FlakNine
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Quite the opposite - nowhere near enough free time!Thank you for all that hard work , Flak. I think you have too much free time .
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The Staff of SOH
Flight Réplicas Douglas Dc-4 and B-24 free Released
- Thread starter diegoxs
- Start date
Bomber_12th
SOH-CM-2025
I quite like the improved flight dynamics by Wells/FlightFizzix.
It reminds me that, some years ago, while Mike was developing the Flight Replicas B-24, I was able to glean a bunch of information from one of my long-time online connections, Jim Harley, who used to fly several of the Collings Foundation aircraft (B-24, B-17, B-25, P-51, T-6) over a number of years.
For the power settings and procedures used by the Collings Foundation when they flew their B-24, as well as some information on the aircraft's general handling, Jim provided to me the following details:
"We used 44” of manifold pressure and 2700rpm for take off at weights starting around 40,000lbs depending on our fuel load. The take off run is always variable depending on weight and density altitude. At a minimum, 2000ft or 110mph, whichever comes first. I always let it run with light back pressure on the yoke and let it fly off when it was ready. It’s essential to get the nose wheel off the ground early in the takeoff run to prevent shimmy and general wear and tear. The nose wheel generally rises at 50-60mph with light back pressure. Since there is no published VMC we used 130mph and gear up as soon as there is no more usable runway. The first power reduction is done by taking out the turbos one at a time on opposite wings until all four are off. That will get you climb manifold pressure of 35”. The props are reduced with electric switches to 2500rpm and synced as best as possible. Once the gear is up you can bring the flaps up from ‘flaps 1’ or takeoff position.
The second power reduction comes when cruise power is selected, which is 30" and 2000 rpm. The airplane, or the angle of attack is slightly nose low when in cruise, we call it 'on the step', much like a boat. Any mismanagement of the trim or a heavy hand on the yoke can cause an increase of angle of attack and 15-20mph reduction of cruise speed. It's a delicate balance. The elevator is light and powerful, the rudders are the same, the ailerons are heavy and causes a good amount of adverse yaw when applied. It's essential to lead banks or turns with the rudder. Cruise speeds at 10,000 and below stabilize around 160mph give or take.
Coming in to the pattern is straight forward, around 5-10 miles out bring the power back to 28" and start slowing the airplane to 140mph. This can be accomplished by rolling in "up" elevator trim or maintaining slight back pressure on the yoke. About 3 miles from the airport you can select Flaps 1 or lower the gear. The gear takes around 30 seconds to cycle down so you have to plan accordingly with air traffic conditions. About midfield downwind you can adjust the throttles to around 25" and Flaps 2, maintaining 130mph. Once abeam the numbers you can select flaps 3, or 4 depending on your position in the pattern. The base to final turn is a descending turn from pattern altitude and bringing the throttles back to 22" and selecting flaps 4. 120mph should be maintained until the runway is assured, once over the numbers you can close the throttles and land with the nose wheel well off the ground. This facilitates aerodynamic braking and protection of the nosewheel structure. The nose wheel should be gently lowered to the runway and work the break pressure up to slow the airplane to taxi speed."
Jim and others that had experience on the type would joke about the B-24's flight handling feeling like trying to balance a bathtub half full of water. At other times, they would say it's not all that bad, but that it is not near as stable in flight as a B-17. As mentioned above, he describes the B-24 as being a rudder dominant airplane - with a lot of adverse yaw, requiring you to lead your turns using rudder. In pitch, it is moderately heavy yet sensitive, while the ailerons are heavy but not overwhelmingly so.
It reminds me that, some years ago, while Mike was developing the Flight Replicas B-24, I was able to glean a bunch of information from one of my long-time online connections, Jim Harley, who used to fly several of the Collings Foundation aircraft (B-24, B-17, B-25, P-51, T-6) over a number of years.
For the power settings and procedures used by the Collings Foundation when they flew their B-24, as well as some information on the aircraft's general handling, Jim provided to me the following details:
"We used 44” of manifold pressure and 2700rpm for take off at weights starting around 40,000lbs depending on our fuel load. The take off run is always variable depending on weight and density altitude. At a minimum, 2000ft or 110mph, whichever comes first. I always let it run with light back pressure on the yoke and let it fly off when it was ready. It’s essential to get the nose wheel off the ground early in the takeoff run to prevent shimmy and general wear and tear. The nose wheel generally rises at 50-60mph with light back pressure. Since there is no published VMC we used 130mph and gear up as soon as there is no more usable runway. The first power reduction is done by taking out the turbos one at a time on opposite wings until all four are off. That will get you climb manifold pressure of 35”. The props are reduced with electric switches to 2500rpm and synced as best as possible. Once the gear is up you can bring the flaps up from ‘flaps 1’ or takeoff position.
The second power reduction comes when cruise power is selected, which is 30" and 2000 rpm. The airplane, or the angle of attack is slightly nose low when in cruise, we call it 'on the step', much like a boat. Any mismanagement of the trim or a heavy hand on the yoke can cause an increase of angle of attack and 15-20mph reduction of cruise speed. It's a delicate balance. The elevator is light and powerful, the rudders are the same, the ailerons are heavy and causes a good amount of adverse yaw when applied. It's essential to lead banks or turns with the rudder. Cruise speeds at 10,000 and below stabilize around 160mph give or take.
Coming in to the pattern is straight forward, around 5-10 miles out bring the power back to 28" and start slowing the airplane to 140mph. This can be accomplished by rolling in "up" elevator trim or maintaining slight back pressure on the yoke. About 3 miles from the airport you can select Flaps 1 or lower the gear. The gear takes around 30 seconds to cycle down so you have to plan accordingly with air traffic conditions. About midfield downwind you can adjust the throttles to around 25" and Flaps 2, maintaining 130mph. Once abeam the numbers you can select flaps 3, or 4 depending on your position in the pattern. The base to final turn is a descending turn from pattern altitude and bringing the throttles back to 22" and selecting flaps 4. 120mph should be maintained until the runway is assured, once over the numbers you can close the throttles and land with the nose wheel well off the ground. This facilitates aerodynamic braking and protection of the nosewheel structure. The nose wheel should be gently lowered to the runway and work the break pressure up to slow the airplane to taxi speed."
Jim and others that had experience on the type would joke about the B-24's flight handling feeling like trying to balance a bathtub half full of water. At other times, they would say it's not all that bad, but that it is not near as stable in flight as a B-17. As mentioned above, he describes the B-24 as being a rudder dominant airplane - with a lot of adverse yaw, requiring you to lead your turns using rudder. In pitch, it is moderately heavy yet sensitive, while the ailerons are heavy but not overwhelmingly so.
Last edited:
Bushpounder
SOH-CM-2024
Here is an online copy of the flight manual for the B-24. By the parts I read, it sounds like this plane could be a handful if you fall behind it even a little. It doesn't seem to be too forgiving. https://www.wwiiaircraftperformance.org/B-24/B-24_Flight_Manual.pdf
Don BP
Don BP
Rallymodeller
Charter Member
There's also this rather dry, but very informative, period training film narrated by a young Andy Griffith.