General Category > Unofficial F/A-18 Acceleration Pack board
Carrier Landings
SUBS17:
I got a question regarding the IMC mission which I just completed there is reply to the LSO" 122 Hornet ball 146" its interesting that the wingman made that call yet the weight was 25605lbs anyone know where he gets that number? I know its for the wires setting but would like to know the correct setting for radio calls online.
Great Ozzie:
SUBS17
"Onspeed AOA is approximately 136kts KCAS at 44,000lbs gross weight (max trap). Subtract 1 1/2 KCAS for each 1,000lb decrease in gross weight." (NATOPS flight manual for F/A-18E/F) so 126kts sounds correct for about a gross weight of 38,000lbs.
As per the F/A-18A/B/C/D NATOPS pocket checklist (01NOV04) for the given landing configuration I posted above, 126kts is the correct speed. Fwiw, the chart shows Approach Speeds (given above config.) which vary from 119kts @ 24,000lbs GW to 151kts @ 39,000lbs GW. (this includes a +2kt allowance as the wingtip AIM-9s are off ;) ).
From my FSX point of view:
I do not "like" approaching at this speed (126kts). As I said before, I like to come out of my downwind turn at 135kts, then "fine tune" this speed based on the AOA indexer. With the reduced fuel loads I have been using, this means in the ballpark of 130 kts.
You certainly won't crash at 126kts (as per your post on the 17th) and sink rate won't be too high (descent rate actually HAS to be lower if you're staying on glidepath). AOA @ 126 kts (less than 2000 lbs. fuel) I noted to be about 8.8 degrees which reads "Slightly Slow" on the AOA Indexer and trapping at that speed will by no means put the tail in jeopardy of scrapping the flight deck.
Rob O.
Great Ozzie:
I think that call out is "One point Six" which I think means 1600lbs fuel remaining.
Btw how did you determine that weight?
Rob O.
Great Ozzie:
Hey Randy,
Man go out of the pattern at say 3000' (Severe Clear Wx theme) with just a couple thousand lbs. of fuel then...
Practice flying a pattern at different configurations. You can start with say, the landing configuration (gear/full flaps/tailhook down). Climb, say, 1000' at 150kts while doing a Level 180 turn. Turn again 180 degrees while decelerating to 130kts. Then set up at 130 kts (or "Onspeed" in the AOA Indexer... your choice) a descent at 500 to 600fpm. This is how I taught my "real" flight students... I mean in the civilian world. And to me, the principles are very much the same (Real World compared to FSX). I mean whenever I checked out in a new type or make/model, I didn’t want to stay in the pattern. I wanted to go out for an hour or so doing the so called “four-fundamentals” (climbs, turns, descents and level flight) at the various airspeeds I would be using. This way when I got back to the traffic pattern, I could focus on landing, not on how to fly this new plane.
The big thing you need to note here is: your power setting in each phase of flight and how the controls feel to you (meaning amount of control movement, trim input etc...). Do that above practice enough so that you can do this "in your sleep" (i.e. you don't have to think about it... you just do it). You make the pitch/power change for the new performance you want (say going from level 130kt flight to Onspeed 500fpm descent): once accomplished (listening to the engine pitch) you continue scanning, and in a few moments when your scan brings you back to the power setting (for me the %N2 in the EFD) you might be like... “Let me tweak that One %”. Or you look at the AOA Indexer... “My pitch needs a slight decrease to get that Onspeed indication...”
Now when you come back to the Carrier Practice mission, the pitch/power settings for the traffic pattern will be caged in your head. Then when you are on final and the AOA Indexer looks more like the blinking lights from last season's Christmas tree, you can be like, "I know my power is about right to give me (e.g.) a 600'fpm descent; and my pitch too, because at this weight I should have roughly such and such kts." Then you can use the bulk of your brain's CPU focusing on the meatball and flight deck alignment, making the tiny corrections you need to stay aligned with the Carrier and on Glidepath.
Let me sum up (phew!) with the ol'
Pitch + Power = Performance
Airspeed (Pitch) + % N2 = Level/Climbing/Descending for a given Configuration (Gear, Flaps, Weight... etc)
(And NO NO NO we are not going to discuss pitching to FPM and Power for Airspeed! This is enough :-P)
Seriously, you will be amazed how much easier it is when you know what power settings to use for a given phase of Flight. You will see!
Rob O.
SUBS17:
--- Quote from: Great Ozzie on January 29, 2008, 06:03:35 am ---I think that call out is "One point Six" which I think means 1600lbs fuel remaining.
Btw how did you determine that weight?
Rob O.
--- End quote ---
FPAS in the MFD
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