ruddy122

I’m all ears All the you tube videos say throttle control for AOA If I’m doing it wrong than the you tube videos need updating Sent from my iPhone using Tapatalk Using throttle gets me in a bind Sent from my iPhone using Tapatalk I usually set pitch and hold a good approach attitude and then use my throttle to keep stable Sent from my iPhone using Tapatalk

Kingsville and Meridian teach AOA in fighters Sent from my iPhone using Tapatalk

Throttle is weird Looking at you tube says that once you get the perfect AOA the throttle moves your AOA up and down is that true Sent from my iPhone using Tapatalk We were taught in the KC-10 Vref I know API and VT-10 touched on AOA looking at that again Sent from my iPhone using Tapatalk

Also I almost forgot in DCS below 130 knots on your HUD you have to be real aggressive with your throttle inputs Not impossible but below 130 you are pushing the module to a low energy state the best way to correct is power but the engines take time to spool up If your that slow know it and know excessive stick inputs may lead you to stall the module There is no magic solution just know what your module does Sent from my iPhone using Tapatalk

My attempt at Sarcasm and Humor But seriously here goes Stress Anticipation and Knowledge of what your module will do I’ve seen a lot of over control particular to flying set your attitude trim it out if you can and then work the throttle. The Hornet is very AOA centric and extremely stable on approach What new pilots and DCS pilots tend to do is large throttle extremes to get the perfect AOA which destabilizes you In real life engines take time to spool up. Even if the F404 timing gets fixed there is still a lag. Keeping that power change to a minimum reduces that lag but it’s still there Big thing is not to over control and know what your module can do Sent from my iPhone using Tapatalk

The F/A-18 is super stable You trim and the Hornet is super stable on approach Gonna try landing on the boat now that I figured out AOA Sent from my iPhone using Tapatalk

You are not alone Flying and Fighting in the F-16 is great Rollout I sweat not to tip over or hit the ils antenna or excessive sink rate which puts the gear through the wings or damaging the gear on takeoff Is the real viper that much work? Sent from my iPhone using Tapatalk

Before you toss the module that this is unrealistic and terrible pause what the real plane can do As a former pilot I looked at both NATOPS and the Dash One to figure out what to do and not do with the plane Throwing the plane around is not a mark of a good pilot. Flying the plane with precision is. Your goal is make the plane be an extension of you. Be as precise as you can and strive to learn everything about your plane. All planes have advantages a good pilot knows the disadvantage and tries hard to avoid it. Anyway, one of my favorite regulation passages for an AF guy was OPNAV 3710 Don’t shoot at whales Wait somebody did that and the Government deems it as a big no no Happy Flying Always strive to have the same number of takeoffs and landings or carrier traps Sent from my iPhone using Tapatalk

I agree Learn the right way Know what the plane can do and how to get yourself out of a bad spot Don’t assume automation will save the day you earned those wings of gold or silver for a reason You have to scare yourself once in a while to get the point across My apologies for oversimplifying we are saying the same thing not eloquently enough Sent from my iPhone using Tapatalk

All I’m saying is people over control a plane From an F/A-18 to an F-16 to a KC-10 to a C152 Overcontrolling doesn’t help you in fact the plane is angrier because of it You have to be aggressive yes but to throw your controls Willy nilly is does not make things easier I used to teach an aggressiveness to flying from landings to air refuelings you need a light but positive touch You have to be able to have that spectrum I really don’t care what style of flying you have as long as you come back safely Sent from my iPhone using Tapatalk

If you need a lot of throttle or chop the throttle do it Anticipate what the F404 engines does to you Look at you tube videos of actual Hornet pilots and see how hard they are working to make the landing look easy when they land on the boat If you are not working hard something you are doing something wrong Sent from my iPhone using Tapatalk

No knocking didn’t mean to Some limitations you got to be careful and aware All planes have limitations a good pilot is aware of them and gets the most out of your plane My favorite airplanes are the A-10, F-14, F/A-18 and the F-16 Sent from my iPhone using Tapatalk

Thank you for the correction Pilots look at the Airspeed Indicator if you are in a bad spot plus the plane will tell you if it’s angry by feeling the buffet Some planes have a stick shaker or horn to warn the pilot Sent from my iPhone using Tapatalk If you keep doing this I will stall and you won’t be happy do something like adding power or relax the pull Sent from my iPhone using Tapatalk

Joking but more seriously below 130 knots real handful and stalling more than likely Sent from my iPhone using Tapatalk

A rock is more aerodynamic than an F/A-18 at that speed Sent from my iPhone using Tapatalk

Swiftwin9s is right Excessive throttle will destabilize you on approach The best is anticipation not reactionary Like Jabbers said there is no magic throttle setting just understand what power means Remember to use your stick as a buffer till your throttle catches up Sent from my iPhone using Tapatalk You drop like a rock below 130 Sent from my iPhone using Tapatalk

The F-16 drivers are AOA aware the KC10 guys are not Sent from my iPhone using Tapatalk

Jabbers and Spudknocker say AOA critical for Carrier and FCLPs to land safely Sent from my iPhone using Tapatalk

Different concept when the USAF teaches Vref and the Checklist or Dash One for the KC10 Jabbers and Spudknocker and Hornet Pilots tell you of AOA Here’s my personal views Don’t chase AOA what I mean don’t make overly excessive throttle movements you will destabilize yourself When ATC is resolved for full flaps you can get close and let the computer mess with the throttle Small but positive inputs. Big inputs will destabilize you or you might PIO Both bad My technique is let the AOA come to you Sent from my iPhone using Tapatalk

AOA is more intuitive than asking an FMS or checklist of Vref Sent from my iPhone using Tapatalk

Don’t taxi too fast or you’ll flip your viper and your Squadron Commander won’t be happy to see you Sent from my iPhone using Tapatalk

Many thanks 11 AOA on approach nice Greater than 175 landing expect longer landing distance Aerobrake key 13 AOA optimum 15 run risk of damaging something important like your nozzle or speedbrake I love the viper wish ED fixed the viper vs the Hornet but I’m an AF guy Lot simpler avionics wise than the Hornet Sent from my iPhone using Tapatalk

Curious does the real viper tip that easily or is it a DCS thing Sent from my iPhone using Tapatalk I know it has a high CG and the gear is nowhere near as beefy as the Hornet Sent from my iPhone using Tapatalk

The KC-10A used airspeed not AOA We told students pitch for 4.5 on the ILS and 10% of your weight + N1 and Vref+5 you will be super stable on the ILS Maybe I'm not pitching enough on Aerobraking The book (Dash One) says 13 I could land easily in Beirut Ramat David next

I fly AOA, its the stopping part that is a challenge in the DCS: F-16 Aerobrake is fun but I'm slowly figuring out why I was hitting the ILS Antenna on rollout