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Broomstick Flier
4th May 2006, 01:34
Hello folks...

As a long time reader I always found very good technical discussions here (not to mention some good banter from time to time) :O but today I would like to ask some questions..

I'm involved on a historical project (can't give much more details right now) and we are needing some performance information about the YS-11, off course having a copy of the flight planning manual would be excellent, but for the time being we only managed to get copies of vol.1 and vol.2, both without much information on the flight planning stuff.

For the moment I would like to know typical fuel flows for cruise (around FL150/170) cruising on usual cruise speeds. If this info is not readily available, similar information for the Fokker 27 would be helpful at this stage from the project.


Thanks indeed,:ok:

Cheers

BF

Ignition Override
4th May 2006, 05:52
Broomstick Flier: You might try to somehow contact older pilots with Airborne Express (now DHL), former Mid Pacific (mostly in Hawaii), Fort Worth Airlines (short-lived) or some who began at Piedmont, before they merged with USAir, now USAirways. Some photographers at "Airliners.Net", or such might still have good contacts.

Maybe on the Freightdog forum? Or whichever website that sells old aircraft manuals. I bought a condensed training manual for the B-29 via E-Bay, years ago. It has some of what we call 'standard maneuvers and configurations', "SMAC".

TomConard
4th May 2006, 07:03
I flew the YS-11 for a short time at Piedmont (maybe only 75 hours in the right seat) before moving sideways in the 727-100.

Honestly, I can't remember too much about it. (It was almost 27 years ago.) But, I remember the APU was a Piedmont design and STC. So, if the airplane had an APU, it was probably a former Piedmont airplane.

I also remember that the airplane's performance was marginal. Most takeoffs were with water. Only on a very cold winter morning with light loads would the skipper elect to do a dry takeoff.

Initial climb rates (after the water was shut off and climb power (14,200 RPM and fuel trimmed to 770 degrees)...hot summer day, max gross weight, both engines...was maybe 500 to 600 fpm. I asked a captain what the climb rate would be if we lost one...He smiled and said, 'Less than 500 fpm.'

So, we did little cruising at 15,000 feet or so. If it was a cold winter day, light loads, long flight, then, maybe, we'd go to the low to mid teens.

The water methanol system was weird, too. A few minutes after takeoff, the flight attendant would bring a cup of coffee up to you...it had an oil slick floating on the top of the coffee. The vent system for the potable water and the vent system for the water/methanol were one in the same.

Darn good flying airplane, though. You'd get it set up on an ILS...configured and stable...go back and play a hand of poker with the crew...come back up for the flair. I never flew an airplane that was such a nice, stable instrument platform.

Didn't do well in ice. I'm trying to remember the anti-icing system. I remember the tail had electric boots that were run off the 'wild frequency' AC system. We were going into Louisville one winter morning...weather was crappy...and the captain (who was flying) told me to grab a hold of the yoke and move the elevator back and forth. I did...and nothing happened!!!! He just smiled. We got it on the ground...I changed my underpants!

I still have my YS-11 manuals...but they're back in the U.S. Maybe, if you still need info, I can dig out the manuals the next time I'm back.


Tom

MRDART
6th May 2006, 15:24
might have some engine info in my dart training manual always nice with DARTS!!!
What mk:s are the engines?