AOA indexer

[bolek]

Exactly. I always found the often quoted rule about using throttle for glide slope and stick for AOA too simplistic and confusing. You always have to use both at the same time for any correction. If you are on glide slope but your AOA is wrong, you can't just use the stick because that would take you off the glide slope. Similarly, if your AOA is right on but you are below/above glide slope you can't just use the throttle to correct because that would affect the AOA too.

[Baz000]

top light means your are too fast = AOA is too low, reduce power / pitch up

 

center light means you are on speed = AOA is where it should be for landing, hold power and attituide

 

bottom light means you are too slow = AOA is too high, add power / pitch down

[LJQCN101]

Exactly. I always found the often quoted rule about using throttle for glide slope and stick for AOA too simplistic and confusing. You always have to use both at the same time for any correction. If you are on glide slope but your AOA is wrong, you can't just use the stick because that would take you off the glide slope. Similarly, if your AOA is right on but you are below/above glide slope you can't just use the throttle to correct because that would affect the AOA too.

 

Yes, both stick and throttle should be used for any corrections, but there're some fundamental differences in pilot reaction to AOA/GS changes.

 

1. If you choose to use throttle for AOA and stick for GS, the throttle is used only as a function of AOA. Imagine when you activated auto throttle control which trims for on-speed AOA. When AOA is larger than optimum value, throttle will be increased regardless of GS. Then you use the stick to aim for GS.

 

2. If you choose to use throttle for GS and stick for AOA, the stick is used only as a function of AOA.

 

We have one real life example. In takeoff and landing mode of F18, the FCS will automatically trim for 8.1deg AOA hands-off whenever AOA is above 6deg. When the throttle is advanced, AOA is decreased. Then the system will command nose up to aim for trim AOA. Vice versa, throttle decrease will result in nose down. That's how you use throttle to adjust GS in a F18 with little to none stick input.

Edited January 22, 2018 by LJQCN101

[LJQCN101]

Well there you go, the Navy really are different for Deck ops , I was actually taught to put the fpm on the threshold to check the glideslope and fly it down.

 

Sent from my SM-G955U using Tapatalk

 

Both are allowed in a F-16:

 

There's a reason why Navy don't use the first technique.

 

You'll have a burble zone just close to touch down. One day you come in and you have nothing but smooth air and a small drop (add a little power) 1 second before touchdown for the easy 3 wire.

 

The very next time a few hours later you come in and you are dropping like a rock just 200 ft away on approach going full throttle hearing LSO (screaming "POWER") catching the 1 wire and getting a no grade or missing the wires and boltering.

 

If you increase pitch for that, it lowers the hook (risking an in-flight engagement, hook slap or ramp strike). If you reduce pitch, it raises the hook, increasing the chance of missing all 4 wires (a bolter).

Edited October 9, 2017 by LJQCN101

[Fox One]

The simulator is correct :)

 

https://youtu.be/cm21PhxryrI?t=2114

https://youtu.be/cm21PhxryrI?t=2075

[Ironhand]

The simulator is correct :)

 

https://youtu.be/cm21PhxryrI?t=2114

https://youtu.be/cm21PhxryrI?t=2075

 

Nice find! How many hours of video have you reviewed? :)

[Fox One]

^^^ Not many :)

I was actually doing some research for scale models and other things. I would say it was rather an accidental find.