FSNavigator aircraft setting guidelines

[RAF_Quantum]

Hi Guys,

DaveB has posted elsewhere the settings he uses in FSNavigator for the different aircraft types that he flies. These are a good place to start and can be fine tuned as required to account for your own individual 'style' of operating. As always, these are for guidance and you should always make your own fuel calculations to ensure that you have sufficient fuel and reserves for your flights.

Airspeed Ambassador
Cruise: 170kts
Climb: 150kts
T/D: 120kts
Alt: 15,000ft
Rate: Cli-1000 Des-1000
F/F: Cse 495kgh - Clb 1000kgh - Des 90kgh

Dh106 Comet4B
Cruise: 300kts
Climb: 220kts
T/D: 125kts
Alt: 25,000ft
Rate: Cli-1500 Des-1500
F/F: Cse 5200kgh - Clb 7200kgh - Des 5100kgh

DC3
Cruise: 140kts
Climb: 120kts
T/D: 90kts
Alt: 5000ft
Rate: Cli-900 Dec-900
F/F: Cse 255kgh - Clb 350kgh - Des 100kgh

Dh104 Dove
Cruise: 160kts
Climb: 90kts
T/D: 75kts
Alt: 5000ft
Rate: Cli 800 - Des 800
F/F: Cse 120kgh - Clb 180kgh - Des 60kgh

HS 748
Cruise: 190kts
Climb: 170kts
T/D: 120kts
Alt: 9000ft
Rate: Cli 1000 - Des 1000
F/F: Cse 828 - Clb 905 - Des 560

Dh89 Rapide
Cruise: 110kts
Climb: 90kts
T/D: 70kts
Alt: 1500ft
Rate: Cli 500 - Des 500
F/F (Gallons): Cse 21gph - Cli 25gph - Des 14gph


HS121 Trident3
Cruise: 320kts
Climb: 245kts
T/D: 140kts
Alt: 32000ft
Rate: Cli 1800 - Des 1800
F/F: Cse 4500kgh - Cli 6500kgh - Des 2600kgh

Vickers VC9 Vanguard
Cruise: 258kts
Climb: 180kts
T/D: 125kts
Alt: 15000ft
Rate: Cli 1200 - Des 1000
F/F: Cse 2600kgh - Cli 3600kgh - Des 1200kgh

Vickers VC1 Viking
Cruise: 164kts
Climb: 140kts
T/D: 120kts
Alt: 8000ft
Rate: Cli 1000 - Des 1000
F/F: Cse 300kgh - Cli 334kgh - Des 90kgh

Vickers VC8 Viscount
Cruise: 214kts
Climb: 180kts
T/D: 120kts
Alt: 14000ft
Rate: Cli 1500 - Des 1500
F/F: Cse 1490kgh - Cli 1590kgh - Des 750kgh

[VA Herald]
withoutash=1
climbspeed=170
climbfuel=905
climbrate=1000
cruisespeed=192
cruisefuel=815
cruisealtitude=9000
descentspeed=120
descentfuel=520
descentrate=1000
fuelmeasure=2
revision=3

[VA 747-136 FL340]
withoutash=0
climbspeed=270
climbfuel=15000
climbrate=1400
cruisespeed=290
cruisefuel=5600
cruisealtitude=34000
descentspeed=160
descentfuel=3600
descentrate=1600
fuelmeasure=2
revision=3

[VA 747-136 FL340LR]
withoutash=0
climbspeed=270
climbfuel=17000
climbrate=1400
cruisespeed=290
cruisefuel=5700
cruisealtitude=34000
descentspeed=160
descentfuel=3600
descentrate=1600
fuelmeasure=2
revision=3

[VA DC10-30 FL320 CLS]
withoutash=0
climbspeed=260
climbfuel=14500
climbrate=1800
cruisespeed=280
cruisefuel=7600
cruisealtitude=32000
descentspeed=150
descentfuel=3400
descentrate=1500
fuelmeasure=2
revision=3

