capttrob

Smaller wing area makes for a more slippery airplane. You should know that glider pilot.. ;) Supersonic swept airfoil as opposed to a typical straight wing also makes for a more slippery design. Note Mach Crit numbers and Cd relation. The surface area of the -15 speed brake looks big because its one piece. Add all those 4 plates together on the Su-25T (not to mention the "air grabber" on the 25T which the -15 doesnt have) and i'll bet the Su-25T airbrakes are supposed to be more effective. Keep in mind the 25T is also at a lower weight (less momentum). Additionally, the square fuse and all those things hanging off it, plus the fact i had gear and flaps down with the speed brake on the 25T (while i only used speed brake exclusively on the -15, stowed it, then put out flaps and gear later) and you get much more things hanging out in the breeze on the 25T than the little ol' speed brake on the -15. As far as me coming in too fast. Im still waiting for someone to show me the approach and landing slower than 240 (in my mission). ;) I believe i touched down at stall in the second track (230-240). Care to win a beer britgliderpilot? Show me...:D you should be more familiar with 1.3Vso than i.... calculate the approach speed for that airplane in that configuration. Its 300 IAS. edit: and last but not least, have you seen both tracks? :)

Heres the same mission with the F-15C. A non-event. Same distance, altitude and airspeed. Now again, i havent flown either model in real life.. .but im thinking the F-15 is a bit more slippery than the Frog...:smilewink: . I know the F-15C in this game is a BFM, and the Cd may be a bit overmodelled for the 15, but note the amount of power i needed with flaps and gear to maintain GS. Whereas the Su-25T was at idle with full flaps (i believe the 25T flaps extend further than the 15, 2 "notches"), gear and speed brake. Im no expert on either of these models, but something aint right.... Also keep in mind the F-15 is a few thousand pounds heavier, at a slower airspeed and less Cl. Also notice i turned directly to the numbers with the F-15 (modified left base), instead of squaring it off like i did in the Su-25T. Imo, the F-15 acts more like a real jet should with speed brakes. :thumbup: (And for others, gotta love that F-15 braking action...... look ma.. no chute.. :thumbup: ) f15xwnd.zip

The real purpose of the internet.... http://video.google.com/videoplay?docid=5430343841227974645

Hey Shep, Yeah, i pretty much intentionally came in high (typical slam dunk from ATC, even though this was more tame than something you might get at CYUL ;) ). Most approaches (3.0) at the marker are set at 1500 agl. The first left base i didnt expect much deceleration. But i didnt expect acceleration either with speed brakes, flaps and gear.. final flaps came in outside the marker IIRC and i think i was just above GS at that point. Now im dragging full flaps, gear, speed brakes, thrust still idle and shes barely decelerating on a standard GS (if Krans has a STD GS, it actually looked more like 2.5, but hard to tell with pixels.. :)). I really wasnt sure what the VSI was telling me in terms of units. But once near the marker, it looked about right...lol. I just figured it would be slowing down alot more rapidly with the barn doors out and idle thrust once on the GS. Its still workable... as you saw in the track.... :thumbup:

Yeah, yeah, yeah... we also have chutes on the SR-71 and Space Shuttle... whats your point? I believe the Phantom does have updated brakes and uses the chute for short field landings (among other fighters). But i think most russian fighters (modern as well) use chutes as sop? Regardless.. it was a sarcastic statement if you notice the little winky at the end of the sentence.... like this one... :smilewink:

Great... i hope you do. I'd love to have an accurate F-15 flight model, radar, missles and Nav for 30 bucks.. for now, i just adapt and point out some observations (also known as bitching).... :thumbup: ......................... :pilotfly: ..............................

