I also do feel the lack of those informations, specially regarding V Speeds.

Considering V-speeds, sometimes I use the charts in page 13 of Part IV of the manual: "Flight Characteristics and Performance Data". For instance consider:

Gross weight : 100.000 pounds
Flaps : 100%
CL max : 2.5 (could someone explain us what is cl max ?)

Enter the apropriate chart (the third one) and you will find 80 Knots.

I will consider this as the Vso (stall speed on landing configuration).

Now look in your handy sheet (http://www.navfltsm.addr.com/hs30.htm)  you will see that for class B,C e D airplane

Vref  = 1.4 x Vso

So now you have your landing speed of 112 Knots. It's a guess I don't know if it's the wright way to do. I'm not a pilot. Anyway, it doesn't get too far from the numbers in the sheet I show below (keep reading).

You may also look at www.fsstation.com and browse their tutorials until you find a link to the C130 Hercules. Inside you will have a link to a downloadable V speed sheet.

Unfortunately there is no units and abreviation legend or explanation on the sheet. If someone in the forum could kindly explain to us I would be very grateful. (VTO, VTO MAX EFF, THS, TDS, VS, etc).

Also, the sheet is somehow short. I'm also looking for something more detailed. If anyone knows about a better sheet or chart please post here.

By the way their tutorial is good enough to save your purchase.

Anyway, PLEASE SOME REAL PILOTS HELP US HERE!

Captain Mucura

Captain Mucura wrote on Feb 10^th, 2009 at 11:03pm:


Hey,
about CL max:
CL is the constant of lift in the formula used to calculate lift: L=1/2*r*V²*S*CL
in which:
L is the force of lift
r is the air density (normally the Greek letter 'rho' but I couldn't find it)
V² is the air speed squared
S is the reference area of the wing
and CL is the constant of lift.

CL is dependant on a lot of factors, like the angle of attack, the shape of the wing (with flaps and slats etc.), the mach number, the reynolds number.
basically, CL max is the best CL a specific wing can have.
CL max in a certain condition is the CL shortly before the plane starts to stall.
CL max in total is the best CL in the perfect conditions.
With the highest CL, the wings generate the max possible lift in that condition.

about the formula
1/2*r*V² is the dynamic pressure.
any aerodynamic force can be calculated by taking the dynamic pressure, multiply it with the reference area (in the case of CL the wings) and with a constant.
besides CL (constant of lift), there is CD (consant of drag), CT (consant of thrust when talking about props) etc.
all this constants have no dimension.

hope this helps a little, otherwise you can find quite a lot on the internet.

Tyrion

Butch,

What turkeys?  I can see several turkeys have replied, including me now. 

This is the community forum, not a support channel.  If you were looking for an official response from Captain Sim, you should submit a ticket.

Don't forget, the C-130 is a real-world aircraft, and CS has done their best to make it work just like the real thing.  If real-world documentation isn't working for you, then I don't know what to tell you.

Have you read the brain book yet?

http://www.baseops.net/c130gouge3/BrainBookACQ.pdf

Hi Guys,

Sorry hadn't had the chance to thank everyone for the replies. I can only blame the firewater!

Very cool links and I thank one and all for your valuable input. That brainbook really needs a brain reading it as its pretty detailed. Probably more than my simple mind can handle.

I also received more info from someone 'who will remain anonymous' a spread sheet that does all the calculations for you. Really, really nifty as you just need to enter the weight and temp and it spits out all the reference speeds, torque etc.

I have posted a link where you can download this magnificent spreadsheet at the bottom.

@ Tyrion - I don't think you understood what I am saying... if you do not 'initialise' the gauges by first opening all the 2d panels, then the 3d panel, then zooming around the exterior... the radios and ap switch off mid flight. Nice huh...  

At which point you will need to reload the aircraft and go through the above initialisation routine to so it does not happen again. 

I am talking about the FSX version......  perhaps you are still using FS9?

I haven't spoken ill of anyone here, especially not of those who have offered their help to my question. So I really don't understand your comment about insulting everyone? Comprehension? Hmmm, your confusing me. 

I guess I was thinking (obviously erroneously) that perhaps the good captain himself or one of his minions could have waded in and made a suggestion, that's all... After all its suppose to be an award winning product from an award winning developer right?

One other thing I've noticed on the Internet, user then to become like... hmmm... publishers 'groupies'. So not a word can be spoken against the 'revered one' I suppose in the mistaken belief that it will buy them favour? Privileged? or maybe so the the developer does not get offended and so not make any more nice planes for us to play with? Hmmm... 

But like you said, I've gone and got a life...  

Cheers guys
Butch

http://members.optusnet.com.au/butch/C130.zip

Butch wrote on Feb 24^th, 2009 at 11:13am:


Hi Butch,

Have you managed to sort your issues out yet?

The person that gave you the spread sheet, could you ask him/her if they have used or know of Project Magenta's Glass Cockpit Software. Looking at his spread sheet I'm looking at the possibility of them doing me an aircraft specific txt doc for the C-130.

Thanks,

James.

Quote:


Hello fellas,   forums are great!  As a former "ground pounder" I flew many a mission on C-130's, many riding in the cockpit.  I do not think I ever flew much on one, when something wasn't redlined.  So... I recently bought the C-130_X from Flight1.  I flew the orientation tutorial flight outof RAF Lyneham a couple of days ago, and had a Eng 4 Gen failure.  Hmm.. par for the course, I continued the flight and landed.
Yesterday, I tried another flight from KECG to KOPF in the USCG J model.  Half way through the flight, the above happened when I was away from the computer.  Upon returning, I corrected the course, put in a '7600' code in the transponder, and continued to fly the mission manually.  Well, I'm batting 1000 I thought.  Two flights - two failures...    I figured maybe an inverter failure or some such, never realizing the above.

Thanks much for the information!  

Rick