Figaro9

A bus is only 2 feet larger in width compared to your car but still you can not park it in your garage, can`t you? It is a fact, rhino is too big for cavern. The Hornet was too big for the existing caverns for Tigers and mirages in the 90. It took 4 years to enlarge one of them... and get ready again.

Your right to clear things up. Best turn radius is below corner @ Lift-limit. Near stall speed, you are not able to maintain stabilized energy state. Radius speed band is from appr. 150 to 300kts. The charts by the way are about energy-maneuverability not only about turn rate. It is also about turn radius.

X bleed restart: Envelope:150kts-400kts CAS, Alt. 0-25´000ft. Restart above 25´000ft possible but not probable Attempting to restart an engine that has flamed out for no apparent reason may result in an engine bay fuel leak/fire. If rpm above 30% 1. Throttle -ABOVE IDLE If rpm below 30% 1. Throttle other engine -80% MINIMUM AND FUEL FLOW 1,900 PPH MINIMUM 2. Engine crank switch -BAD ENGINE 3. Throttle BAD engine -ABOVE IDLE APU Start and Engine Restart Envelope: The APU start and engine restart envelope is BELOW 10,000 feet ALTITUDE and BELOW 250 knots CAS. NOTED An APU restart should not be attempted except as last resort. DAPU start probability is improved if HYD ISOL ORIDE is selected for 10 seconds-before attempting start.

There are many reasons why fighter pilots wear the mask from to to td. The obvious reason is to survive. You brain really gets slow the further you go up, and that is obviously dangerous if you are in a plane fast like a bullet. I had the chance to do hypoxia training back in flight school in the swiss af and never will forget the lesson learned. Already above 10`000ft your (brain-) work is slowing down rapidly and doing your math or pilot tasks is getting difficult. But you feel good and you do not realise that you are in trouble, (unless you got the proper awareness training). Your lethargy grows with the altitude, the flight-medics in the chamber had to push me all the time so that I did, or better tried to do my tasks. At 25`000ft I finally past out. As soon as I got oxygen, my brain recovered extremely quickly and my skin changed color back from pale blue to standard. It is called oxygen system but actually what you normally get thru the mask is breathable air. If your suffer from air sickness or you need to recover quickly, we could switch to 100% oxygen. That smells a bit strange but it may help. There is also the intercom and radio mic in the mask..., and it may help to survive an ejection... For all those reasons it was mandatory to wear the mask in fighter jets during the whole flight. Watch this link....

Hey guys If you fly slow, like you do on final, than you fly on the `back side` of the power curve. You need to add more power because of the higher aoa compared to the aoa on endurance speed. Aft stick to reduce or stop descent would increase drag even more and lead to a greater rate of descent (if you do not power up anyway). That`s why you use `back side` techniques for manual procedures on the f18 according to the natops , which means you primarily work your left hand for glide path and your right hand for aoa. Regardless if you are going to land on an airport or a carrier. Doing it that way will reduces your workload. In above example, reducing or stopping your descent will be done primarly by increasing power a bit. I agree with ttayler and addde, there is no need to stir the stick. Reduce the inputs to what is necessary.

Swiss F5, although they are equipped with anti skid, use always the chute on 2km runways for full stop(except on wet conditions) .It is a safety item. Nobody wants a jet runing in the barrier only for testing breaking skills.

Ice Hornets. Maybe worth to watch...

Hey guys The issue of trimming is to set the trim tab in order to have the chosen pitch staying steady. Without any input on stick. If you speed up as fast as the f5 does on take off with ab, then the pilot must trim the tab on the elevator very quickly in order to get rid of the pressure on the stick. Do not steer the plane with your trim nob, the adjustment of the tab will not happen fast enough. Always first input is on stick. You are right, after take off while speeding up, you need to push the stick or you will go into the vertical. The trim tab does not reduce the take off or landing speed like flabs do, because it does not affect the wing profile. The tab only adjusts the angle of the elevator (or the rudder). Except for take off do not rely on trim indicator, just feel the proper setting. Pitch trim depends on speed, altitude, aoa, weight, balance, flab setting.... We have to work a lot....