Havent tried the 25. I actually prefer the A-10. But thats only because im an arrogant American.... :v: and whats the deal with these chutes? doesnt Russia know how to make brakes? .... ;)

I know it can be done. I just did it (at 250...with a 90 degree 25 knot x-wnd.. see track above.. not on the carrier mind you). My point is, this airplane is too slippery for the amount of Form, Parasite and induced drag it "looks" like it should have. And 240 should be "bottom" of the airspeed envelope.. not "tops". Who cares about landing a SEAD airplane on a carrier without a hook... what do you think this is.. a game or something? :smilewink: :thumbup: No wind sounds like a piece of cake in this airplane... this is the first time i've practiced landings in this plane. Havent tried it with no wind. The other times i flew this plane were online... i didnt make it back to base... :D edit: i'd still like to see you fly my track at 240 all the way to touchdown with a 25 knot 90 degree x-wnd. I'll buy the beer if you make it out in one piece... you except paypal? lol... i'll give you 3 hours... starting.... now... ;)

F-15C in real life - Millions of Dollars F-15C in LockOn - 30 bucks... "You get what you pay for" comes to mind.... :thumbup:

Kula, i want to see you fly this approach at 240 (or lower) the whole way to touchdown without bending the gear...or getting a buffet... :thumbup:

Heres another track i just did at a slower airspeed. Notice my glide path is about 3.5 deg (if the glide slope is standard 3.0) till i intercept. I have everything out and she aint slowing down for sh't :thumbup: . Thrust is at idle the whole time till i figure out the stall speed which was about 230-240. So i planned 250. The only reason i didnt bend the gear on touchdown is because i "goosed" the power and saved it. Normal approach speeds are calculated as 1.3 times Vso (Stall speed in landing config) on most airplanes. Stall speed is 230-240 as you see in the track. 230*1.3=299 (and i didnt even calculate this the first time... not bad..lol). This accounts for no wind and depends on weight (add more km/h for gusts and weight). As you can see, my payload was empty. I tried to release a drag chute with P practicing for my first track but nothing came out. I figured this plane didnt have one. But now that i know it does, it is helpful on the ground. Now they just need a chute when airborne...:D 250ias.zip

Anything slower and she was stalling. That airplane was already behind the power curve at 280. Notice the hard landing. My practice runs were 300-310. What airspeed do you think it should be? Show me that track with an airspeed you think it should be please.... remember.. you also have about 25 knots of crosswind.

Im pretty sure its metric..:smilewink: Heres a track. I've only flown this airplane like 4 times, but this airplane should be slowing down alot more rapidly than it is with all that stuff hanging off it ...imo. I've never flown the thing in real life, but a Learjet doesnt even behave like this...lol. I intentionally tried to break off the gear at the end to show how quickly the plane would come to rest on the grass on its belly. Not sure if the gear broke off cause my program was on ace settings and it wouldnt change the views for me when i replayed the track, but the wingtip did look closer to the ground when i came to rest... ;). Also, its a good crosswind mission if you want to challenge yourself a bit...:thumbup: edit: Also note crossing the threashold there is a lack of ground effect (also indicative of lacking induced drag). I never reduced the thrust setting coming over the fence to flare. It seemed to be a bit behind the power curve already. And if thats the case, how the heck do you stop the thing if you have more airspeed at touchdown. It felt like a short field landing when i touched down.. but notice how much rwy i ate up with full brakes/airbrakes. The braking action seemed like i had a tailwind, when in reality, its a slight headwind from 209 deg (set as 029 in game....rwy heading of 280-209=71 degrees left of nose, not sure of exact rwy heading, but its still a headwind). Even so, the headwind/tailwind component at those angles are insignificant. xwnd25t.zip

I've flown alot of slippery airplanes, but nothing as slippery as the Su-25/T having such a dirty profile. Especially with full weapons load. Add the airbrakes, gear and flaps and it is still more slippery than the most slippery airplane i have ever flown in the clean config.... I even landed hard and collapsed the gear... the thing ran off the runway scraping its belly with a 90 degree x-wnd...lol. I touched down in the touchdown zone, full dirty config, and used the whole runway on my belly. Once i reached the grass, she cartwheeled at 50km/h and turned into a rolling fireball.... pretty funny stuff.

