and reloading the 1935 version by clicking OK will do the trick. You can also use the Reload Aircraft command if you assign a keystroke to it in the Options/Controls/Assignments menu (an example would be Ctrl-Shift-P). If these techniques don't work for you, switching to the 1937 version and then reloading the 1935 version will always force the proper reloading.
Familiarity with Part 2A of the 2008 Propliner Tutorial explaining vintage era en route navigation procedures is assumed. It is essential that you take off and land in daylight so you will be cruise climbing throughout the night. The original 1935 engine configuration is the most interesting and most demanding to operate. The usual line by line handling notes are more or less self explanatory. Use the trim wheel tooltip to trim for take off. Jens did a good job with the virtual cockpit and so it is easy to switch seats (CTRL + SHIFT + RETURN or BACKSPACE) to experience both eyepoints and eyelines at will.
The original boats (1935 engines) depart with the screws locked in fine pitch to promote high RPM. After we unstick we make sure we do not exceed 100 KIAS before reaching 200 feet ASL. At 200 feet we level off and accelerate in full throttle to 100 KIAS. The Flight Engineer in the Engineer's cabin will then move and lock the screws to coarse pitch in preparation for the cruise climb. We will see RPM drop by up to 400 RPM as the screws bite more deeply into the thick air. At first there may be some reduction in thrust so we must prevent the boat from sinking, and whilst still maintaining 200 feet ASL we accelerate to 115 KIAS. As soon as we have achieved 115 KIAS at 200 ASL we throttle back to cruise climb MAP which is 29 inches (max).
********************************
Take Off:
MIXTURE = AUTO in realism screen
CARB HEAT = COLD
COWL FLAPS = 4 degrees
TRIM + 4 degrees
CALL for FINE PITCH
CALL for TOGA POWER (4 x 900hp)
Slowly apply FULL THROTTLE
ROTATE at 80 KIAS (@ 51000lbs)
Establish positive rate of climb
CLIMB = 200 feet ASL <= 100 KIAS
ENGINEER SELECTS COURSE PITCH
Note RPM DECREASE @ 100 KIAS
= 200 ASL ACCELERATE = 115 KIAS
Begin CRUISE CLIMB (@ 75% METO)
*********************************
Thereafter we just trim for 115 KIAS and sustain for almost twenty hours until we join the circuit pattern to land at destination (see 2008 PT Part 7). If we ever attain FL120 we must level off as the boat is not pressurised. As we climb we trickle advance the throttles to sustain a maximum of 29 inches MAP (75% METO power). Approaching FL120 even full throttle may not deliver 29 inches and we may never reach FL120. We must sustain 115 KIAS regardless of the rate of climb that delivers. We will spend the entire night cruise climbing at 115 KIAS regardless. It is the altitude we achieve by the time that dawn breaks that varies with the weather.
***************************************
Cruise Climb: (75% METO = 625hp x 4)
COWL FLAPS = 2 degrees
MAP = 29 (max)
Cruise / Climb = 115 KIAS
Plan 1200 PPH
WHEN weight = 39,000lbs and nil wind
Begin LIGHT CRUISE CLIMB (@ 60% METO)
****************************************
We will normally depart at 51,000lbs. About ten hours later we will be down to 39,000lbs. Regardless of the level achieved, if we have no significant headwind (see 2008 PT), we reduce to light weight cruise climb power (60% METO). We continue to maintain 115 KIAS, either in cruise climb or in cruise at FL120. If we ever reach FL120 we must still sustain our target profile drag of 115 KIAS, by trickle reducing MAP.
******************************************
Light Cruise Climb: (60% METO = 500hp x 4)
Use < 39000lbs
Use only with no significant headwind
COWL FLAPS = Closed
MAP = 25 (max)
Cruise / Climb = 115 KIAS
Plan 1000 PPH
Note: Yields 136 KTAS @ FL120 @ 39000lbs
*****************************************
Any route is planned at 136 KTAS with a planned burn of 1000 PPH. The default fuel load in MSFS is 21,000lbs which was the minimum Pratt & Whitney recommended for any long haul with either A or B series engines. Maximum fuel for propaganda flights was significantly more.
If we meet significant headwinds less than half way to destination (by the clock, not the chart), we must turn back, but we keep cruise climbing, now with a tailwind as we return to point of departure. If we first encounter significant headwinds beyond the point of no return we must descend to less than 500 ASL and apply 29 inches to battle the headwind.
If we ever reach FL120 TOD will be 24 minutes before destination. We will usually have terminal guidance using the Signal Corps Receiver by then, but we will use the RDF=GPS plot until we do. After TOD we gradually reduce MAP to not less than 19 inches whilst still sustaining 115 KIAS in descent.
**********************************
Descent:
DO NOT EXCEED Vno = 150 KIAS
COWLS = CLOSED
REDUCE MAP <= 3 inches per minute
115 KIAS
See CARB HEAT below
*****************************
If you are not familiar with pilot interpreted goniometers, (see 2008 PT parts 3 and 4), download the Savoia Marchetti S.73 V2 package from Avsim and work through the supplied training exercises for Oostende. The Martin may be used in place of the Savoia during those exercises. After locating Oostende in poor visibility using the Signal Corps receiver use the pioneer era navigation techniques described in the 2008 PT part 2A to locate Antwerp and land just outside Antwerp harbour. After flying the Savoia package Oostende training exercise use the Signal Corps Receiver in the Martin to fly the BIG SQUAW approach to the aquadrome at Greenville which is specified as a Grumman Goose training exercise in Part 4 of the 2008 PT. Start with good weather in both cases and work towards worse visibility and lower cloud bases as you improve your personal weather minima. The Martin makes a nice slow instrument platform which gives you plenty of time to think. If you have never learned to use the Sperry AP properly the Martin is also a good training platform for that task, although the Martin is so stable that the AP is only really needed in turbulence.
