bbrz
最新回复 发布由 bbrz
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The screenshot has been taken in flight, so it can't be a takeoff trim issue.
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Does it really make a difference if you are loosing 9000lbs of fuel in 6sec or in 25sec?
Besides that, depending on where the leak is, it's possible that the fuel pumps are increasing the fuel flow a lot, so they can cope with the required demand to the engines.
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14 hours ago, RogueRunner said:
I know exactly what they are, flight directors, it's how they are labeled in the FC manual (where the screenshot comes from) but they currently do not work in the Fulcrum.
If the manual states that the ILS needles are FDs, then it's plain and simple wrong (the rest of this 'description' isn't accurate either).
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It's Attitude director indicator, because it combines the attitude indicator with a flight director.
What you labelled 'required heading' and 'required altitude' are actually the ILS loc and gs indicators and they have nothing to do with heading or altitude.
Your 'required bank ' needle is actually the required heading needle and your 'required pitch' needle is actually the required altitude needle.
Looks a lot more like operator error to me than a 'cheat' addition.
Bernt Stolle Art for Sale | Fine Art America
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Now that's a very weird interpretation of what @WHOGX5 wrote.
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You still don't get it. First the plane is being designed and built, thereafter the manuals are written.
Whatever the NATOPS (or any other F/A-18 manual) states, it only works the way Northrop/McDonnell Douglas have designed and built it.
Again: If the NATOPS would state anything different, it wouldn't work.
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21 minutes ago, Phantom711 said:
This is a bit silly...... it reflects how the plane was designed to be operated.
The source that states that the F/A-18 can take off with flaps set to AUTO.
I don't get the silly part, since that's exactly what I previously wrote.
Has been answered by @razo+r
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Source for what? Looks like my description wasn't clear enough.
The F/A-18 has apparently been designed so that trim behaviour depends on the flap switch position, hence what NATOPS states is irrelevant. If NATOPS would state anything different, it wouldn't work.
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@Muchocracker This has nothing to do with NATOPS.
That's the way Northrop/McDonnell Douglas designed the plane.
The question is, how do the pilots set the trim when taking off without flaps?
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On 5/13/2025 at 8:52 PM, PawlaczGMD said:
You need to take off with Half flaps anyway or you will crash.
This doesn’t make sense because the real one can take off with retracted flaps.
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19 hours ago, PawlaczGMD said:
Being untrimmed in yaw induces roll. Always trim yaw first with neutral roll, then roll if needed. Pitch is mostly independent.
Exactly. I've never flown any prop driven plane IRL which requires aileron trim to counteract prop etc. effects.
The only time you usually need aileron trim is a misrigged airplane and/or fuel imbalance.
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On 3/7/2025 at 11:17 PM, Toriy said:
For ailerons, IRL, by default, they are set to compensate propeller's effects at 250 km/h
Where did you get this info from? To counter the various prop related effects you usually use rudder trim IRL.
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8 hours ago, Reusenfisch said:
For me it is not a desirable feature.
A good pilot simply adapts to the airplane he's assigned to.
Furthermore the weight on the nosewheel is usually only 5-10% of the whole airplanes weight, so nothing serious will happen IRL if the nosewheel isn't perfectly aligned, except nosewheel skidding.
E.g.
5 hours ago, Reusenfisch said:I would be careful with announcing to look up confidential info.
Confidential info???
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9 hours ago, jaylw314 said:
What isn't in there, that is simply my speculation, is that the CG is much farther forward of the main gear than other typical aircraft, resulting in excessive directional stability once the main gear touches down. As such, if you've been tracking the runway centerline correctly, the plane gets yoincked into alignment with the runway when the mean gears land.
Wrong speculation. This has nothing to do with CG. See my above reply.
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12 hours ago, Bob1943 said:
Former military pilot here as well (T-37, T-38, F-111, AT-33, F-100, A-37). Completely agree with Reusenfisch regarding the danger of auto nosewheel steering engagement upon touchdown.
On all airliners I flew, regardless if it's Boeing, Airbus or Canadair, the NWS is always engaged.
I never experienced any directional control problems during normal or xwnd landings.
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16 hours ago, NytHawk said:
The ROKAF employment manual states that sideslipping the F-16 is a valid way to manage excess energy on approach.
Do you have a link? The minimum speed must be pretty high I assume, so it's not really comparable with the high AoA during the flare.
Just look at the speed during this sideslip test:
Idle + speedbrakes + sideslip....That must result in extremely high ROD.
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Wing "down" for knife edge flight? Apart from that, knife edge flight isn't a high AoA maneuver.
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On 2/13/2025 at 11:07 PM, Hyperlynx said:
I'm not sure this is the correct solution. I think Tenkom is probably right, that you do want to stay in the crab and let the wheels skid, with as little pressure on them as possible, until the nose comes down.
That's definititely the correct solution, but you don't wait with decrab until the nose comes down. You start with decrabbing as soon as both main wheels are on the ground.
Just re-read the above procude.
Interestingly in airline aviation this technique, which is the wrong one for an airliner, seems to occur more often since a few years.
Looks like performing a correct crosswind landing isn't thaught anymore, like it's becoming a lost art.
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On 2/13/2025 at 10:57 PM, Cab said:
So, the F-16's FBW prevents cross controls like wing down, top rudder?
Apparently. The only thing cross controlling the F-16 would do, is to greatly increase the possibility of departing controlled flight!
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How many users do you think have all the required manuals and especially the associated performance sections?
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That's not the point. The point is that you asked 6 times within 4 month.
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Wow, is it that important to you?
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That's a much shorter timespan than useful updates for the Yak-52 (and other planes) are released, hence I'm unfortunately visiting the DCS forums less frequent than I used to.
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I did, but I'm pretty sure that this was a coincidence. How many people would be fooled by mentioning a wrong pitching moment?
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check trim
在 DCS: F/A-18C
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Most likely a bug in this case, because this message should disappear as soon as the WOW switch senses that the plane is in the air.
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