That is correct (at least thats how it is in game... not sure if Russia is ICAO, but if it is, it should be reporting wind direction as from). Regardless, i used a 90 degree crosswind (roughly). My crosswind correction was about 15-30 degrees from rwy hdg. 0 headwind or tailwind component. edit: To iViper, if it was a substantial tailwind, it still would not have effect on airspeed and slowing. 350 km/h IAS is the same with 100 knot tailwind or headwind. You're thinking groundspeed. Im talking airspeed.

Does it have any programmed into the design? I checked out the Su-25 and 25T today. This thing is programmed more slippery than an F-15 or a MiG. lol... I was practicing crosswind landings today to check out the weather generator in this program. It takes like 5 miles dragging everything out (airbrake, flaps, gear) power at idle in level flight, just to get this thing to slow 20 km/h (numbers arent exact, but you get my point). For something so dirty looking even when its in the clean config, it sure is slippery. Whats the deal? Is there an in flight drag chute or something? lol. I thought my power was stuck so i double checked my throttle settings. Is there a button to slow this thing down?

Couldnt agree with you more.... I call LockOn a game and not a sim because it is closer to a game than any real simulator (omg, what an ego on this guy.. how dare he call my sim a game! lol)... however, i have developed flows for turn checks, before start, after start, before take off checks, after take off, before engagement, after engagement clean up, etc etc.... it really increases the immersion factor of the game imo. Although, you'd be surprised of macros on some modern jets equipped with FADEC. Take the Thrust levers out of cut-off, turn the engine switch to "run", and push one button, viola, the engine starts. It will also auto shut-down for hot or hung start. I wonder how many hardcore simmers have developed their own checklists and then assign a full checklist to one button on their joystick.... :doh: Flows, pushing lots of buttons, flipping switches and moving levers then referring to a checklist is what flying is all about.... although i also like the idea of assigning auto-stow for the airbrake at full power. :thumbup:

IK handled the SEF question or ya... i'll try to tackle the lightning one... :) Its not so much that modern airplanes are "resistant" to lightning. Its more like they are configured to be a part of the lightning bolt so it passes through the airframe quickly without resistance on its way to the ground. older airplanes have wood and such in them which would explode when hit by lightning in the olden days.... I think we had some wood in the rudder of the 328 and that is why it exploded like it did. It was just bad luck where it hit i guess. Here is a good picture and video of a 747 departing out of Osaka that shows what im talking about. http://www.crh.noaa.gov/pub/ltg/plane_japan.php If you do a google search for airplane lightning strikes, you may find some pictures of small entrance and exit holes in the airframe from where the bolt passed through. :pilotfly:

Yeah, i've thought about all the frac's. Problem is, i need to make up my mind if i want to stay in the industry as a pilot. After many years at ACA, its hard to start at the bottom again. If i do go frac, i'll probably try NJA first since its like "ACA Part Deux" as many of our guys went there. Im thinking it might be best to get a stable "working stiff" 9-5er and fly on my own time. I've seen too many lives ruined in this industry. Guys with homes, families to support, getting put on the street with the only option to take a 75% paycut if they want to start at another airline. We really do need "one-list" in this industry. I am also thinking of getting my avionics cert. Have any recommendations for schools?

On the couch, laptop in lap, email browser open in the background sending out the resumes while sayng to myself repeatedly, "Im not going to another regional, Im not going to another regional." in the same tone as Dorothy. :thumbup: Im even afraid to go to jB if i get the call, the way things are going. I thought about Netjets, but i may just go back to Corp if i can find a good gig. I'd really like to get into the software biz actually. So if anyone knows a developement or controller company looking for pilot consultants, feel free to drop me a line..;) For now, im enjoying my time off doing some day trading in between slinging heaters and slammers... Im also thinking about getting my Series 7 and going into the financial industry. I figure if you cant beat guys like JO, might as well join em....lol Who you with Lawndart? I've seen you post over at flightinfo but didnt catch which airline....

