retsigeR 
|
CaptinSim 727 Help
|
|
01-09-2005, 07:46 PM
Okeay just got the 727 yesterday and i need help with navagating it and also need help with auto pilot!
 if any 1 has tips and tricks for the 727 please post!!!! thanx in advance!
---------------------------------------------------------------------------------
![[Image: ng737sim2.png]](http://www.fsmagazine.nl/cms/images/banners/ng737sim2.png) ![[Image: side5.jpg]](http://i26.photobucket.com/albums/c130/wdfwhoareu/side5.jpg) 
01-09-2005, 09:14 PM
Oh boy!! If that's your first payware airliner with all the bells and whistles you sure picked a lady. The 727 from Captain Sim is not even the
easiest of the 2 that are around to fly (The Dreamfleet model is FS9 specific) There's not many real tips one can give as the autopilot only has altitude hold (not aquire) and heading hold. The only thing to do is keep your FSNav screen (you do have FSNav don't you?) undocked and small so you can see where you are going and follow the track. Make sure you created your flightplan in FSN and exported it to FS as well; so that they correspond otherwise ATC is gonna wonder where on this Green Earth you think you're going. Best person to ask would be a real 727 pilot. For this check out http://www.flightsim.com and ask on their forums. Brad may be able to give you some tips but he is a 737 pilot which is a much more modern bird. ![[Image: sdc5.jpg]](http://www.fspassengers.com/images/banner/sig/sdc5.jpg) Flying for Landmark Airlines.
01-09-2005, 09:29 PM
Hmm... I'm really not keen on bashing CS, but does their autopilot really not have a NAV/LOC mode and no approach mode neither? For the real thing sure did (and the DF does too, but that's another story)...
But I seem to recall posts and reviews about the CS727 and it's weird autopilot... so I can't be of much help there either, sorry. Only what John said: you mainly navigate by VOR and NDB. When the 727 came out there were no IRS systems yet (and FMCs were an even longer way off  ), and even when IRS became available most 727s wouldn't get one, because they are medium range planes anyway and IRS was an expensive toy. Later on about all 727s were outfitted with FMCs though, when many of them were converted to cargo planes. Many got glass cockpits too.So if you haven't mastered NDB/VOR/DME navigation yet, you might want to check the respective lessons in FS' flight school first, they are pretty good to learn the basics. Also be sure to pick your routes accordingly ("VOR to VOR" in FS flightplanner, "Navaids" in FSNav). To learn about the autopilot the CS docs are your best bet IMO. I could give you a rough idea how the autopilot in the real thing worked, but as far as I know the CS autopilot doesn't work that way (it's actually much simpler). Post Edited ( 09-01-05 22:29 )
02-09-2005, 02:02 AM
Quote:737-700 Next Generation Pilot wrote: If you want to easily navigate the Captain Sim 727 on a default FS2004 flight plan, you can do so using the GPS. You'll need to create a keystroke for the GPS/NAV toggle switch, as the CS727 does not have one on the panel. After you've assigned a key for GSP/NAV, you can have the GPS navigate the 727 automatically to its destination. Just flip the autopilot master switch on, push your selected GPS/NAV key, then set the rotary autopilot select switch on the top of the dash to NAV. The 727 should then steer itself through the waypoints. Don't forget to select altitude as well. The CS727 does not have auto altitude select and hold. Here's a tip: Shortly after takeoff get the 727 in a 15 degree nose up attitude. Preset the veritcal speed rotary switch on the dash about ten clicks upwards with the mouse. When you flip the autopilot master switch on, the 727 will assume whatever pitch up attitude you have set on the rotary dial. Once the bird is stabilized, you can adjust your climb rate with the dial, but you must set it to zero manually when you reach cruising altitude. Flying the CS727 takes lots of patience and concentration, but once you've mastered it, its one of the best planes to fly in FS (in my opinion). Any more questions, let me know. I have several hundred hours of my life logged on the CS727 - its sad, I know. Best Wishes, Don
02-09-2005, 08:39 AM
I have over 1000 hours of my life logged on just about everything from Cessna's to F16's to Jumbo's, and you think your sad?
 Thankfully I don't have a g/f so all my spare cash goes to feeding my "career" Flying for Landmark Airlines.
16-09-2005, 01:51 AM
Were did u buy this 727?
Oops my name should be 747 Pilot and i dont know how to change that sorry.
16-09-2005, 07:51 AM
Flying for Landmark Airlines.
16-09-2005, 11:08 AM
I can't tell you about the CS but I bet it is not very different as my Dream Fleet 727.