In the M-130 we sustain 115 KIAS from 200 feet upwards and until we have identified the landing lanes at destination. Then we begin reduction to 80 KIAS which must be achieved no later than downwind abeam our touchdown point. We aim to touch down at 70 KIAS. The Martin is unresponsive, especially in roll. It is a giant pendulum with four added mass balances. However, despite its very poor rate of roll it exhibits an excellent rate of turn, provided IAS is restrained to 80 KIAS for manoeuvering. Learn to use the Sperry AP and watch how easily it rolls and turns the boat at 80 KIAS. It does not cheat. 25 degrees of bank delivers an excellent turn rate at 80 KIAS in any aeroplane. The Martin can fly much smaller circuits than classic era propliners and is compatible with low performance 1000 QFE circuits. However vintage aircraft require lots of rudder to co-ordinate their turns. It is essential to centre the slip ball.
Learn to judge your approach as explained in Part 7 of the 2008 PT. To test your skill fly the pattern until you can touch down a hundred yards short of a bridge without worrying about the proximity of the bridge. Use the bridge to 'fix' your touchdown zone as you fly the pattern and plan accordingly. This is a very simple 'low tech' aeroplane. It is nice and slow. It is simpler than a DC-2 and gives you more time to think ahead. It predates the DC-3. From 1935 to 1937 you don't even have screw controls to operate.
My FD and handling notes for the Martins after they were re-engined in 1937 reflect the fact that weight was increased by less than 2%, but power increased by nearly 15%. It made a huge difference to cruise climb rate and some difference to the ability to survive unexpected headwinds in the second half of the flight, but it made no difference to the target profile drag, which remains 115 KIAS for 99% of every flight. We will however be higher, in thinner air, at every stage of the flight, achieving a higher velocity (KTAS) as we peg the profile drag (KIAS) at the same value. In most weather conditions the re-engined boats can achieve FL120 in an hour or so. Higher MAP values are used. Reduction to low weight power is mandatory at 42,000 pounds, (if no significant headwind), but we must peg the drag at 115 KIAS by trickle reducing first RPM (to 1850), and then MAP, after reaching FL120 anyway. When flying the updated boats we can reduce to light weight cruise power sooner and we must pay careful attention to RPM to derive maximum benefit from the brand new constant speed screw technology. Not only are the replacement B series engines nearly 15% more powerful, the constant speed screws are, (on average), several per cent more efficient at converting that power to thrust.
There is no one to calculate or provide the regional QNH in mid ocean so we will be using flight levels over the ocean (set 29.92 inches). We obtain and set destination QNH at TOD. Both engines require two degrees of cowl opening when operating in cruise climb power (75% METO). The cowls can be closed only at 60% METO. 100% METO is only relevant if we suffer engine failure or need to go around. In the early boats with A series engines and two pitch screws we will be lucky to survive an engine failure, but with B series engines and constant speed screws we can cruise climb after losing an engine at max gross. The new engines made a big difference, but we must manage RPM with care once we have constant speed screws. As delivered these vintage boats had very marginal performance.
Remember these boats have no de-icing capability. Do not attempt to operate them at high latitudes. These boats belong only in the tropics.
I suggest non aircrew fly the 2008 PT training exercises before attempting the approximated vintage era approach to San Francisco that follows.
Use the *advanced* user defined weather menu to create 5 miles visibility and an overcast of *stratus* from 900 to 1900 QNH.
Use RDF = GPS to navigate to a position roughly 35 miles west of KSFO. Tune the SF NDB on 379.0 Kcs. Once the Signal Corps Receiver is providing heading guidance to the SF head towards the SF and begin descent to 3000 QNH at 700 VSI. Gradually reduce to 19 inces MAP, allow IAS to vary.
Once level at 3000 QNH increase MAP to maintain 115 KIAS. On reaching the SF turn *left* at Rate 1 to heading 110.
On achieving heading 110 maintain for four minutes then tear drop turn left (at Rate 1) to heading 280 inbound to the SF and then use the SCR to locate the SF.
When on course to the SF descend to 1700 QNH at 700 VSI.
As you cross the SF fly heading 280 and descend to 850 QNH at 700 VSI. Begin searching for the lights of San Francisco airport.
On reaching 850 QNH maintain altitude and overfly the airport. From there locate the circuit pattern for your landing lanes by reference to the passing scenery and maintain 850 QNH until turning base leg for your landing lane.
Use the same weather to practice arrivals and approaches to Honolulu. Inbound to Honolulu from the east tune the HN on 242 Kcs. When the SCR provides heading guidance descend to cross the HN at 5300 QNH.
On crossing the HN fly heading 270 for three munutes whilst descending at 700 VSI to 3600 QNH.
After three minutes fly a Rate 1 tear drop turn to heading 080 and continue descending to 2000 QNH at 700 VSI in the turn. Use the SCR to locate the HN.
Cross the HN at 2000 QNH then fly heading 080 and descend to 850 QNH at 700 VSI whilst searching for the lights of Honolulu airport. Overfly the airport at 850 QNH and position into the pattern for the hydroplane landing lanes at 850 QNH. The modern landing lanes are parallel to 22L.
Don't rush anything and these realistic arrival and approach procedures will be fairly easy to fly in the M-130.
FSAviator August 2008.
It can be downloaded from my M-130 page, or here:
www.calclassic.com/files/M-130-Realism.zip
Enjoy,