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Everything posted by bbrz
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crack: reduce the throttles approximately 1" when 1000ft from the threshold. shift: 750ft from the threshold shift the viewpoint to the far end of the runway. idle: 500ft from the threshold. This technique is being used e.g. on the T-38C and I don't think it can be used without modifying since the speed difference between approach and touchdown is considerable greater in the T-38C. 10kts in the F-5, 20kts in the T-38. There are a number of techniques for the T-38, like e.g. the 'latch to threshold' technique where you start a continuous thrust reduction 750ft from the threshold to reach idle at the threshold. 'pull to idle' at 500ft from the threshold. All these techniques must be adapted to the different glideslope angles (2.5°-3.25°) Important note; All these techniques make use of the flight path marker on the HUD, something neither the F-5 nor the T-38A have.
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MECH ON would be displayed on the DDI, but I have no idea if mech reversion is simulated.
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Back in my time, in our fast jets the elevator was fully servo assisted, the ailerons 60% and the rudder had none. Really basic and no need to worry, even in case of a total hydraulic failure.
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LOL, I only quoted the relevant -1 part.
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Don't know how long the extension is, but note that IRL you need considerable force to move the stick in any direction, plus there's an artificial feel unit. Furthermore the F-5 is a paper airplane when compared to a MiG-29, let alone a Su-27! No problem with landing the nosewheel after aerobraking.
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I don't insist, it was just an observation. When I tested without the center tank (1100lbs lower grossweight), I couldn't keep the nose up as long as with the center tank, hence the CG seems to move aft.
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The AoA gauge displays the correct +5kts 'on speed' window, but the AoA indexer shows consistently 5kts less. E.g. AoA gauge 'on speed' 150-160 = AoA indexer 145-155.
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If you want to fly exactly on speed, you should refer to the AoA gauge since it has a much finer resolution. Using the AoA gauge I just found out that the AoA indexer gauge is incorrectly calibrated. The 'on speed' indication is 4-5kts too slow which is considerable, especially in this low speed regime. With the center tank and 10% internal fuel (12200lbs), 'on speed' is correctly 142-152kts on the AoA gauge, but only 137-148 on the indexer. Since the ground effect on the DCS F-5 is rather pronounced, it's easy to float and hence touch down too slow. (Too slow only in relationship to your aerobraking timing). According to the -1 with an estimated 18% CG, 'on speed' is 148kts and touchdown speed 138kts. Personally I love the ground effect and to hold her off as long as possible. The wide 'on speed' margin you are seeing is related to the G-load. As soon as you apply a very small amount on aft stick, G load, AoA and hence 'on speed' increase. If you relax the stick pressure, the opposite occurs.
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Trim doesn't make any difference with the stick fully aft. Landing without any external loads I can keep the nose up until approx 115kts. Just tried with a full center tank (which strangly moves the CG aft) I can keep the nose up until 105kts. At 160kts approach speed that's ~15sec of aerobraking. An important item concering aerobraking is the touchdown speed. Most pilots don't fly on speed but slightly fast, so that the doughnut and the chevron are visible. But the DCS F-5 has a strong tendency to drop the nose at mainwheel touchdown, something that isn't the case in the real F-5. Since the center tank moves the CG aft, it might be possible that the base CG is a tad too far forward.
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glad I could help :)
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I think that you have to use separate keys for Throttle OFF and Throttle IDLE. AFAIR the problem you are experiencing happens when you assign a key for the combined Throttle OFF/IDLE command.
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Again, once the throttle is at IDLE (~65%) you have to move it to OFF. You can't move the throttle to OFF if it isn't at idle. Like during engine start, only the other way round ;) MECH is the mechanical back up for the stabilator pitch and roll control.
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Actually it would be a whopping 0.1 at the ball call ;) The great advantage about a 0.1 fuel state is that you don't have to consider a wave off.:lol:
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To correctly shutdown the engine, simply move the throttle to IDLE and thereafter to OFF. That's it. No fuel flow, no restart. That's also the correct procedure in case you need to shutdown the engine, e.g. after an unrecoverable compressor stall etc. Note: Keep at least 85% RPM on the operating engine to avoid MECH reversion.
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Normal to veer when taking off and trimming question?
bbrz replied to bunraku's topic in DCS: A-10C Warthog
The only reason why I suggested to turn of the steering early is because the OP mentioned problems with an oversensitive steering. @AMVI_Groove, the A-10 is not a crappy old tail dragger. No need to dance on the pedals in a jet ;) -
? I simply provided the answer what the easiest and fastest way is to contact the ground crew and that a dead battery is a no-go.
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I wasn't talking about the correct procedure, only what is required to contact the ground crew.
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Normal to veer when taking off and trimming question?
bbrz replied to bunraku's topic in DCS: A-10C Warthog
Well, that's quite obvious. That said, you could of course use asymmetric braking as well until the rudders are becoming effective ;) -
Why would you need that? Don't know about the F/A-18, but on all other planes I know, with a dead battery the airplane is grounded. @pokeraccio, the fire warning doesn't have anything to do with it. Simply turn on the battery and contact the ground crew.
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Normal to veer when taking off and trimming question?
bbrz replied to bunraku's topic in DCS: A-10C Warthog
The important thing is that on the DCS A-10 the rudders are becoming effective way too early. Below 20kts. That's definitely sufficient to start the takeoff roll with the steering off. -
This doesn't make much sense since wind doesn't alter the heading. It only changes the track over ground... Just to clarify, ATTH, HSEL, BALT, RALT and CPL are autopilot submodes. The AP maintains altitude, heading, etc. and CSS allows you to 'interfere' with the AP modes without disengaging the AP. If you are e.g. in BALT (AP on) and you start to climb by using back pressure or trim, you are using CSS and BALT will change to ATTH.
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Normal to veer when taking off and trimming question?
bbrz replied to bunraku's topic in DCS: A-10C Warthog
Concerning the NWS. Once lined up on the runway there's no need to use the NWS. Directional control is still more than sufficient. The RW A-10 manual says for T/O; NWS as desired. -
Normal to veer when taking off and trimming question?
bbrz replied to bunraku's topic in DCS: A-10C Warthog
My A-10 tracks straight down the runway without wind and no asymetric load. Any crosswind component will require corrections due to the weathervaning effect. A large deadzone isn't a good idea, try to set it as small as possible. Do you need a lot of pitch trim for straight and level flight? With no asymetric load you shouldn't need any rudder and/or aileron trim.