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C-27J Spartan

Comparing this beast to the CS C130J (Same Engine) The TIT on the CS goes from 940C to 1100C for normal operation (Between the Red Bars, called the temperature-controlling range I believe). A search of the web says that is correct. The C27 goes into Eng Hot at 840C (the bottom of the two red bars on the gauge) and catches fire shortly there after. Anyone know if a way to fix this problem?

Dave
 
Sieggie said:
Comparing this beast to the CS C130J (Same Engine) The TIT on the CS goes from 940C to 1100C for normal operation (Between the Red Bars, called the temperature-controlling range I believe). A search of the web says that is correct. The C27 goes into Eng Hot at 840C (the bottom of the two red bars on the gauge) and catches fire shortly there after. Anyone know if a way to fix this problem?

Dave
Click to expand...

Maybe this is related to take off distance as well, we can't quite get the rated thrust out of the engines without them catching fire.
 
those were all errors with the original fde.. I and paul almost have a new one ready to distribute to you all. Right now (well, after new years eve ) we're polishing the edges. flattening out the aileron effectiveness at low speed, adjusting the elevator efficiency curve, and other small issues.. It wont be but a few more days and we'll have everything ready to go for you..
Pam
Founder: Jade Island Flight Center..
 
Just wanted to thank you Pam for all your hard work making these digital aircraft behave. I don't post a whole lot but believe me I do READ a whole lot and respect your work. Happy New Year :icon29: :applause: :salute:.

Steve
 
Welll, if you look on the back page of the manual, you'll see my name and JFTCs name credited for the flight model, and i feel that making it right for everyone is the least i can do. Frankly, i'm happy to do it.. Its a great plane, and a joy to fly ( now ).. I'm sorry it could not have been done this way for the initial release..
Pam..
 
All right gentlemen.. FDE 2.0 is ready for you folks to take her out for a spin...
FDE 2.0 incorporates, better power/weight curves, better roll rates, greater stability, precise handling at all speeds ( except near stall ). takeoff distance of approx 1900 feet at 104 knots with a humvee in the back and flaps on second step, corrected EPR, Oil temp, Oil pressure, corrected prop min and max pitch values, thrust reverse using the F2 key, all engine variables and prop variables set to FAA documentation and a lotta love and good stuff from both Paul and I.
Unfortunately, Paul and I have not had the time or resources to put into this that we normally do. We believe it flies ok, but you folks are the testers.. PLEASE report anything you find ( good or bad ) to me.. If you see anything wrong we will fix it..
Top known bugs at this moment:::
when you start up the engines, the props will drag you along for 20 feet before the engines reduce themselves to idle.. I'm working on this.. for now, just let them drag you and dont worry.. once the rpm settles down you'll be in fine shape..
When using reverse thrust on the ground, do not use the brakes to stop. you'll pitch over backwards.. tap the F1 key and return the engines to idle..

Please PM me with your emnail address's and requests and i'll send those out...
Thanks
Pam
 
ok, those that have previously ordered the 1.0 and 1.3 versions of the flight model, "should have" a version 2.0 fde in your mailbox at this moment.. If you dont, PM me and i'll make sure to get that to you immediately..
Thanks
Pam

PS.. just to make sure everyone knows; I'm not finished working on this yet. there are a few things i'm still not happy with, and i'll be working on cleaning those up so that this thing can actually finally wear the jftc logo.. bear with us.. We're going as fast as we can to bring you an excellent flight model..
 
ok, other problems ive noticed..
1. it idles at 40 mph... grrr..
2. the throttle for some reason increases as you reach all the way back on the throttle
3. in a loop, you may go into a violent stall if you pull all the way back on the yoke.. I'm working on this right now...
4. reversing engines while stopped will topple you over backwards if your brakes are on..
5. propellors have too much thrust while at idle..

I'll be addressing all of these this week..
Pam
 
More errors on my part this time...l The drag is too low and the plane has been reported to be a bit floaty. shes also majorly fast.. too fast.. i'll be adding that to the work list..
thanks to all of you reporting back with your findings and opinions. its helping me to dial this in correctly, in a lot less time than it usually takes..
Pam
 
I just noticed in my inbox, that a couple of the fde's i sent out last night didnt get to their owners.. Mia culpa.. i messed up on the addresses.. please bear with me, i'll have those out today..
Pam
 
