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Hi all, I'm using P3D to perform some hardware-in-the-loop simulations using some off the shelf autopilots (eg. DIY Drones ArduPilot etc) as well as my one custom-built AP. As part of this I would like to build some small models, such as radio control plane models, or something based on a small UAV. The larger models don't response quickly enough for the simulation to be useful.
Does the P3D flight dynamics model work for small (. Hi, Firstly you have what I think is a great idea and project.
UAV's are being used more and more these days. I do think there are some limitations that will restrict you from completing this to a realistic flight model. Here is a post from another user flying acrobatics, he can't get the roll effect to react fast enough on a full size aircraft. Therefore I would presume it impossible for airframes. Hi Saul, Thanks for the response.
I actually do use RealFlight for hands-on training for flying RC models, sadly it lacks an SDK or any means to connect to it from outside. That's why I'm thinking P3D might be better. I know some autopilot enthusiasts use FlightGear but I find it clunky to work with, and I have experience with the SimConnect interface from years ago, so that helps:) The good thing with UAVs is that generally you don't need the crazy response that acrobatics require - but I guess being a smaller airframe there's always the chance that the flight dynamics aren't being represented accurately.
I worked out how to capture a directX image stream from a P3D camera view so that's a step forward.
Ok, I know ya'll are going to think this is a stupid question, but, is it hard to keep the plane straight during take off and landing (before Vr). With these clarifications: 1) What I mean by 'hard' - take driving for example, when you first learn to drive you might have some issues keeping the car going straight, but before long, you don't even really worry about keeping it straight.
Do planes naturally stay going straight the way a properly aligned car would? 2) The reason I ask is that for the life of me, after I land on my Flight Simulator (yes I fly FS, but no I am not claiming I can land a plane on my own and then go to try and take back off again, I can't keep the thing straight for the life of me. Now I realize that this is probably an error in the realism of an FS, but it got me thinking, how hard is it to keep a plane straight?
On a side note, at what point/speed during landing does the rudder (specifically the rudder, not necessarily the rudder pedals) stop controlling the direction of the aircraft? Edited 2005-11-10 03:33:52. In respect to keeping it straight on the ground, it took me a couple hours to learn to steer with my feet.
After driving it becomes pretty instinctive to use your feet. I'd image that some day when I get to an aircraft with a tiller the opposite will hold true. There are a few variables to crosswinds that involve more than just the rudder. A big one is using the alierons for crosswind correction. This helps to a point. Also, when taking off, flight 'straight' isn't as important as maintaining runway centerline. This is especially important with parallell runways.
You may end up with a crab angle into the wind to maintain this. As for the rudder becoming active, it varies with the aircraft.
The couple times I've flown a katana, which has a free castoring nosewheel, it seems like the rudder starts helping around 15 knots. Well, my own experience.
Never flown a jet but the little props, where you have that damn torque to the left, it's a bit hard, but you get used to it.Not a problem anymore. Quoting : In case of crosswind landings you keep the plane align with the centerline using the rudder and put the wing into the wind to stop the drift. You keep the plane aligned with the rudder, correct. But you lower the wing right before TD, when you have to straighten up the plane.You don't do all the appr. With a lower wing.
At least it's that way in what I've flown.(C-172 & PA-38) My 2 cents. I am no pilot (ofcourse due to my age) but I have had substantial time in SAA's A340 simulator. On takeoff while acclerating towards 60 knots one would use the nosewheel steerer which is set off just to the right of the stick (F/O seat). After 60 knots, hand onto the stick and steering is done using rudder for remained of the takeoff. On a few of the landings we performed we had only slight crosswind nothing hectic. Rudder does help and again, during braking rudder is used untill reverse is released which is usually around 50-60 knots where after nosewheel steering is used. It is quite tricky trying to keep the aircraft on the centreline but the trick of it is to use sensitive corrections in order to keep it straight.
Guys, this may not be correct to international standards used by pilots since it was just a simulator flip so the information I provided may not be correct. Quoting : On takeoff while acclerating towards 60 knots one would use the nosewheel steerer which is set off just to the right of the stick (F/O seat). After 60 knots, hand onto the stick and steering is done using rudder for remained of the takeoff.