According to the traffic pattern page 1 base turn is before speed way for fighter size aircraft. http://www.vusaf.us/RFN/resources/RFNIFG.pdf

What you measure on the map (in the mission editor) is the track over the ground related to the true noth pole (map north) Your navigation in the cockpit is based on the compass and HSI. Both of them points towards magnetic north pole. The difference between true and magnetic pole is the variation. Variation depends on your position. According to the landing charts variation for Nellis is 12.3° east. So both is correct.track over ground is 037°, but radial is (037°-12°) 025. below is the way you should do the math: (Track over ground) 037 (+-wind correction) 0 True 037 +-Variation -12 =Magnetic 025 +-Deviation =Compass (Add westerly, subtract easterly) Happy flying

Right shift p, is it this you want?

Hey twistking I do it a kind of intuitively today, but if I remember right I learned it as follows: After turning base you should aim for a crash point (cp) in front of the touch down zone. You then fly straight to the cp on centerline and with a minus 3 degree flight path to the flare. The closer the threshold gets, the more sensitive your Inputs. Glide path If corrections are necessary to get on glide path, do generally not forget to work with your right and left hand. If you are below glide path, pull slightly on the stick and push throttles forward a bit simultaneously (unless you want to slow down) , if you are above push the stick and pull throttles backwards (unless you want to increase speed). Push right hand-pull left and vice versa if speed / attitude is ok.. Crash point Once the nose is in the right position (attitude / glide path) , try to defend cp mainly by using throttles. If you are short, do not pull on stick but increase power a bit (nose will come up anyway) and watch your crash point moving towards the rwy. Defend Aoa with elevator. Attitude / AOA If you do perfect landings but a bit high speed, slow down on final by pulling your nose a bit higher (you mainly control speed with elevators on approach, therefore the nose up / dwn arrow on aoa). Watch the crash point. Is it moving? If it is too close to the threshold now, reduce throttle slightly till the cp is where it should be. But anyway, it is by far more dangerous if your to slow on final. And last but not least use trimming not for steering the plane but to reduce the pressure on the controls. Happy landing

To make it finaly clear: (literally) out of F5E Flight manual III-15 (Do not push in inverted spin) 1. Flabs up 2. Stick aft (as required) 3.ailerons and rudder neutral (Push to avoid stall/spin) If relaxing stick is not sufficient... 1.stick forward (as required) 2.rudders ailerons neutral ... in most cases ... stick position forward of trim will initiate recovery. ... failure to relax stick on recovery may cause inv. psg/spin... (Push in erect spin) 1.stick full forward 2.aileron full in direction of spin 3.rudder opposite ... To complete the picture (only for nerds who can stand confusing things and a headache): Nasa recommended technique for best possible recovery from fully developed erect spins (see attachment above): 1. Stick longitudinally neutral 2 & 3. as in Flight manual. Inverted spin Symmetric load 1.neutralise controls Asymmetric load 1. Stick full back 2.rudder full against spin 3.aileron full against spin. Many things to try out. For curious people only.

Right, the threat is about spins (at no point was erect mentioned neither) There are different types of spins. Not talking about the inverted spin does not mean that it does not exist. According to the Flight manual: Only push if you are sure not to enter inverted spin, if your not in an inverted spin or to avoid stall at all. I do not think I confused people in this forum. I tried to be as precise as i could and shared my lowly know-how and experience. Reality may be confusing. While no time in the air to discuss aerodynamic topics and personal experiences, here in the forum we should have (without being insult by self-declared keepers of the grail). Than back to sim, try it out. Maybe there is even a peanut for squirrels to collect... https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19980227417.pdf

I think mav knows what he is talking about. Beside gliders I flew the pc7 and the dh115. And the spin recovery looked always about the same: 1.idle 2.gear/flabs up 3. Pull (not to enter inverted spin) 4. Direction of spin 5.rudder opposite 6.stick neutral 7 rudder neutral 8. Recover. Quite sImilar to the F5 bold face for inverted spins... You push only just before entering spin, if you are sure not to enter inverted spin or in high_g spin situations. I was in a inverted spin only once and my ip was not very amused...

Have you already seen that oldie?

Some air forces like swiss af implemented INS in their F5E. Since the usn aggressors fly swiss tigers i guess they also are equiped with INS. Maybe belsimtec will do so in a update.