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هذا تقييم لهذا الموديل من الطائرة DC-10 المطور من الشركة CLS من قبل طيار حقيقي لهاته الطائرة
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Hi guys, very good dc10 model. A friend of mine called me over to try out the cls dc10 since he knows im a dc10-30 pilot. The 10s i flew were -30s with the 50c2 engines rated at 52500. So my info is based on that model. I tested your -30 model.First impression was very well. The plane just looks awsome. At first sight she is a lovely view. Before rolling out of the chocks i decided to look at the flaps and slats. First thing i did was run the yoke fully left and right. I noticed that the outboard ailerons moved and the down wing spoilers did not raise. On the real jet, the outboard ailerons are locked in place until the slats or the flaps are extended. There are other ways to unlock them but this is the normal way. So in a sense they are locked until the flap/slat handle is moved out of the up/ret position. As for the spoilers, the spoilers also assist in roll. The spoilers will reach the full flight position at full control throw. This is why the dc10 has very good roll control in every regime of flight. The second thing i noticed is that the slats move rather slowly. The slats usually take about 5 to 6 seconds to go from clean to the takeoff position. I also noticed that the inboard flaps moved and this was confirmed with the panel. The first position of the flap/slat handle is 0/ext position. In this position, the slats will move to the takeoff position and the flaps remain retracted. During accel and clean up, when you call " FLAPS UP", this is the position you are calling for at flap retract speed. The last call of "SLATS RETRACT", leaves you in the clean configuration at slat retract speed. As i extended the flaps, the outboard flaps remained retracted until the 22 through 50 setting. The outboard and inboard are connected through a chain. They all move together. For this reason, the flap disagree flag only monitors the inboard flaps since they move together. The slats also moved from the takeoff position to the landing position when i select more than 5 flaps. In the real jet, the slats will remain in the takeoff range until the flaps move past 25.5. The 25.5 sensor will also give you the takeoff warning horn for flaps in the landing range and the gear warning horn for gear retracted with landing flaps. In the takeoff range, the inboard slats are at 15 degrees and the outboards are at 25.4. In the landing position the inboards move to 19 and the outboards are at 30. This is very noticeable when looking at the aircraft head on or standing under the wing looking along the leading edge. As i added power to taxi,i forgot to release the parking brake, and noticed the jet rolled foward with about 50% N1. The brakes on the dc10 are remarkably strong. She will stop on a dime. Ive held the brakes with all 3 engines running and 1 and 3 at 90% N1 during a test. The jet will stand still with all 3 at power and the parking brake set. After sitting for a while, the jets takes some good power input to get her going. Takes about 10% of your gross weight on 1 and 3 to get her to break away. So 450k requires about 45% for break away thrust. Why do i know this? just some of the things guys notice and use as techniques. O, i also noticed that the ADI shows a negative pitch on the ground. Well i lined up on the runway and set power. The jet blasted quickly down the runway. Quicker than i am used to at 420K with 100% N1 set and 22 flaps. As i rotated, the jet lifted off with only 5 degrees of picth. On proper rotation, the real jets lifts off passing 10 degrees of pitch. I personally think your ADI is a little off. Actual jet will roll about 1000ft during rotation. At that weight at standard day conditions the jet will lift off at 4300ft down the runway. Also the jet climbed out over 4000ft per minute. In the real jet, at 420k with a pitch of 18 degrees and speed of 170(V2+10) the real jet will climb at 2900ft per minute with 22 degrees of flaps standard day conditions. In a turn at 25 degrees of bank i returned the yoke to roll neutral and the plane rolled back towards wings level. The actual jet will pretty much maintain the bank you set. Normally the jet will either increase bank or decrease bank as you hit bumps and gusts. The jet is very stable and a well trimmed jet will not diverge in a turn as only about 2 degrees of pitch is required to maintain altitude. On approach the ADI showed 0 but from the outside the pitch appeared to be right(ADI issue). On speed on a 2.7 glide slope, the pitch will be 4.5. Flare requires about 3 to 4 pitch increase, so 6 to 8 degrees is the pitch target. One again one of those things you will notice while teaching guys techniques. O, the N1 on approach should be 10% of your gross weight plus 32 to maintain vref. The speed was 154 with 35 flaps. I had 59 on the n1 to maintain that speed. N1 should have been= 10% of 420= 42 plus 32= about 74% n1 on speed on glide path. New guys are all ways amazed by this technique as it works very well for setting a target power while configuring and capturing the glide path. Another technique guys love is the flare height technique. 10% of your gross weight= flare height. At 420k, ill start my flare just as i hear the 40ft call out. I base my flare rate on the speed of the call outs. This technique puts you about 1500 to 1800ft down as long as you were on speed on glide path crossing the thresh at 50ft. Well i think yo guys have a very good model. The jet looks very good. Just posted incase you wanted to know how well your jet compared to the real thing. If you have any questions, pm me. DC10 pilot.