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Thats wrong - the nosewheel steering is ONLY used to taxi the aircraft (at taxi speed). In a jet you line up with the nosewheel steering and once the nose wheel is alligned with the runway you set take off thrust and SOLELY keep the aircraft with the rudder peddals on the centerline. In propeller driven aircraft, on the take-off roll you can encounter prop torque - the swirling of the propeller spins a stream of air down the fuselage until it hits one side of the rudder, you have to counter for this with the rudder pedals, it can also exert a rolling-moment on the wing. The latest version of MS Flight Simulator features these phenomena on the single piston engined aircraft. During WW2, high-powered single piston fighters would encounter alot of prop-torque on take-off, I've read stories about pilots having calf muscles bigger in one leg than the other because of this! I know that when the Griffon engined Spitfires were first introduced, pilots who had flown Merlin engined Spits were often shocked to discover they needed their other leg, as the prop span the other way in relation to a merlin, and was also very powerful, with a five-bladed prop.
Those things used to crab into the air. Quoting : Thats wrong - the nosewheel steering is ONLY used to taxi the aircraft (at taxi speed). In a jet you line up with the nosewheel steering and once the nose wheel is alligned with the runway you set take off thrust and SOLELY keep the aircraft with the rudder peddals on the centerline. Quoting : On the 744 the rudder is effective around 80 knots. Until then rudder pedal steering is more than enough. Using the tiller is a definite NO!
Except airlines like BA who, on their 747 Classics at least, had no rudder pedal steering installed. So use of the tiller at low speeds was the only way to keep straight. The Fokker F.28 is another example of an aircraft without pedal steering. In a very strong crosswind rudder pedal steering may not be enough to overcome the tendency of the aircraft to weathercock into wind, especially on smaller types like the 737.
Tiller input might be needed at low speeds in that case. Regarding keeping straight, I had this trouble the first few times I flew a flight simulator. I kept weaving around the centreline, even with no wind. I asked a Qantas 747 pilot how he coped in the real thing. He advised me to look at the far end of the runway, rather than the centreline immediately in front of the nose.
That fixed it, until I tried a low visibility takeoff that is. Quoting : I know they deactivated the R/H nosweheel steering, but are you sure the nosewheel steering was deactivated? I think you might be thinking of that? BA had no pedal steering on their classics, at least according to some ex-BA 747 captains I worked with on a 747-200 flight simulator. De-activating the FO's tiller wasn't mentioned (not to say it didn't happen, but it never came up as an issue).
However it would seem odd to leave the FO with absolutely no taxiway steering capability. Maybe that was the idea I believe there may have been other airlines who did not have pedal steering activated on their 747s. It was made a customer selectable option on the simulator just in case. Older jet transport aircraft had NO rudder pedal steering option. Take the B707 as an example. The nose wheel tiller is used until approximately 80 knots to keep the aircraft straight during takeoff, thereafter the rudder is used. During landing, the rudder is used until the aircraft is slowed to 80 knots, then the tiller is used once again.
The Lockheed TriStar, with some airlines, rudder pedal steering has been deactivated, so the tiller is used, as in the example above. FYI, rudder pedal steering is generally required for CATIII ops, at least during initial aircraft certification. The reason for this is to allow the localizer signal to 'steer' the aircraft on the runway centerline, during roll-out.
As a personal preferrance, I desire the rudder pedal steering to be deactivated and, oddly enough, I am presently flying an -exDAL -250, and like nearly all ex- DAL TriStar aircraft, there is a switchlight just below the tiller to deactivate the rudder pedal steering, if desired. A useful option, IMO. With other TriStars, it is necessary to trip the rudder pedal steering circuit breaker to achieve the same function.
Some airlines do this as a standard procedure. A company option, where CATIII procedures are not used. Quoting : Is this not just an example of the syndrome that, if one is inexperienced in handling something (whether a vehicle, plane or boat), one tends to make excessive control inputs to correct having gone off course? That's part of it, but the point I made was about how to get over this inexperience. If you steer by aiming for the end of the runway you will keep much straighter than by aiming for a point just a few feet in front. With practice it becomes easier, making low visibility takeoffs more manageable. My early experience was in simulators with very primative CGI visuals (no surface texturing).
Modern visuals give you much better directional cues, and wider fields of view also help. Every type from fighters to helicopters from air forces around the globe Props and jets from the good old days Views from inside the cockpit Passenger cabin shots showing seat arrangements as well as cargo aircraft interior Pictures of great freighter aircraft Aircraft flying government officials Our large helicopter section. Both military and civil versions Everything from the Goodyear blimp to the Zeppelin Beautiful shots taken while the sun is below the horizon Accident, incident and crash related photos Photos taken by airborne photographers of airborne aircraft Aircraft painted in beautiful and original liveries Airport overviews from the air or ground Tail and Winglet closeups with beautiful airline logos.