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Old 12-06-2019, 09:00 PM   #11
Harlikwin
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Originally Posted by SPS48A View Post
I have Banklers mission. Don't do very well with it for the same reason. I have set up a ground based approach with a break complete with gates. I just have to practice more I guess.

Question: Do you guys have your HOTAS throttle axis tune set linearly or have you applied a curve to it to give you finer granularity in the center? Right now mine is set up linearly. I may put a curve in it to help prevent over correction. Not sure what might cause in other flight configurations.
So the pro tip from flying helos in dcs is dont use curves. Your brain expects linear input output responses and doesnt do well with non linear. I do use a 25 curve on most of my conventional planes to. But you can get away with messing with lowering saturation as well. But then be advised you will never get the full response out of the jet.

Ive never used a curve on a throttle. Best practice is to punch slightly up say "one" and return to where you were. Or down etc. To get nore fine control.
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Old 12-07-2019, 01:23 PM   #12
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I can nail a straight in approach 90% of the time. My pattern approach still sucks but slowly getting better. During the upwind approach I keep it at the recommended 350k and drop the hook early. I have also started setting the flaps to full and gear to down at the same time. They won't actually move until speed drops below 250. So I start the first 180 turn by chopping the throttle to idle at the same time I crank in the bank and start pulling slightly back on the stick. This way the flaps and gear drop down while I am at a 30+ deg bank and so I don't get a balloon effect. Getting my self set at proper altitude, AOA, etc on the downwind takes way too long and I get dinged for that. I generally get dinged more in the final turn for altitude but I have noticed that Bankler often says that when I am on the ICLS glide slope so not sure why. I don't know how many traps I have done but it is certainly in the several hundreds so yeah, it is not easy and takes a long, long time to get it right.
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Old 12-07-2019, 01:58 PM   #13
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Just barrel roll hard if you're going too fast/ballooning. My method:

Beeline fast at a point a half mile from the threshold, on slope.
Flaps select full
Break to line up with runway.
Barrel roll until below 200, lowering gear at 270. Keep VV on the grass in front of threshold.
Land (on taxiway or apron if runway is busy)
Veer off and park before people complain.

Last edited by Preendog; 12-07-2019 at 02:02 PM.
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Old 12-07-2019, 08:10 PM   #14
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Originally Posted by Preendog View Post
Just barrel roll hard if you're going too fast/ballooning. My method:

Beeline fast at a point a half mile from the threshold, on slope.
Flaps select full
Break to line up with runway.
Barrel roll until below 200, lowering gear at 270. Keep VV on the grass in front of threshold.
Land (on taxiway or apron if runway is busy)
Veer off and park before people complain.

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Old 12-08-2019, 12:07 AM   #15
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My solution to the ballooning problem is to find a combination of entry speed into the break and g force that allows me to drop the gear and flaps at 250 knots when 90 degrees through the turn. Then I loosen off the turn a little to ensure the 1.2 ish miles lateral displacement on the downwind leg. Getting the flaps down in the turn minimises the ballooning and helps get the speed down so when you rollout downwind you can concentrate on getting ‘on speed’ (that’s the part I struggle to do quickly). Having said that, I enter at 350 knots which is ‘standard’ so I’m not doing anything radical.

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Old 12-08-2019, 05:09 AM   #16
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Originally Posted by =4c=Nikola View Post
Well, you need practice.

Opening flaps will cause pitch up moment and you need to keep it in control with forward stick input until you bleed the speed enough. Then you release forward stick input, add power and trim for landing AoA.

My advice is to select gear down + full flaps as soon as you reach 250kts. Usually, you reach 250kts at mid of break turn. When you select gear down + full flaps, control pitch up moment with bank angle and forward stick input. 30 degrees of bank angle will prevent it to pitch up excessively. Rolling out on downwind, AoA should already be close to landing AoA, descending for base leg altitude.

Btw, it is not forbidden to use pitch control in PA mode. It's just not being used in final turn and approach.
This is pretty much what I do as well..... gear+flaps while still in the turn to downwind once below 250Kts. Porpoising is fairly minimal at that point and then trim for on speed AOA. The finesse comes with throttle management when you enter the base turn and then roll out on final. I find I have to lead the turn with a little bit of throttle to maintain speed and AOA due to the bank angle and then pull throttle slightly before rolling out on final. I find if I don't lead both - I then chase the AOA all the way to the wire.
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Old 12-08-2019, 12:57 PM   #17
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On straight in approaches I don't drop flaps til 180 or so. This way all that happens is you get a quick loss of speed and no ballooning. As the speed is dropping, I start bringing in some throttle (off of idle) at 145 or so, because I know my speed, once stabilized on AOA, I will be at about 135, and anything below that will result in rapid altitude loss. In a pattern approach, although it's not the standard technique, one could wait until on the downwind to drop flaps.
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Old 12-08-2019, 01:17 PM   #18
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What percentage of success do real pilots have?
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Old 12-08-2019, 01:31 PM   #19
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BuzzU, define success
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Old 12-08-2019, 01:33 PM   #20
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Catching a wire. No bolter or wave offs.
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