Rotation

Mxsmanic,

What brand and model of stick was this?


Oh? All of a sudden we have the money, eh?

--
Thomas Borchert (EDDH)

Mxsmanic wrote in
:

Skywise writes:

Before I got the force feedback stick, trim didn't make sense
since you couldn't feel it in the controls.

The hundred bucks I spent on mine were well worth the enhanced
simulation experience. Flight is much smoother and landings
are greased much more often.

What brand and model of stick was this? And has it been reliable?


It's a Microsoft Force Feedback 2. It's been a while since I
bought it so it may not even be made anymore.

Brian
--
http://www.skywise711.com - Lasers, Seismology, Astronomy, Skepticism
Seismic FAQ: http://www.skywise711.com/SeismicFAQ/SeismicFAQ.html
Quake "predictions": http://www.skywise711.com/quakes/EQDB/index.html
Sed quis custodiet ipsos Custodes?

Skywise,

The hundred bucks I spent on mine were well worth the enhanced
simulation experience


100 $??? You must be part of the idle rich. Mxsmanic isn't.

--
Thomas Borchert (EDDH)

"Skywise" wrote in message
...
"Robert M. Gary" wrote in news:1157992218.361147.166330
@d34g2000cwd.googlegroups.com:

Snipola
Mike,
I think trim is just academic is MSFS because there is no control
feedback. The OP is probably setting the elevator with too much back
pressure but doesn't know it because he doesn't have the feedback.
Honestly, if you asked me what position the yoke is in on take off, I
probably couldn't tell you. In real life we expect the yoke to go to
its trim position, something that doesn't make sense in a simulator
that does not have feedback controls.
-Roebrt

I have a force feedback stick and if I don't trim right for
the phase of flight I'm in I have to provide excessive input
to maintain flight attitude. As I adjust the trim the feedback
moves the stick. Trim buttons are on my stick. I can press
them while lightly holding the stick and feel the stick move.
I know I am in trim when the stick is centered and I have a
feather touch on the stick.

When properly trimmed I can let go of the stick and maintain
flight attitude for 10's of seconds. I can even conrol climb
and descent with power adjustment without ever touching the
elevator. Or sometimes I maintain altitude with single clicks
of trim.

Before I got the force feedback stick, trim didn't make sense
since you couldn't feel it in the controls.

The hundred bucks I spent on mine were well worth the enhanced
simulation experience. Flight is much smoother and landings
are greased much more often.

Brian

I don't understand what non-force feedback joysticks you guys are using but
my MS stick is not force feedback and if I don't trim I have to move the
stick to a non-centered position which requires constant force to keep it
there. Are you guys using joysticks with no centering springs?

"Gig 601XL Builder" wrDOTgiaconaATcox.net wrote in
:

Snipola
I don't understand what non-force feedback joysticks you guys are using but
my MS stick is not force feedback and if I don't trim I have to move the
stick to a non-centered position which requires constant force to keep it
there. Are you guys using joysticks with no centering springs?

Mirosoft Force Feedback 2.

No springs. It has active servos powerful enough to whip the
stick out of your hand. But that usually only happens on the
third party aircraft I download that don't have the feedback
design done right. On the default aircraft in MSFS the feedback
can be strong and firm, but not violent.

Brian
--
http://www.skywise711.com - Lasers, Seismology, Astronomy, Skepticism
Seismic FAQ: http://www.skywise711.com/SeismicFAQ/SeismicFAQ.html
Quake "predictions": http://www.skywise711.com/quakes/EQDB/index.html
Sed quis custodiet ipsos Custodes?

Mike Rapoport writes:

Depends on where you have the trim set which is always a compromise. If the
trim is set so that there is no nose down trimming required after takeoff,
then it will take quite a bit of pull to get the aircraft to rotate and in
the initial climb. If the aircraft is trimmed so that only a moderate
amount of force is required to rotate then it will require pushing on the
yoke and retrimming after takeoff as the airplane accelerates.

The trim setting is correct for one speed and configuration (power and flap)
and since the airplane is accelerating, the trim is going to need to be
changed.

I've been leaving the trim neutral. Rotation is sluggish up to a
certain speed, then the plane pitches up rapidly if I try to rotate
beyond that speed. Thereafter, I must push on the stick to keep the
pitch angle within reason.

I take it that I should trim to hold the nose down a bit?

It just surprises me that the plane pitches up so quickly
(particularly the Baron 58). If I know it's going to do this, I can
adjust the stick as soon as the nose rises, but I was wondering if the
real aircraft would behave in the same way. I don't see small planes
taking off like that when I observe them from a distance.

