Lex Talionis

Catch us on discord, happy to help ya out.

Find us on discord, be happy to help ya out.

GBs the LSO rockstar

Aerodynamic equilibrium as it relates to the horizontal stab, wing, AOA airspeed and how all of that is effected with trim. I made a video showing this. Also, when students IRL are learning IFR they do maneuvers called an "S-1" and an "S--3" to demonstrate this very concept. Just trying to help. To each their own. Good luck :)

It may induce oscillations, but by nature of the aerodynamics of how trim works, those oscillations will ultimately calm down and return to "equilibrium " with no pilot input. T-45 is the same, T-6 , Cessna 152, any aircraft designed to be positively stable act the same with regards to trim (which is all of them designed to be piloted by a human, weather by cables and pulleys or an FCS driving a FBW aircraft) EDIT: if the need arises and you must move the stick to expedite dampening the oscillations, this is the "influence the nose" of which GB speaks of. But you don't need to re trim as the oscillations occurs or you will be changing the AOA the aircraft is aerodynamically seeking in those oscillations. You will be playing Ouija board with the airplane . This is also called "flying with the trim" which is typically frowned on in aviation. If you need to re trim to *maintain* an AOA/AS because of a power change, that as a game flight characteristic is contradictory to real life. EDIT all of that said, ensure your not re trimming because of flap changes, wing sweep, etc. And not confusing it with re trimming because of power. If you change the fundamental lift /drag aerodynamics of the air frame, you need to re trim. If all you are doing is changing power, you shouldn't have to. Also, don't confuse FBW with a FCS. One is literally a computer that helps the pilot fly, the other is just what translates pilot control input into flight control surface movements (DEL is basically the hornet FBW with no FCS input) EDIT, again (sorry) : to eliminate more possible ambiguity, this is of course in reference to the hornet when the pilot is actually in control of the trim( landing config) and not when the FCS is auto trimming for 1 g when clean. (Ok that's it I promise. I think we are saying about the same thing now. Trim is quite the can of worms)

"So basically, if I trim a hornet to "ON SPEED" and do not use flight stick to control descend, I cannot end up in fast or slow situation?" all other things equal, very correct. (EDIT: also what GB said) to drive home the point, when you trim *any* aircraft (nothing to do with FBW), the aircraft will seek that AOA/airspeed, regardless of attitude/power/etc (all other things equal) ... trim can be thought of as setting an equilibrium point, for which the aircraft will seek that aerodynamic state. If you are trimmed for what you want (in this case on speed) it will seek it and help you hold it, if you are trimmed for something different, it will seek *different* and you will need to fight it during the approach.

not being trimmed "ON SPEED" and / or controlling your glide slope with pitch instead of power given AOA changes with pitch inputs. (red/green chevron )

(thumbs up)

(whu ? ... NATOPS ? must be the weekend ) :thumbup:

Kangaroo Court adjourned

I'm a lawyer. not substantiated, no actual lawyer thinks their argument is so weak as to require the need in announcing their credentials.

Bears Beets B-attlestar G-alactica

G-reat B-alls G-reen B-ananas G-astric B-ypass G-rizzly B- ear

" The one attempt that I was at a good abeam distance, holding the 30º turn to final, I somehow overshot the boat and ended up too far right. No idea what happened on that one. " If your abeam distance was solid, your AOB was no kidding 100% constant, and you are 100% trimmed up on speed for the entire approach turn, (all other things equal basically) probably turned to early and/or the boat doesn't have 25-30knots WOD. .... approach turn is everything, and that starts with the correct 180* position. Practice the approach turn from an accurate 180* and the rest follows suit. Good luck :)

..... the mental jujitsu going on, this thread is starting to turn into what the G override during BFM thread degraded into.

Yes they do. Your assumption that training in various degraded environments can only be solved by an AG radar is incorrect.

Yes

..... much YouTube theory crafting going on.

...... thinking the exact same thing, and then you said it.

Ha. Ya, now that the flight model has *stabilized* a bit, I plan on making more this summer. As you said, putting it all together from a more complete, practical, "that pilot sh!t" perspective.

.... so happy it helped!

All ya need ....

Banklers program grades according to what is known as CTS in the training command. Although the numerical values are relitivel derived, they are according to tolerances expected from student pilots. What's more, it grades the pattern as well as the entry in to. It is quite comprehensive, I gave him the grading scale. He could extract an LSO grade from what is already in place with his script. It just wasn't really needed. Ya may want to make a request. :)

Was never needed. (Shrug) Whats more, you just dont know what % of your authority is coming from the wheels or the rudders. It is all a bit of a guess untill you are airborne.

The hornet is designed to have NWS engaged during TO/landing. Much of this has to do with technique. And as usual, context is everything. For this topic there is much. Disengage/engaging the NWS is a technique not used for reasons. If there is any deflect in the rudders when NWS is engaged, the wheels will snap to align with the rudders and possibly induce a PIO. Same with disengage. If disengaged with a desired deflection, that desired deflections will most likely fair out and result in loss of directional control. Dragging the brakes with the massive thrust levels involved is also frowned apon. (Peddle to the floor simultaneously dragging the brakes in your car) Keep the NWS on, and use the brakes with the mindset of a light switch. Your either stopping or going, there is no in between. Use the rudder to stay aligned with the runway. If it gets to outa wack, consider aborting the TO. We tend to draw a proverbial line in the sand when it comes to TO and landing. During TO that line seperates two regions called "high speed " or "low speed" aborts. If in the low speed region and anything goes wrong ya typicaly abort the TO and just taxi back for another attempt. For high speed aborts, we typically only do so in the event of an emergency like a fire light/bad engine situation. The mindset being "it is better to risk a high speed abort than a bad engine airborne" Otherwise when in the the high speed region, we would typically peel the aircraft off the deck, get airborne because we are closer to flying than stopping, and hope we dont screw it up. And dont screw up the next TO. During landing, if anything goes wrong that line is often a consideration of if flyaway airspeed is available coupled with usable runway. If we have the AS and runway, and the landing is botched up, blown tire, directional control issues, etc, (just about anything short of bleeding engines) we get airborn again and come back arround for another pass. If there is not enough airspeed and runway, drop the hook and take the long field arrestment. Remember, the jet is a better "airplane " than it is a "car". Airborne is often better than abort at high speeds, landing or TO. Also look into the abort procedures in the hornet EPs and read that chapter for more context. In short, don't force a bad TO or landing if you don't have to. I believe what is happening is, the realities of operating a high performance (virtual) aircraft is simply starting to show how unforgiving it can be during regimes of operation that requires particular atention. I.e. the transitions between wheel control authority to aerodynamic control authority, and back again. I would consider critiquing the accuracy of your TO / landing roll and line up first. We start students from a full stop ensuring they are 100% ligned up looking down the runway, nose wheel and rudders centered, befor even powering up for this very reason. Power up, heels to the deck (100% off the brakes) and looking all the way down the runway while scanning for NWLOS. I have seen many commands do away with rolling goes to simply cut out the problems they can create. Much of what has been talked about reads like a classic over controlled, rushed roll and go TO hasrep. And as usual, have to make the "this is a game" comment. These are all RL considerations designed to mitigate risk and may not necessarily be applicable to a game. (I avoid control curves whenever possible and do not have any in the peddles) Hope this helps. :)