Not calling you an A&P... just saying its better to ask an A&P... since they install windshields...:D We didnt dump, we just raised the cabin a bit. We were coming down like a refridgerator anyway. We didnt want to cause too much diferential too rapidly... The windshield held intact. Matter of fact, our company released a read-file later saying it was ok to continue to destination if it was a mx based when this happens, and the feds signed it off...lol. They had all kinds of diagrams and inflight procedures for the pilots to test which pane of glass had shattered. A freakin joke imo. Our pilots agreed if we had anymore windshield "incidents" we put the thing on the ground.. period.. regardless of the read-file. It wasnt long before they fixed the problem the right way....

Here are some pictures of one of our birds that is now nicknamed "The Lightening Rod". She was more than 20 miles rom a cell when this happened... i forget what altitude. The Cell reached out with a nice big kiss.... she made it back to CVG no problem. The pilots didnt even notice a big difference in flight except a loud bang. They chose a "pre-cautionary" landing back at CVG just in case and to see what it was that hit em. They were in Clear air IIRC deviating around a large cell when this happened. Two picture include the damage and the last is the repair...back in service. Nice paint huh? lol

Best to ask an A&P i suppose. I know i learned this stuff, but since we never had a problem its never fresh in my mind. Im pretty sure there are some bonding cables from the WS metal frame to aircraft ground. Being that there are several layers of glass, combined with air in between, i guess that is why i've never seen a problem with WS heat. We did however have a rash of problems with windshields shattering in flight on the 328 when we first started flying them. That was lotsa fun, especially at 28,000 feet...lol. One day we were climbing out of Laguardia enroute to Columbia, SC (CAE). Im pilot flying as FO. The Capt was telling me about a windshield that shattered on him the day before. As im leveling at FL280, we hear a loud bang like the nose gear came down on its own. We look around to see what it was, as we both look to the left, the whole side windshield on the Capts side is "spider-webbed".... HOLY CRAP! We're at 280! Drop the power, call the emergency and start the sucker down. ATC "clears" us to FL180.. we both laugh and tell him we are going to 10,000 now so clear below us. He clears us to 6000. Im setting up the approach into Philly and working comm 1 as the Capt is on comm 2 with company. Guess what the company wants us to do? They want us to nurse the thing all the way down to CAE since it was one of our MX bases and we had the fuel to go low.... we're just north of Philly! No freakin way are we flying all the way to CAE with a cracked windshield and passengers! So he tells them its Philly or back to LGA.. take your pick and do it quick because we're on the approach for PHL now. They choose LGA and we head back.. uneventful. We had a 3 month stretch where our fleet was shattering windshields every other day in the Dornier. You should have seen the look on the pax faces as they de-planed and saw our windshield... priceless... Sorry to be a chatter-box... but this thread reminded me of that story.. and its fun to tell...:D Turns out the frames werent set properly from the factory, after those 3 months and they figured out the problem, havent had a windshield shatter since.... but we did go through our growing pains with that airplane and rashes of other problems... the stories i have... lol

I would guess the voltage on the WS heat wouldnt matter much since its mostly 115 AC and not looking to hold hands with St Elmo (havent seen a DC windshield heat yet.. although im sure there are some.. maybe those ice plates). St Elmo is looking to discharge somewhere, and although he has a good push, i believe he is looking for the path of least resistance. Same as the windshield AC. So i figure they both go on their merry way... Besides, since WS heat is mainly used in icing conditions (although some aircraft sop is on all the time), and St Elmo loves the ice, im sure there is some kinda shielding involved there. However, he loves to find VHF. :pilotfly:

The Aim-7 launch sound is awesome (same sound for R27 i believe... )...zzzspace did a really nice job on the sound pack...:thumbup: I'll give the answer on the trivia a bit later if no one gets it. Im sure it will surprise many here....