Ok guys.. heres the scoop.. Paul and I have gotten the flight model as close as we can possibly get it with the fadec that is programmed in. the problem is that, regardless of what we do, the engines just will not settle down. perhaps this is fixed in the 1.2 release, but my gauges and pauls are still 1.0. We cant get it any closer than it is at the moment.. I feel terrible sad about it to be honest. But we did our best.. Of the changes we DID make, some are significant.. I changed the prop MOI to 127, which is indicative of an 897 pound propeller. The side effect is that the engines on starting, will take three minutes to stabilize, but in flight thrust and stability are increased ten fold.. The CG was moved forward one foot. This gives greater longitudinal stability, especially during reverse thrust procedures. Lift Vs AOA was reduced, giving you more control, especially during loops, and the plane doesnt have quite the tendency to yaw out of control as it used too ( another gauge?? )All in all, this plane should be flying like the P-61 or the A-7 or the A-10 or pasped, but it doesnt.. I'm really sorry. I've done my best. hopefully, with the 1.2.1 release of the aircraft, this flight model will prove its worth. I'll never know, as since i'm a dev and not a customer, I cant get the 1.2 release or anything that comes down the road.. i'll send out the 2.1 release of the fde tonight. this release supersedes everything i've done up to this point. I still have everyone's emails unless you didnt give them too me. If you havent, please PM me your email addy and I'll include you in the mailing.. If you have, bear with me a few more hours and i'll have those out too you.. Thanks,, Pam
 
Three non FDE questions

I can not find an elevator trim control nor can I find an indicator for elevator trim. How does one determine the elevator trim before takeoff? I can adjust trim with buttons on the yoke but how do I know the relative nose up/nose down?


How does one turn on the ID (morse code) sound for NAV1 and 2? Occasionally I have heard the NAVx ID sounding but I can’t figure out what turns it on/off.

Occasionally, (not frequently but several times), the AP shows an ALTREF many thousands of feet above the current ALT. The VS is +1800 and AP and ALT are illuminated. But the AC does not climb.

I turn ALT off and on and reset the ALT REF to the desired ALT and up she goes. Any idea why sometimes the AP will not climb? The engines do not spool up nor is there any indication the AP wants to climb.
 
FDE 2.0 HOT at the wrong time, erratic climb performance

I know you have reached the limits of what you can do but I wonder if the following problems (all one problem) are solveable by some more magic?

FDE 2.0

All the flying is done under control of the Autopilot
NAV to GPS Waypoint IAS VS ALT
Weight=54975#
MS Default WX theme “Fair Weather”

5000’ 215 KIAS OAT=43F
N1=85 N2=100 ITT=806
ALT REF 11000
VS 1800
SPD Target 225
AC can not accelerate past 215
By 7400’ BOTH engines are HOT alarms 841 degrees
N1=94 N2=101 ITT=841

As soon as I reduce the VS below 1000 the ITT starts dropping
HOT alarm goes out in 15 seconds
Increase VS back to +1800 and AC climbs at +1800
AC easily acclerates to 225
ITT continues to drop – stablizes at 795

Return to 5000
Repeat climb at VS=1800
HOT alarm by 7600
As soon as I reduce the VS below 1000 the ITT starts dropping
HOT alarm goes out in 15 seconds
Increase VS back to +1800 and AC climbs at +1800
AC can not accelerate past 215
ITT stablizes at 831


10000’ 225 KIAS OAT=10F
N1=90 N2=102 ITT=804
ALT REF 18000
VS 1200
SPD Target 225
AC slows to 214 by 12000’ and continues to decay at 3 knots/minute
N1=94 N2=102 ITT=814

At 15000’ KIAS=201
N1=95 N2=104 ITT=795

At 17000’ KIAS=191
N1=95 N2=104 ITT=783

I return to 15000’ 225KIAS level flight
I reload the AC and try the same climb
The AC rockets upward at 225KIAS +1800fpm
I increase VS to +3000
AC maintains 220 KIAS +3000fpm to 21000’

OR - is this the "erratic" engine behavior you mentioned?

You also said you moved the CG forward but my weight and balance at 54,757 pounds is at the max limit aft. Is that display correct and is that a problem?
 
the CG appearing so far back is normal on anyn aircraft that doesnt use microsofts idea of a reference datum point.. Even then, it was almost always wrong..
The other issues i admit i havent seen. I only use autopilot for determining top speed versus engine output versus drag. I never use it beyond that, not even when i'm flying a tube..
The engine parameters are the most depressing. You see, the fde only gives me one set of numbers for the engines, and it uses those numbers for both engines. obviously, in this case there's something else thats interfereing, and it isnt fde oriented, but it sure effects it..
give me till the morning and i'll get out the 2.1 update. today and tonight though are just becoming really bad around the brooker house..
talk soon
Pam
 
Pam,
Your 2.1 update worked great until I landed and hit reverse pitch and it flipped the plane over on its back!

I will take it out and try the reverse again.....
Rick
 
as Paul made me aware of, the back end of the plane doesnt have anything to keep it from hitting the ground when you hit the brakes in reverse. So, the way ive gotten around the problem is to reverse the engines as i come over the fence, and apply brakes after landing, but then, hit F1 before the aircraft comes to a stop. You could also simply not use brakes..
Hope this helps..
Pam
 
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