--
Transpose mxsmanic and gmail to reach me by e-mail.

In both of the airplanes that I fly, I need to trim nose down after liftoff
as the speed increases.

You can see the same thing in a paper airplane. Make an airplane that will
glide well, neither pitching down into a dive nor doing a series of
pitch-ups and stalls. Then thow it hard. The harder you throw it the more
it wants to pitch up.

MSFS may or may not closely represent an actual B58 but the principle is
correct. Whether neutral is the correct position for takeoff depends on CG.
Jet aircraft have a trim position chard where the correct takeoff setting is
given for a given CG location. On a twin where the props are blowing air
across the wing and tail it also depends on how much power the engines are
producing which is affected by altitude, temperature and mixture setting.

Mike
MU-2


"Mxsmanic" wrote in message
...
Mike Rapoport writes:

Depends on where you have the trim set which is always a compromise. If
the
trim is set so that there is no nose down trimming required after
takeoff,
then it will take quite a bit of pull to get the aircraft to rotate and
in
the initial climb. If the aircraft is trimmed so that only a moderate
amount of force is required to rotate then it will require pushing on the
yoke and retrimming after takeoff as the airplane accelerates.

The trim setting is correct for one speed and configuration (power and
flap)
and since the airplane is accelerating, the trim is going to need to be
changed.

I've been leaving the trim neutral. Rotation is sluggish up to a
certain speed, then the plane pitches up rapidly if I try to rotate
beyond that speed. Thereafter, I must push on the stick to keep the
pitch angle within reason.

I take it that I should trim to hold the nose down a bit?

It just surprises me that the plane pitches up so quickly
(particularly the Baron 58). If I know it's going to do this, I can
adjust the stick as soon as the nose rises, but I was wondering if the
real aircraft would behave in the same way. I don't see small planes
taking off like that when I observe them from a distance.

--
Transpose mxsmanic and gmail to reach me by e-mail.

Mike Rapoport writes:

In both of the airplanes that I fly, I need to trim nose down after liftoff
as the speed increases.

You can see the same thing in a paper airplane. Make an airplane that will
glide well, neither pitching down into a dive nor doing a series of
pitch-ups and stalls. Then thow it hard. The harder you throw it the more
it wants to pitch up.

MSFS may or may not closely represent an actual B58 but the principle is
correct. Whether neutral is the correct position for takeoff depends on CG.
Jet aircraft have a trim position chard where the correct takeoff setting is
given for a given CG location. On a twin where the props are blowing air
across the wing and tail it also depends on how much power the engines are
producing which is affected by altitude, temperature and mixture setting.

Unfortunately MSFS doesn't seem to provide much documentation on how
to set the trim for each aircraft and situation (or I haven't found
it). I guess I'll have to experiment. Fortunately trial and error is
not dangerous in a sim.

--
Transpose mxsmanic and gmail to reach me by e-mail.

"Mxsmanic" wrote in message
...
Mike Rapoport writes:

In both of the airplanes that I fly, I need to trim nose down after
liftoff
as the speed increases.

You can see the same thing in a paper airplane. Make an airplane that
will
glide well, neither pitching down into a dive nor doing a series of
pitch-ups and stalls. Then thow it hard. The harder you throw it the
more
it wants to pitch up.

MSFS may or may not closely represent an actual B58 but the principle is
correct. Whether neutral is the correct position for takeoff depends on
CG.
Jet aircraft have a trim position chard where the correct takeoff setting
is
given for a given CG location. On a twin where the props are blowing
air
across the wing and tail it also depends on how much power the engines
are
producing which is affected by altitude, temperature and mixture setting.

Unfortunately MSFS doesn't seem to provide much documentation on how
to set the trim for each aircraft and situation (or I haven't found
it). I guess I'll have to experiment. Fortunately trial and error is
not dangerous in a sim.

That's because unless there is a specific marking (as there is for takeoff
on the C172 both in RL and in FS9), there is no such thing as a specific way
to set the trim for each situation.

Trimming is a "feel" thing. You trim to relieve control pressures and you
can't see pressure, you can only feel it.

(I will conceed you can trim for straight and level because you can visually
confirm that the VSI and ALT are steady for a given power setting.)

Jay B

"Mxsmanic" wrote in message

Do real aircraft abruptly pitch upward on take-off during rotation,

Large jets seem to do the same thing, but at a slower speed.

Almost every aircraft I've flown has required nose down trim after takeoff.
Not abruptly, not drastically, but promptly after takeoff, as the craft
accelerates and you transition to climb, you always have to trim it down.