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rudder question

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bushwacker:
hi all,

my rudder pedals work great on deck as NWS, but in the air it seems to have no impact at all. I have a cougar with elite pedals. I believe I have it set-up correctly in FSX settings, although I could be missing something. They are recognized and calibrated in Thrustmaster/ Foxy software. Any thoughts?

SpazSinbad:
Why would you use the rudder in a Hornet in the air? Real world it is never likely to be used; except perhaps in specific ACM conditions or unusual attitude recoveries. Otherwise rudders not needed. I'll check with my 'twist the stick' rudder in the sim.

SpazSinbad:
Excerpt from the Super Hornet NATOPS (sorry don't have Hornet NATOPS) may help explain how rudder is really only effective in very slow IAS (and at circuit speeds) instances and otherwise not so effective or limited in high speed flight:

"Some traditional directional control capability is returned at low airspeed and high AOA only when
the pilot applies lateral stick and rudder in the same direction. This feature starts becoming effective
only at airspeeds below approximately 225 KCAS and above 20° AOA but is most effective at
approximately 120 KCAS and 34° AOA. Enabling this feature outside of these conditions would
compromise departure resistance. When this feature is enabled, the sum of lateral stick and rudder
pedal command is no longer limited to a value equal to a full lateral stick input. The excess roll
command is fed to the directional axis to command sideslip. For example, adding full rudder pedal with
a full lateral stick input provides a maximum roll and yaw command. Alternatively, adding lateral stick
to an existing full rudder pedal input has the same effect. The resulting aircraft motion is a highly
controllable nose-high to nose-low reversal.

At high airspeeds, symmetric rudder deflection is reduced and the rudders are toed in to avoid
exceeding vertical tail structural limits."
____________________

It seems from same Super Hornet NATOPS that at air refuelling speeds between 180-300 the rudder can be used in these circumstances:

"Make small corrections during the approach phase [to the basket] using the rudder pedals for lateral misalignment
and longitudinal stick for vertical misalignment."
__________________

Here is a key phrase from 'Flight Characteristics':

"The FCS provides good lateral directional control of the aircraft. The Rolling Surface to Rudder Interconnect (RSRI) function along with sideslip and sideslip rate feedback are used to coordinate lateral inputs, reducing pilot workload by allowing feet-on-floor maneuvering for most situations."

__________________________

OCF (Out of Controlled Flight) OCF Recovery Procedures

*1. Controls - RELEASE, FEET OFF RUDDERS, SPEEDBRAKE IN

bushwacker:
thanks for the reply and info.

i was mainly interested in using rudder for small corrections when landing on the moving carriers. i can bring her down, but seems like i'm all over the place when I try to last second correct. maybe i'm just hamfisting the stick. it just feels like a little kick of the rudder would put me down the center better, especially with the crowded Nimitz deck!

SpazSinbad:
Sorry, no can do rudder in carrier landings. Yes the rudders could be used in the circuit but not on a carrier approach.

A land circuit will perhaps have crosswinds so rudder is useful. Carrier landings have no crosswind although it may feel like it because the ship is moving away all the time taking the centreline away from you so you have to nibble to the right all the time to stay on centreline of the angle deck. One has to fly as accurately as possible all the time down final on a carrier approach. There is no drifting to get to the correct touchdown point or centreline. One has to be on glideslope, on speed on centreline all the time. There is no substitute. Otherwise it will all go bad at the end. Forget about using the rudders for carrier landings.  ;D

You need to make large corrections further out and if you are close or on the parameters as described then smaller corrections are needed. Any last minute correction of any magnitude near the ramp/deck should be minimal to say the least. Anticipating corrections required is part of how you are learning to fly so accurately. There is nothing like it except perhaps precision Ground Controlled Approaches by radar to a landing at weather minimums (or CCAs to carrier). Carrier landings require all the precision you can muster to be on glideslope, centreline (remember to cross the wake to starboard so that you line up straight away on the angle deck centreline) and on Optimum Angle of Attack (flying an airspeed is not really the method because the airspeed will change according to all up weight at the time for Optimum Angle of Attack - that does not vary). Also fly with about 30% or less total fuel. Flying at max. All Up Weight or over makes for a crash. For one thing your airspeed (at Optimum) may be over the limit for an arrested landing. Thus there is a crash.

Being off the centreline and deviating away from that centreline at touchdown is usually crashworthy. Remember to start on the centreline of the angle deck as close as you can and stay there by small right wing down to move over to the centreline as it moves away from you. If you are deviating from the three criteria then move back - don't wait. Make smaller adjustments the closer you get to arrest. Good luck.  ;D

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