steering hard to control after landing

[GGTharos]

No, you stay 21. Anything more or less is not pro :)

 

But yes, generally you want to flare as much as necessary to slow the descent. If you are heavy, you would go idle after the flare. If you're light, you're going to go idle before you flare, otherwise you'll float.

 

Once on the ground, keep 23-24.5uAoA as aerobraking is not effective under 23uAoA. Aerobraking becomes ineffective at about 90kts, though you can still keep the nose up to as slow at 70-80kts.

 

Once the nose comes down, apply brakes as necessary, but don't lock up or force the matter.

 

That's for standard landings.

 

For super-short field landings, IIRC the procedure is that you would come in at a shallow glideslope (2 degrees or a little less), and maintain 23uAoA and when flaring you will not bring the FPI to the horizon, you'll try to make sure the plane sets down firmly. Once on the ground, fly the nose down quickly (not violently, but quickly) and apply max brakes.

 

While it is not modeled in the sim, this sort of landing would result in hot brakes. Hot brakes means you're taking off again for at least the next hour, since they can cause the tyres to explode inside the gear bays. Also, they might explode while the aircraft is parked, with deadly consequences if you're in the wrong place. Again, these things are not modeled.

Edited October 20, 2014 by GGTharos

[fitness88]

No, you stay 21. Anything more or less is not pro :)

 

But yes, generally you want to flare as much as necessary to slow the descent. If you are heavy, you would go idle after the flare. If you're light, you're going to go idle before you flare, otherwise you'll float.

 

Once on the ground, keep 23-24.5uAoA as aerobraking is not effective under 23uAoA. Aerobraking becomes ineffective at about 90kts, though you can still keep the nose up to as slow at 70-80kts.

 

Once the nose comes down, apply brakes as necessary, but don't lock up or force the matter.

 

That's for standard landings.

 

For super-short field landings, IIRC the procedure is that you would come in at a shallow glideslope (2 degrees or a little less), and maintain 23uAoA and when flaring you will not bring the FPI to the horizon, you'll try to make sure the plane sets down firmly. Once on the ground, fly the nose down quickly (not violently, but quickly) and apply max brakes.

 

While it is not modeled in the sim, this sort of landing would result in hot brakes. Hot brakes means you're not taking off again for at least the next hour, since they can cause the tyres to explode inside the gear bays. Also, they might explode while the aircraft is parked, with deadly consequences if you're in the wrong place. Again, these things are not modeled.

 

I added the not above.

 

All great information, I will practice this evening. Thank you.

 

One other thing...On final approach I always found it important to monitor the VVI on the HUD as I was touching down when I flew the F-18 in another sim and also on the Russian HUDs in FC3. I find it distracting doing the heads down thing while on final approach as there is no HUD VVI.

 

Thanks again.

[GGTharos]

You're supposed to gauge visually. You shouldn't need a VVI on landing, you're either going where you're supposed to, or you're high or low. If you're not going where you're supposed to, you can correct or go around, depending on how close to landing you are.

 

The whole flying-by-HuD thing is a flight simulator pilot disease.

[ruddy122]

When flying the F-15 in FC3, I found Aerobraking is great and will help prevent your brakes from heating up.

 

I try to hold 10-13 degrees nose up till around 100 knots before I lower the nose and engage the brakes. The key is to land in the first 500 ft of runway.

 

A good friend of mine who was a former Eagle Driver said that your aimpoint was 500 ft short of the runway until its time to flare to ensure you land within the first 500 ft. It takes a little bit of practice but once you get it its great

 

Cheers

[fitness88]

When flying the F-15 in FC3, I found Aerobraking is great and will help prevent your brakes from heating up.

 

I try to hold 10-13 degrees nose up till around 100 knots before I lower the nose and engage the brakes. The key is to land in the first 500 ft of runway.

 

A good friend of mine who was a former Eagle Driver said that your aimpoint was 500 ft short of the runway until its time to flare to ensure you land within the first 500 ft. It takes a little bit of practice but once you get it its great

 

Cheers

 

Thank you both...I hear ya!

[redglass98]

I am having the very same problem but mine is also on take off. Some missions the pull is to the right but most are to the left. Some of the older missions no issue straight down the runway. I have a great touchdown at approx 160-180 but as soon as the nose wheel touches the ground it starts pulling to the side. I sometimes can use a series of quick z or x 's but usually I start oscillating and something bad happens. Seems worse after the update a few days ago that messed up the flight model (pulling up also rolls to right, pushing down rolls to left.

[fitness88]

redglass98:

I steer with the rudder [with the nose wheel disengaged] for as long as the plane will respond to it. At around 50kts I re-engage NW steering and try to keep the plane going straight. At around 35kts the plane can then be steered where you want without it going out of control.

[redglass98]

Thanks for the tip or maybe a workaround. This really does seem to be a bug of some kind maybe tied into the rudder not nulling until after about 50knts. Disengaging the yaw CAS fixed that (as a workaround) but it is not a normal IRL according to my friend who was an Eagle driver for USAF. I played for years under the LockOn MAC model and never had this issue (unless a severe crosswind). Maybe the devs can take a look when they try to correct the right roll on stick pull back issue.

[fitness88]

redglass98:

The other planes offer no such difficulties like this so it must be something wrong. In real world commercial planes do the procedure I mentioned and yes I know this isn't a commercial plane but I too never had this issue in earlier versions. I escalated this issue to the tech team and they either didn't have the problem or felt there was no problem. In any case I find this a work around that gives me the highest level of control...whether it's proper technique or not.

[redglass98]

Any of you talented CMS script writers out there have a script that would disengage (LALT q) the nose wheel above 50 knts and re-engage it at below 50 knts?

 

Would really appreciate giving it a try.

[Svend_Dellepude]

Any of you talented CMS script writers out there have a script that would disengage (LALT q) the nose wheel above 50 knts and re-engage it at below 50 knts?

 

Would really appreciate giving it a try.

 

You don't want to do that.

It will swivel around and possibly break the nose gear.

[fitness88]

Any of you talented CMS script writers out there have a script that would disengage (LALT q) the nose wheel above 50 knts and re-engage it at below 50 knts?

 

Would really appreciate giving it a try.

 

Actually you don't need a script as you engage/disengage manually the nose wheel. Above 50 disengage, below 50 engage.

I think on the Boeing 777 it works automatically...in case you want to be a bus driver:)