Should I use flap to land on carrier while adverse wind?

[MivwTaupos]

So, Should I use flap or air brake to land on carrier while adverse wind? Since in adverse wind, I need more speed to maintain straight line to land. like 160IAS to against 50 knots headwind. then the E bucket always above the velocity vector, and I need to slow down immediately when the second I reach the carrier.

 

Other question, what is the front flap? what is it used for? can how I control it?

 

Thanks a lot.

Edited July 30, 2020 by MivwTaupos

[fitness88]

You need to be on angle of attack of 8 degrees when landing for the hook to grab.

[MivwTaupos]

thanks, should I use air brake as well?

[kengou]

No need for air brake. Just keep the velocity vector in the E bracket using trim and your speed won’t really matter.

 

The leading edge flaps are entirely automatic so don’t worry about them.

[MivwTaupos]

No need for air brake. Just keep the velocity vector in the E bracket using trim and your speed won’t really matter.

 

The leading edge flaps are entirely automatic so don’t worry about them.

 

Thanks, so should I trim up or trim down?

[mongo52]

Thanks, so should I trim up or trim down?

Trim whichever way you need to get the VV in the E brakes.

[Meyomyx]

I think you might be falling into a trap here .... your approach speed is exactly the same whatever the wind strength or direction (dictated by angle of attack in this environment).

 

Remember that you're simply flying in a moving block of air. If you're flying at 140kts into a headwind of 100kts, your AIRspeed will be (and must be) 140kts. However, your GROUNDspeed will only be 40kts.

 

In a conventional approach, you may increase your approach speed by a few knots IF it's gusty so that any sudden gusts won't drop your speed too low - and you may use one notch less flap so that a go-around is easier BUT you're in an aircraft where the FCS is doing the work of dealing with gusts and you only have 2 flap settings.

 

So its full flap, fly the angle of attack ... which will give you the same AIRspeed, whatever the wind speed or direction

[AW139]

The airplane doesn't know, or care, what the wind is doing (as long as it isn't turbulent). Your approach speed and AOA is exactly the same with a 30 kt headwind as it is with a 30 kt tailwind, or 30 kt crosswind.

 

The reason you want to land into wind is to 1) reduce the speed difference between your plane and whatever it is you're landing on, and 2) to keep your plane pointed in the right direction while landing. For a carrier obviously you want to touch down at the minimum GROUNDSPEED as possible, so to help you do that while still maintaining the same AIRSPEED, the carrier will point into the wind, and maintain a specific speed.

[G B]

IRL, winds that high would have the flaps set to half, and the basic angle reset to 4 degrees.

[PL_Harpoon]

IRL, winds that high would have the flaps set to half, and the basic angle reset to 4 degrees.

 

 

Sorry, can you explain what "basic angle" means? Is it AOA?

[G B]

Sorry, can you explain what "basic angle" means? Is it AOA?

 

 

Basic Angle is the Optical Glideslope put out of the IFLOLS. It is the glideslope of the Meatball.

 

 

 

Normally it is 3.5 degrees. With 25-30 knots of wind over the deck (the optimum amount), that will yield a 2.8 degree effective glideslope (actually physically flown through the air).

 

 

The angle can be adjusted from 3.5 degrees as required.

 

 

Lots of information can be found here:

 

 

 

https://forums.eagle.ru/showthread.php?t=280143

[G.J.S]

 

Other question, what is the front flap? what is it used for? can how I control it?

 

Thanks a lot.

 

To answer your other question, the “front flap” is called the Slat, and this - in conjunction with the flap, In effect increases the Camber of the wing, increasing lift.

In most modern aircraft types you do NOT have full control of the slats, they will be scheduled by the FCS depending on several factors. Some aircraft have a ‘back up’ reversionary control, but it’s down to the pilot in those circumstances to deploy or retract correctly (FCS failure) to remain safely airborne.

Normal operation will see them deploy (upon command) when selecting flap down, other times they will deploy to any angle within limits depending on airspeed, AoA, altitude, manoeuvre requirement.

More specific info can be googled.

[MivwTaupos]

thanks. other questions does f-18 has Spoilers?

[Roosterfeet]

I found these very helpful

 

On speed AoA:

 

Case 1 recovery:

 

Grim Reapers Tutorials for F/A-18C:

 

Carrier landing takes a ton of practice. Case 1 is probably the hardest thing to master in the Hornet. I can refuel from an S-3 now but I still get a lot of bolters and failing grades from the LSO during Case 1 recovery. I would much rather do a Case 3 at night and have 20 miles to get everything right than have 18 seconds to not kill myself on a Case 1 day pattern.

[Bunny Clark]

thanks. other questions does f-18 has Spoilers?

Nope, no spoilers. Spoilers are fairly uncommon in military aircraft, the big exception being the F-14.

[G.J.S]

Nope, no spoilers. Spoilers are fairly uncommon in military aircraft, the big exception being the F-14.

 

Really?? F-4, B-1b, B-52, Tornado, F-111, F-14, Jaguar, SU-24, C-17, C-5, A-6 & EA-6B, probably quite a few more . . .

But correct, F/A-18 does not require them.

Edited July 31, 2020 by garyscott

[Cab]

F-4 or A-4? I know the A-4 has them but, if the F-4 does too, I didn't know that.

[G.J.S]

F-4 or A-4? I know the A-4 has them but, if the F-4 does too, I didn't know that.

 

Hi Cab, the F-4 does - sorta!.. They are used independently for roll control, as the ailerons only go down, so to roll left, right aileron goes down, left spoiler goes up. They do not work together to dump lift like a conventional spoiler system, but they are spoilers.

As for the A-4, I’m pretty sure it does not use spoilers.

Edited July 31, 2020 by garyscott

[Cab]

The F-14 uses spoilers for roll rather than ailerons, but I didn’t know about the F-4. Thanks.

 

Based on my recollection and minimal research some versions of the A-4 did have spoilers for landing and aborted takeoff.

[G.J.S]

The F-14 uses Tailerons. The spoiler just dumps the lift on the wing to go down to aid the tailerons.

As for the A-4, trust me - no spoilers.

Ailerons, flaps, slats, rudder, tailplane, and speedbrakes on rear fuselage. That’s it.

If you have or can locate a picture showing overwing spoilers on an A-4, I will be VERY surprised.

[Cab]

The F-14 uses Tailerons. The spoiler just dumps the lift on the wing to go down to aid the tailerons.

As for the A-4, trust me - no spoilers.

Ailerons, flaps, slats, rudder, tailplane, and speedbrakes on rear fuselage. That’s it.

If you have or can locate a picture showing overwing spoilers on an A-4, I will be VERY surprised.

 

Here's an A-4 on landing rollout with the spoilers still deployed.

https://drive.google.com/file/d/1FBrmGM8f3EzQN9FjqjOqzSrProEeHVHy/view?usp=sharing

 

The DCS Community A-4 has spoilers, too. And I'm sure someone would have spoken up if that wasn't correct.

 

Also, it may be a semantic issue, but we are saying the same thing about the F-14. The Tomcat does not have ailerons. Instead spoilers are used in conjunction with the tailerons for roll. To my knowledge, all modern combat jets use their horizontal stabilators for roll to one degree or another. That can be seen in DCS with the F-16 and F=18 (I didn't check any others.)

 

Cheers

[G.J.S]

Semantics. I should have put the word “split” before “flaps”. Apologies.