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Old 05-22-2019, 08:47 PM   #11
Viking22
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Originally Posted by klade View Post
because I lose control of the F-5E when the speed increases.
it does not work until it slows down, is it normal in real F5, or is it bug ???
Dampers on for both pitch and yaw (Located about your left hip forward of countermeasures)
Trim is your friend in the F-5
I have my curves set to 25 for roll 23 for pitch and 10 for yaw

If your going in to a high speed, increasing rate oscillation you don't have the dampener on and your not not trimmed correctly.

If your losing control at high speeds and you have the dampers on then you need to check your curves as it may be PIO or pilot induced oscillation.
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Old 06-01-2019, 11:57 PM   #12
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Originally Posted by Kongamato View Post
Creating a good curve of response of the axes of the joystick also helps A LOT to maintain the plane controlled in straight and at level flight.
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Originally Posted by Chuck_Henry View Post
Seconding this. The F-5 has incredibly sensitive controls, both IRL and in the sim. Unless you have an extension on your stick, I recommend at least curves of 15 for both Roll and Pitch. To put it in perspective, I keep curves of only 5 for the F/A-18 and F-14.
Thirded

With no curve the slightest breath on my WH stick causes the F-5 to roll over nearly 90 degrees :p

I'm currently flying with a 30 point curve.
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Old 06-02-2019, 02:26 PM   #13
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The F-5 has incredible sensitive controls in both pitch and roll at high speed down low. Get some altitude or cruise at 0.7M and its more comfortable. It takes some to get used to, just go light on the controls.

Careful with excessive curves though, as its gonna have a negative sideeffect if you need high AoA.
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Old 06-02-2019, 06:23 PM   #14
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Landing is hardest for me. I'm all over the place trying to stay lined up on the last few thousand feet or so.
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Old 06-02-2019, 06:55 PM   #15
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Landing is hardest for me. I'm all over the place trying to stay lined up on the last few thousand feet or so.
Subtle rudder input is definitely more crucial on final approach than any other phase of flight.

That being said, somebody on here who's flown either the T-38 or F-5 in real life said the actual aircraft is more directionally stable than the flight model in DCS. So take that for what it's worth.

I recommend beginning your approach turn once the intended point of landing is 45 degrees behind your wingtip (this is a technique in the T-38, anyway). You should have plenty of time to stabilize your lateral flight path on final.
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Old 06-03-2019, 04:59 AM   #16
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Originally Posted by Chuck_Henry View Post
Subtle rudder input is definitely more crucial on final approach than any other phase of flight.
Why would you need the rudder on final? Heading corrections are always done with the ailerons because it's lift that makes an airplane turn, nothing else.
So you need to bank the airplane to make it turn. Applying rudder only turns the nose but doesn't (immediately) change the track.

Even on planes like the F-5, where the rudder rolls the airplane (especially at higher AoA), the ailerons are the only means to do corrections on approach.

I absolutely love the precise and slightly nervous handling, using linear control and a 15% curve.
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Old 06-03-2019, 01:23 PM   #17
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Why would you need the rudder on final? Heading corrections are always done with the ailerons because it's lift that makes an airplane turn, nothing else.
So you need to bank the airplane to make it turn. Applying rudder only turns the nose but doesn't (immediately) change the track.

Even on planes like the F-5, where the rudder rolls the airplane (especially at higher AoA), the ailerons are the only means to do corrections on approach.

I absolutely love the precise and slightly nervous handling, using linear control and a 15% curve.
I mean, you’re theoretically correct in the case of winds straight down the runway, or no wind at all.

If you have a crosswind, though, which in real life there’s always some, you use bank angle to maintain centerline and rudder to keep the nose straight down the runway. Otherwise you land with some crab, which not all landing gears are built to withstand. The F-5, with its stubby wings, is perfect for the wing-down/top rudder technique.

That’s really what I’m talking about here. If winds are no factor, then yeah, you shouldn’t need rudder.
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Old 06-03-2019, 01:52 PM   #18
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Originally Posted by Chuck_Henry View Post
If you have a crosswind, though, which in real life there’s always some, you use bank angle to maintain centerline and rudder to keep the nose straight down the runway. Otherwise you land with some crab, which not all landing gears are built to withstand. The F-5, with its stubby wings, is perfect for the wing-down/top rudder technique.
Ouch, the wing down technique might work for a Cessna 152 but on larger/faster airplanes and especially on jets you generally use the crab method.

If you decide to land without crab, you (and even the AP) earliest starts to take the crab angle out below 100-150ft.
When landing manually you usually decrab during the flare and also land with an (almost) wing level attitude.

Since the rudder induces a significant roll moment on the F-5, it's imperative to fly the approach with the correct wind correction angle applied and to land with the full crab angle.
The wings must be level!

The F-5 is definitely not an airplane which is suitable for the wings low technique (and on an airliner the passengers wouldn't be happy either )

Last edited by bbrz; 06-03-2019 at 01:58 PM.
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