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Posted

I've been doing some touch-and-go's to get used to handling this beast in the pattern, but with full flaps on takeoff the lift increase is insane even at MIL. It shoots up into the air like a STO in the Harrier. Is there any way to make these touch-and-go's tamer?

Posted
I've been doing some touch-and-go's to get used to handling this beast in the pattern, but with full flaps on takeoff the lift increase is insane even at MIL. It shoots up into the air like a STO in the Harrier. Is there any way to make these touch-and-go's tamer?

 

I advance the throttles to MIL and then immediately retract the flaps. Makes it more manageable to then get the nose wheel off and climb in a controlled manner.

Posted
Thanks, I'll try that. Half the battle is juggling all that stuff: DLC, speedbrake, flaps.

 

You can certainly raise flaps on the touch and go, but my recollection is that carrier aircraft do not reconfigure after a touch and go/bolter. They stay dirty so they don't have to transition back to the landing configuration and on-speed.

 

 

My advise would be to keep flaps down and reduce power in the climb.

Posted

Probably because you are trimmed so nose high for your approach. You trim for an airspeed in the 120-130 range on approach, then on takeoff you accelerate through this speed very quickly. If you don’t trim nose down first (while still on the runway), you’ll go very nose high because the aircraft wants to maintain that 120-130 speed.

 

Try a couple seconds of nose down trim as you select mil power and before you rotate.

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Posted
You can certainly raise flaps on the touch and go, but my recollection is that carrier aircraft do not reconfigure after a touch and go/bolter. They stay dirty so they don't have to transition back to the landing configuration and on-speed.

 

 

My advise would be to keep flaps down and reduce power in the climb.

 

This is for shore-based touch and go.

Posted
This is for shore-based touch and go.

 

Afaik, carrier and shore landing ops with naval aircraft are flown as closely together as possible to make sure the skills needed stay honed and don't decay.

 

Someone can correct me if I'm wrong but generally if it's done a certain way during a carrier approach process it'll also be done that way for the shore approach process, minus the hook.

Posted

They might, not sure. I imagine lumbering along fully configured for the entire length of the runway, plus 10 seconds past the touch-down point would get too slow for shore pattern work.

Posted (edited)

Gimbal is correct. Leave gear and flaps down. Go to mil power, push forward on the stick and trim. Lead the power reduction by 2-300 feet before level off. Pull the power almost to idle, then go back to baseline of around 4800 pph fuel flow with SB in and DLC off. 5200 pph with everything extended for landing.

 

It's done that way because Navy does so many practice landings due to carrier ops.

Edited by Victory205

Fly Pretty, anyone can Fly Safe.
 

  • 2 years later...
Posted
On 3/15/2019 at 10:36 AM, Victory205 said:

Gimbal is correct. Leave gear and flaps down. Go to mil power, push forward on the stick and trim. Lead the power reduction by 2-300 feet before level off. Pull the power almost to idle, then go back to baseline of around 4800 pph fuel flow with SB in and DLC off. 5200 pph with everything extended for landing.

 

It's done that way because Navy does so many practice landings due to carrier ops.

 

Do you mean respectively each fuel flow engine tape individually showing 2,400 in the case of SB and DLC off and 2,600 with everything extended for landing?

Posted

Those numbers aren’t valid due to numerous changes. When the handling and performance are finished, I’ll issue an updated document. We aren’t there yet.

  • Like 1

Fly Pretty, anyone can Fly Safe.
 

Posted

Much thanks for an answer, looking forward to the new baseline figures for both the A and B models in the future. Right now I've been trying to just trim to onspeed AOA while maintaining roughly level flight... Your tip about powering out of MIL some 200-300 ft before reaching desired pattern altitude (600 ft) made a hell of a difference for me during bolters on the boat or touch and goes ashore, many thanks for that!

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