[VA Boeing 707]
withoutash=0
climbspeed=310
climbfuel=9000
climbrate=1800
cruisespeed=340
cruisefuel=5718
cruisealtitude=29000
descentspeed=140
descentfuel=2000
descentrate=1600
fuelmeasure=2
revision=3

[VA Boeing 707 Conway]
withoutash=0
climbspeed=310
climbfuel=9000
climbrate=1800
cruisespeed=340
cruisefuel=6700
cruisealtitude=29000
descentspeed=140
descentfuel=2100
descentrate=1600
fuelmeasure=2
revision=3

[VA Halifax/Halton FL100]
withoutash=1
climbspeed=140
climbfuel=1000
climbrate=600
cruisespeed=151
cruisefuel=716
cruisealtitude=10000
descentspeed=90
descentfuel=450
descentrate=900
fuelmeasure=2
revision=3
[VA Halton FL75]
withoutash=1
climbspeed=140
climbfuel=1000
climbrate=500
cruisespeed=151
cruisefuel=650
cruisealtitude=7500
descentspeed=90
descentfuel=450
descentrate=900
fuelmeasure=2
revision=3
[VA Halton 15000]
withoutash=1
climbspeed=140
climbfuel=1000
climbrate=600
cruisespeed=151
cruisefuel=687
cruisealtitude=15000
descentspeed=100
descentfuel=400
descentrate=900
fuelmeasure=2
revision=3

There you go. All figures provided to be used at users risk and are not meant to be the defacto for the aircraft listed. They're a basic guide only and are subject to all the usual outside influences such as weight e t c. Have fun and don't run out of gas

ATB

DaveB :tab:

Rgds

John

[ferryman]

If a non-member of the VA may be permitted a comment:-

900fpm climb/descent in a DC-3 is quite possible, however I doubt whether your stewardess will be able to hand out the butterscotch fast enough to prevent ear problems among the passengers. Usual airline practise was +/500fpm (750 if you really, really need it), but BOAC was in 1947 instructing Dakota pilots carry passengers on the Middle East routes to limit climb/descent rates to 250fpm (not sure whether this was for passenger comfort or because of "war-weary" engines). BOAC Dakotas tended to cruise at 7000' or lower, but I flew to Norway in a Fred Olsen Air Transport Dakota at 9000' outbound, 8000' return.

JohnL

[DaveB]

Hi Ferryman

Point taken. 900fpm is a compromise for FSNav mate and not intended to be RW friendly If you're idle (as I can be at times) and let FSNav bring you in all the way to finals, I found that 500fpm had me far too low. Adjusting this up to 900fpm stopped the hedge trimming plus gave me a decent view of the airfield. Note also that I only ever take her up to around 5000ft so a 900fpm descent shouldn't have folk reaching for the eardrops (though it may rattle the bone china)

Tks for your comment and much appreciated

ATB

DaveB :tab:

[Tomb]

downloaded the Halton, to be honest i would need a better panel before i flew this, when i get some enthusiasm i will have to transplant one of the panels from one of the 4 engine propliners i have.

the documentation seems to refer to panel(s) not prensent in the download (alpha halifax/halton)

[DaveB]

Hi Bob..

There's little difference between this and the Alpha panel.. the bitmaps are almost identical. Paul Edwards added more gauges.. gauges that Alpha left off the original 2D and are only visible in VC mode and dragged the engineers panel off either the York or Lancastrian. It's simple and functional and pretty much how the original looked. Don't forget it was a WWII bomber with a cargo pannier added and a few seats for passengers.. not a luxury, purpose built airliner ;-) BOAC took delivery of the first aircraft in '45 and by '51.. they'd been retired by every airline that had operated them. All this is irrelevant of course if you don't like the panel even though that is what a Halton/Halifax looked like. It is for the same reason that I rarely fly anything 'Douglas' as I hate being up front in one ;-)

ATB

DaveB :tab: