Vickers Viking - How to fly it!!!

[stumpy]

Hello Chaps

I was looking around on net and on forums how to fly correctly and realisticaly the Vickers viking and i couldn't find anything .

As an engineer never gives up, i made several flight tests till i found the settings that i found to be the possible true settings for the viking... or near it , and i'm sharing them with you.

TRim setting for take Off -1.0

- Take OFF - 2800 RPM - Boost +7 - Rotate 85mph

After rotating and airborne trim setting +1.0

- METO POWER 2400 RPM - Boost +6

- Climb power 2400RPM - Boost +4 - Trim setting +2.5 that gives around 160mph and 525 Ft/min

- Max cruise 2400RPM - Boost +3 (only at high weight or to battle eadwinds)

- Normal cruise 2000RPM - Boost 0

So... this is it...

If some one had the real setting please share... or if want to try this ones...

Thanks ... fly safe!!!

Luis

[ferryman]

Luis,
I'm pretty sure I've got a Viking handbook at home - will have a look for it this weekend.

[ferryman]

Sorry about the delay (sickness in the family), but the following comes from RAF Pilot's Notes for Viking C2 of the King's Flight:

Warm up:
1000 to 1200rpm until oil temperature is 15C and cylinder head temperatures are 120C.

Magneto checks:
Check magnetos at 30" Boost (0lbs) and with the prop levers fully forward. Single ignition drop should not exceed 50rpm.

Takeoff:
Elevator, rudder and aileron trim NEUTRAL.
Flaps UP.
Open the throttles steadily. In a strong crooswind slight differential use of the throttles may be necessaary until the tail comes up, after which rudder control is very good. At 34000lb the aircraft will fly itself off at 90-95KIAS. At lighter loads it will unstick some 10knots sooner.
Takeoff power is 47.75" MAP (+8.875lbs), 2700rpm (2800rpm is permissable but the propellor setting should limit rpm to 2700). (Cyl 310C, Oil 100C)
When comfortably airborne, brake and retract the wheels.
At all loads, with flaps up, and wheels UP or DOWN, safety speed at full power is 110kts.
When safety speed reached, reduce power to 47.5" Boost (+8.75lbs) and 2400rpm. Switch off Booster pumps.

Climb:
Wheb using full climbing power, 44.5" Boost (+7.25lbs) and 2400rpm, the speed for maximum rate of climb is 117kts. The recommended climbing speed is 130kts, and usually at this speed the temperatures can be kept within limits (Cyl 300C, Oil 90C) with the gills CLOSED.
Full climbing power must not be maintained for more than 60 minutes.

Cruise:
(oddly enough the RAF don't seem to have much info on this. I haven't flown Rick's Viking for far too long, but I think it went pretty comfortably at about 185kias)
Maximum continuous power is 38.5" Boost (+4.25lbs), 2400rpm (Cyl 300C [250C desirable], Oil 80C).
For maximum range the recommended cruise speed is 130kts.

Landing pattern:
Boster pumps ON
Reduce speed to 130kts.
Gear down and locked.
Propellors: 2400rpm
Flaps: 20% down.

Approach:
Speed: 110kts.
Flaps: as required (in strong crosswinds it is recommended that not more than 40 degrees of flap be employed.
Speeds at airfield boundary:
At 32500lbs (MLW):
90-95kts if engine assisted
100kts if flapsless
At 28000lbs:
85-90kts if engine assisted
95kts if flapless

Landing:
Three-point landingsare quite straighforward, but if gusty or cross-wind conditions
prevail wheel landings are more simple.

Mislanding and going around:
At full load with wheels and full flaps down, the aircraft willclimb away comfortably at climbing power - 44.5" Boost (+7.25lbs), 2400rpm. On increasing power, there will be a strong nose-up change of pitch.
Open up to climbing power.
Select flaps and wheels up.
Climb at 110 kts until flaps are at 20%, then increase speed to 130kts.
Retrim, and adjust gills.

When clear of landing area:
Gills and Oil Cooler shutters: OPEN
Flap: UP
Booster pumps: OFF
Propellors: set for maximum RPM

Shutdown:
Idle engines at 800-1000rpm for 1 minute or until engine temps are below 230C, whichever is longer.
Injector cutoff: STOP
When engines have stopped:
Ignition: OFF
Fuel: OFF
Flaps: DOWN
Gills: Leave open until engines are thoroughly cool
ElectricalServices: OFF
Gyros: CAGED
Radios: OFF
Flying controls: LOCKED
Ground/flight switch: GROUND

Flying in turbulent conditions:
Aim to maintain a speedof approximately 145Kts.

Flying limitations:
Spinning, aerobatics, or violent manouevres are prohibited.
Maximum speeds:-
Diving 220kts
Undercarriage down 130kts
Flaps fully down 115kts
Flaps 20% down 130kts
Auto-pilot engaged 220kts

Engine failure on takeoff:
If safety speed has been attained, the aircraft will climb away at 110kts at full load, provided the dead propellor is feathered.
If safety speed has NOt been attained, close the throttle of the good engine at least partly, to prevent loss of control. At light loads, after feathering the dead propellor, and applying trim, it shouldbe possible to gradually open the throttle on the good engine and climb away.

Engine failure in flight:
In temperate conditions at full load, height mcan easily be maintained at about 125kts at 38.5" Boost (+4.25lbs),2400rpm

Single engine landing:
A normalcircuit should be made at 110kts, regardless of which engine has failed. Make an engine-assisted approach.

Going around on one engine:
With wheels down, and 20% flap, it is possible to go around again with safety at all loadings (in temperate conditions) provided that speed does not fall beow 110kts.

Ditching: (forgot to check this but it should be about right)
Engine assisted: 80kts, full flaps.
Glide: (90kts?), 20% flaps.

What sounds are you using? I use the John Hinson/Harry Follas Bristol Hercules sounds from avsim. I

[stumpy]

hiii JOHN...

Thank you very very much for your detailed information.

Your numbers are a little different from mines... but i'm going to print your post and later on i'm going to test fly the viking.

This is absolutely amasing , i never saw a so completed information about the viking anywere... i think rick piper should copy this and paste in a file inside the viking packs.

And also this should be the same for the valetta, because de aircraft are almost the same.

Tonight i'm going to burn lot of virtual high octane Avgas, and tomorrow i'll you something

Cheers... and 1000 thanks

Luis

[stumpy]

Hii john,

About the sound, i used that sound to, but now i'm not using it anymore, i use the one that is on the pack of the bristol B170 superfreighter.

About the panel, i'm using the panel from rick pepper, but full functional, with fuel gauges, autopilot, and a lot of other thing, even a gauge to give differencial power to the engines.

well, if you are interested to try my panel, send-me an Email - [email protected] and will send you the panel.

I cannot upload it to anywere because i have no permission from the authors of the gauges to upload. I only took the gauges and made modifications to suite the Viking best.

Cheers

Luis

[stumpy]

Hiis chaps,

The Viking was fully tested till destruction of the airframe... lolllll.... and the result are spectacular...

The Viking from Rick Piper... was on test... the airframe selected was a viking from Eagle G-AMGI, red colours.

The airport selected for departure was EGCC, with arrival at EGKK.

The aircraft was at MTOW - +-33000lbs

Tha aircraft was started... warmed up... taxied to active... the viking from rick are excelent taxing, at 1400-1600 RPM with MTOW gives 12 knots constant speed... great steering.

At the active and all tests. parking breaks on, tail locked, and displayed my gauge for assymetric thrust if i needed it.

No flaps used for take off. COwl flaps 50%

The engines were acelerated to boost 0, the propellers gave 2800, but retarded to give 2700, then brakes released. It was not possible to go to boost +8,8 because the model only goes to boost +8,4. There was a little of crosswind, so i retarded a little the engine nº 1, with the selecting engine gauge (same as HS748) the aircraft went airborne at 95 kias, same as flight manual...

Gear up at 110, Meto Power... till 130 kias... then climb power.

With the climb power on the manual, it is to much power for climb the aircraft went near 1200 ft/min and 160 kts.

It is not possible in an aircraft not pressurized with passangers, they will make a law suit against the airline for damaging their hear drums, so... the maximum aceptable is 500 to 700 ft /min maximum.

To get the 130 kias and 550 ft /min it is achieved but Boost +4 @ 2400 rpm with tri setting 2.5º.

It climbs all the way to cruise level at FL090...

Best cruising around boost +3... with 180 kias... and a 233 KTAS... not bad....this viking is really fast.

then to land i had to open aircraft fuel editor and remove fuel from the tanks to make the minimum landing weight... near 32500... i made 31900lbs.

Well, i decelerated to 130kts, decended flap 1 knotch... ILS AProach... when on glidslope 110kts... flap 2 knotches, the decend was perfect on very short final a little of assymetric thrust because of crosswinds... perfect land at 90 kias...

Then taxi again to stand.

Aircraft was refueled with only the necessery fuel to get to Manchester... and the flight was repeted... with more or less the same result.

On landing it only needed 1 knotch flaps.

This is a great aircraft... The FDE i'm using is the new 1.1 version available on the special viking pack.

I recomend this aircraft been flown with the instructions courtesy of John "Ferryman" Lawler... and take care on climb speed to dont go over 130 knots and 700 ft /min to don't disturb the passengers....

On the military versions like the Valetta, i think you can use the full power...

Take Care... Have nice Landings...


Luis

[TSR2]

Hi Luis...

Thanks for the report!

Not bad for a model that is 8 years old and designed for FS2002

[stumpy]

hii ben...

Thank you...

I was comparing the DC-3 (from MAAM Sim) and the Viking... both models have real performances (comparing with the real aircraft) and the Viking his a much better performer, climbs better, is faster, turns better, the engines are more elastic and powerfull... well, the all package, the viking is a much better plane.

If on the final of World War II there weren't so many C-47 surplus... the Viking would have been a great great sucess in europe.

It's a pitty because i love to fly it...

Cheers... take care

Luis

[richard/egtd]

I happened to find in my "archives" a supplement from "The Aeroplane" of Jan.21st 1965 on the Air Holdings Group, as it was then, and there is a page detailing what seem to be fairly accurate performance figures for the various aircraft in their empire. For the Viking 1B, the quoted cruising speed is 182 kts, but this would be have been TAS, not IAS I think. For comparison, the figure for the DC-3 is 148 kts.