I was also a bit lost with the autopilot at begining. The yaw dumper must be switched on BEFORE the autopilot. Also, as it has no altitude aquisition mode at predifined vertical speed, neither IAS hold, you must "think different" If like on DreamFleet, you have an altitude selector which is only active to trigger a warning beep when you reach 1000 feets below or above selected. If you fly under ATC IFR, set this selector the intermediate altitude assigned by ATC. Climbing: when your flaps are retracted, stabililize manually with throttle and trim your speed and climb rate at something like 230 kts 2200-3000 ft/min upon load. then, engage the autopilot WITHOUT altitude hold and WITHOUT heading hold. The autopilot has a pitch holder and you will use this in relation with throttle to adjust your climb rate. Then, when this is secured, choose your heading and engage the heading hold. When getting close to the assigned altitude begin to lower throttle and pitch to be ready to stabilise 200 feets above the intermediate altitude. Why 200 feets above ? because usually your next altitude will be assigned shortly and then, you simply keep on climbing and it smooth the "stair steps". But if you must hold this altitude for a while, at 200 feets above, you will be within tolerance. You simply adjust your climb speed playing with throttle and pitch knob When getting close to cruise altitude, your climb rate will be around 300-700 f/min upon load. 1000 feets below you will begin. to decrease the climb rate this way, when the altitude is reached, tou can engage the altitude hold without sharp change. Here you are but don't forget to monitor your speed. you don't have autothrottle... Descent is almost the same but in reverse direction begin to reduce speed still at cruise altitude, when about 300 kts, disengage the altitude hold and play throttle and pitch knob to maintain 300 kts, - 2200 feets/min. Atb about 12 000 feets, set with the pitch knob a descent rate of 1000 f/m with iddle throttle. It should give you an IAS of 250 kts, when crossing 10 000 feets. Despite her elegant lines, the 727 is not a glider and this rate is OK to keep under 250 kts. If not air speed brakes are here on purpose. Approach: If like on the Dream Fleet, the GS/LOC mode on autopilot works fine but Keep the approch altitude with the pitch knob DON'T ENGAGE ALTITUDE HOLD. The GS mode does not work if altitude hold is ON. About heading, whatever is the plane, I never use the NAV or GPS mode, it sometimes overreact to wind changes especially near the VOR. So I always use heading mode and adjust as necessary for wind correction. The traditional VOR navigation mode is the best with this plane. a GPS or FSNav window fits with the 727 panel like Nike shoes fit to a Lady in evening dress or a Coca Cola with a Cassoulet... Welcome to the 727 fans club  ![[Image: banniere064.png]](http://www.britair-virtual.com/bannieres/banniere064.png)
16-09-2005, 11:10 AM
The Captain sim 727 does have an automatic approach and an NAV/LOC couple system. It only works if you tune the correct frequency, set the correct
course, and are within range. Like any other really....It is more comlicated than the Dreamfleet plane, which is more "get in and fly" orientated. It takes lots of hard work to learn the second officer's panel as well to get engine starts and start up done correctly without using any short-cut keys. I too have lots of time in this plane, I can answer any question you might have about it too I'm sure. If you haven't started mastering starting engines and starting the plane up manually yet, just ask!
16-09-2005, 11:12 AM
Quote:pegase wrote: Oh, it is. Take my word for it. For instance the CS727 autopilot doesn't have anything to do with the real thing. In the real 727 Autopilot and Flight Director are completely independent systems. To act the same you have to set them both correctly. In the CS727 (as in most freeware 727 panels) it doesn't matter if you use the FD or AP controls - they influence both systems simultaneously. Also I'm pretty sure the CS727 doesn't give a hoot about the yaw damper. Just to name a few differences.
16-09-2005, 02:29 PM
Quote:Jetflyer wrote: I beg to differ with you on this point...thats if you are doing things according to procedure and start cold and dark. I also have the CS707 and its not a patch to the DF727 from a cockpit/panel functionality point of view. The CS707 is very simple compared to the DF727 and therefore I never even bothered to get the CS727 as the CS707 is supposed to be better than the CS727 and specifically developed for FS2004. Trust me it took me hours to just get the engines started on the DF727 the first time... standard procedure time from aircrafrt acceptance to takeoff is around 1 hour if you follow the procedure list once you know the aircraft. BTW... to give an example... to get from cold and dark to where you start then engines are roughly 11pages of stuff you have to follow quite accurately... you have captains panel, co-pilots panel, Flight engineer upper, flight engineer lower, radiostack, autopilot, pedestal, overhead etc... total of 19 panels and/or views)... and 98% of everything there works... fully functional... and has to be set properly... how is that get in and fly? Did I mention that it also functions the way it does in the real B727... even the APU, Autopilot etc. You can of course elect to do a startup not from cold and dark via the configuration manager OR if you flew it alot use your own startup routines (a bit quicker) but then you have to know what effects what and know the aircraft systems pretty well... I prefer of course the proper way... via procedure lists. Post Edited ( 09-16-05 16:11 ) ![[Image: dash7l6ar.jpg]](http://img59.imageshack.us/img59/8638/dash7l6ar.jpg)
16-09-2005, 02:59 PM
Quote:Jetflyer wrote: Whoah, completely missed that one when reading the thread the first time. Dude, what are you on? Whatever it is, cut down the dosage. The CS doesn't hold a candle to the DF in terms of realism, and yes, I've flown them both. Post Edited ( 09-16-05 16:00 )
16-09-2005, 03:06 PM
Quote:nem wrote: Yep.. i agree with you I thought by myself heck are we talking about the same DF727... even in reviews where its compared reviewers mention that the DF727 has more functionality in its panels etc
16-09-2005, 04:08 PM
Quote:omarza wrote: I was indeed stuned (almost terrified) reading that the DF 727 was an "easy toy" because I spent four hours last week ends setting switches and checking lights and needles, browsing back and forward the 3 handbooks and when came the great moment to start...  :.. Nibbs, Nada, Walou, Nope...   , fortunately it is indeed possible to preconfigure in "Get in and fly" mode, so I could fly and be saved from awfull frustration. Next cold dark try this week end. There are three start mode Cold and dark (Expect 1 hour WHEN TRAINED....) Ready for Ctrl E Engine started, captin's seat and coffee warm. In flight, the DF is quite friendly to handle. Just, as you don't have altitude aquisition at given vertical speed neither IAS autothrottle hold, our care is more required to watch our instrument and tune accordingly (Some would call it flying...)
|
|
« Next Oldest | Next Newest »
|
![[-]](http://www.fspassengers.com/forum/images/collapse.png)
