Jetprop, TBM850 and 737NG comparison
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Jetprop, TBM850 and 737NG comparison
Lately I have been fortunate to have a go in the above. The last two were with instructors.
The 737 full motion sim (7 million euros) can be had at Malev facilities at Budapest airport in Hungary (+36 1296 7746) for a mere 300 euros for 1hr. Fantastic value.
At light loadings, a JP climbs at about +3000fpm. A TBM850 about +2500fpm. A 737 goes like a rocket and beats the lot with +5500fpm; it is very easy to fly provided you don't have to climb to any particular altitude; the first time I did it I busted the 2000ft level by 4000ft
However it is easy enough to fly (with auto throttle) and land; I flew all good landings, and one passable one following a reasonable ILS in OVC002. The interaction of auto throttle and massive trim movements is the most challenging bit.
On runway performance, a JP beats a TBM substantially, getting off in about 300m. The TBM would need about 450m. A 737 would however beat even the JP... except it doesn't because it rotates at ~120kt so it would need ~700m. It would definitely stop in 700m (tarmac). I don't think you will find these numbers in the AOC manuals though
The 737 is an all-out rocket which would get out of hand much faster than anything I have flown if one was not paying attention. Stall recovery is easy though, and conventional. I did not try it with full backwards trim (as in "Amsterdam").
One interesting thing is that when 737 pilots fly "manually" (enroute or an ILS) they actually tend to fly the flight director. On the Honeywell avionics the FD is two lines and you line up a rectangle on their intersection. This is very clear and much clearer and more precise than the Honeywell KI-256 type of FD which is a triangle which you line up with two bars. I wonder if any GA "EHSI" product offers such a FD?
The 737 full motion sim (7 million euros) can be had at Malev facilities at Budapest airport in Hungary (+36 1296 7746) for a mere 300 euros for 1hr. Fantastic value.
At light loadings, a JP climbs at about +3000fpm. A TBM850 about +2500fpm. A 737 goes like a rocket and beats the lot with +5500fpm; it is very easy to fly provided you don't have to climb to any particular altitude; the first time I did it I busted the 2000ft level by 4000ft
However it is easy enough to fly (with auto throttle) and land; I flew all good landings, and one passable one following a reasonable ILS in OVC002. The interaction of auto throttle and massive trim movements is the most challenging bit.On runway performance, a JP beats a TBM substantially, getting off in about 300m. The TBM would need about 450m. A 737 would however beat even the JP... except it doesn't because it rotates at ~120kt so it would need ~700m. It would definitely stop in 700m (tarmac). I don't think you will find these numbers in the AOC manuals though
The 737 is an all-out rocket which would get out of hand much faster than anything I have flown if one was not paying attention. Stall recovery is easy though, and conventional. I did not try it with full backwards trim (as in "Amsterdam").
One interesting thing is that when 737 pilots fly "manually" (enroute or an ILS) they actually tend to fly the flight director. On the Honeywell avionics the FD is two lines and you line up a rectangle on their intersection. This is very clear and much clearer and more precise than the Honeywell KI-256 type of FD which is a triangle which you line up with two bars. I wonder if any GA "EHSI" product offers such a FD?
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Sounds like you've been having some fun lately! Must be nice to experience actually "flying" these planes instead of programming autopilots and FMSs.
At the other end of the spectrum, I had a go in an LSA recently (an Evektor Sportstar) and could not believe the acceleration and climb performance behind that little Rotax - cruise was a different matter though.
At the other end of the spectrum, I had a go in an LSA recently (an Evektor Sportstar) and could not believe the acceleration and climb performance behind that little Rotax - cruise was a different matter though.
Acronyms forever
Now what does JP mean in this context? In a previous thread I deciphered it to Jet Provost, not without trouble... Lots of JP's about, round here! Only hope the PJ's don't get confused.
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Quote:-The 737 is an all-out rocket which would get out of hand much faster than anything I have flown if one was not paying attention.
Did you try it light? it's interesting............... LGW, no pax, 10500Kg of fuel, windshear reported so full power take off, RWY 26 Dover departure.
3000 ft before the end of the runway, FL100 down wind, FL350 at Dover, FL410 before KOK.
The BBJ1 is even more interesting with the -700 fuse and -800 wings & engines at light weights you MUST de-rate the take off power or you will be airborne below Vmca.
As to the flight directors I quite like the V-bars but am quite happy with the the type that you discribe, I would guess that you can have any type of presentation you would like as it is probably just a case of changing a few pins in the avionic bay.
Did you try it light? it's interesting............... LGW, no pax, 10500Kg of fuel, windshear reported so full power take off, RWY 26 Dover departure.
3000 ft before the end of the runway, FL100 down wind, FL350 at Dover, FL410 before KOK.
The BBJ1 is even more interesting with the -700 fuse and -800 wings & engines at light weights you MUST de-rate the take off power or you will be airborne below Vmca.
As to the flight directors I quite like the V-bars but am quite happy with the the type that you discribe, I would guess that you can have any type of presentation you would like as it is probably just a case of changing a few pins in the avionic bay.
I wonder if any GA "EHSI" product offers such a FD?
