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Old 03-03-2020, 02:59 PM   #11
Lieuie
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Quote:
Originally Posted by ngreenaway View Post
I would suggest, for the f5 as well as any planes you buy in the future, you go to misspoke.com and download the appropriate chuck's guide, if you haven't already
I am assuming you mean mudspike.com
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Old 03-03-2020, 03:03 PM   #12
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Quote:
Originally Posted by Lieuie View Post
I am assuming you mean mudspike.com
Yup. It's an autocorrect typo.
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Old 03-03-2020, 05:10 PM   #13
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Yep, I've got Chuck's guide, digesting it slowly.

So I applied the advice here, especially Tippis's advice to use the throttle to control altitude vice speed and managed to land it (yay!). The flight to the runway was a wild ride though, up and down all over the place. The response time between applying throttle and the plane actually rising was pretty slow and I'd still sometimes have to pull the stick back very gently to give it that extra.

Still confused about this whole flaps business. What are they doing when they are in AUTO? Then when you drop the landing gear you mean the flaps point downwards to bring the plane down?
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Old 03-03-2020, 05:22 PM   #14
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The short version is: flaps in general gives you more lift and more stability at low speed, but at the cost of more drag. They quite literally re-shape your wings to give you a different aerodynamic profile. You don't want them out at high speed because they slow you down when you want to go fast (and also, since they're large moving panels, you'll outright break them if you go too fast).

The F-5 simplifies the whole thing by having them automated, if you so choose: if you're slow, they come out automatically; if you're going fast, they retreat. They also help a little with keeping you on track if you're bleeding speed in hard turns. As part of this automation, the aircraft assumes that if your wheels are down, you're either landing or taking off — either way, you'll be wobbling about at low speed and could use a bit of extra lift. Thus, auto flaps + gear down = flaps extended.

Once you get into the whole business of in-flight breakdowns and emergency procedures, or with optimising your flight for range, you'll need to start learning about the manual flap settings. Until then, auto mode (flaps selection lever in the middle position; flaps thumb switch on the throttle in the aft position) is all you really need.


Also, congrats on the landing!
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Old 03-03-2020, 06:29 PM   #15
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You really can't go wrong with Laobi's tutorials either

The f5 one was rather tame for him, but it's an older vid
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Old 03-03-2020, 07:35 PM   #16
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HoneyVipet,

Didn’t realize the flaps came down with the gear. Shows how little time I have in this pit. I flew this yesterday and swear that, when I peeked, there were no flaps until I hit the “F” key. Anyway, while far from perfect—I think this might only be my 3rd or 4th time in this aircraft—this is something like what it should feel as you’re coming in. I have the control inputs showing which may help you see what’s at work:

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Last edited by Ironhand; 03-03-2020 at 07:39 PM.
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Old 03-03-2020, 10:45 PM   #17
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Keep practicing, a good way to settle on your landing config is to fly your circuit, fly it at slower speeds or fly it dirty, with your gear down and flaps down, this way you will get the feel of flying slower and with the added drag, also you will learn how the plane flies during the turns with everything down, it sinks more with all that drag, do your turns coordinated otherwise the nose will wobble all over the place. Form those nice habits then fly it down, there's no problem if you setup for a longer approach and you can always do touch and go's until you can get your approach down and land it where you want it without any drama.

Remember not to chase your landing descent rate with the stick, set it up in a nice descent where you aim for the runway threshold, slow throttle inputs should keep you there not your stick. if you are too high and too fast pop the breaks up for a bit to get back into that nice landing approach.

Once you are close to the ground you can fly it all the way to the ground. It will take quite a lot of punishment, once you get better you can flare it nicely.

Just remember one thing! You can always GO AROUND!

If you get tired, take it up and whip it around. Go crazy with it, do all your aerobatics, go fast and high, stall it, do fly-by's and then get back to it.

It's an amazing airplane to fly.

Cheers,
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Old 03-04-2020, 02:04 PM   #18
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As SorelRo and others have noted, proper practice is the key. And the one thing not yet mentioned is to relax. If you have a death grip on the stick and throttle, your landing will be anything but smooth. Don't just stare at the instruments and runway. Look around. Keep your eyes moving. Glance out the canopy at the scenery. Enjoy the feel of the airceaft.

In the circuit, fly each segment as smoothly as you can. As soon as you start to feel out of control, fly out, consider what you might have done wrong, come in and try again with a slightly different approach to the task. Doing so will teach you how the aircraft handles at slower speeds and what you need to do to stay ahead of the aircraft. Once you can do it well for one jet aircraft, you'll be able to land any of them without much difficulty.

For quite awhile now, my first flight in any newly purchased aircraft is a circuit landing at an airbase that I know well. That flight tells me all I need to know about the aircraft's low speed handling. While some landings are admittedly smoother than others, none have broken the aircraft. All have taught me, in a single flight, what the aircraft's slow speed quirks are and what I need to pay strict attention to in those circumstances.

As a simple illustration, my 2nd landing in the MiG-21bis was a successful deadstick landing on a Novorossiysk beach. My first flight taught me that the MiG's extended flaps caused a extreme amount of drag. Even though I would normally extend my flaps as the speed slowed, I knew from that initial flight that, in this aircraft with my engines out, extending my flaps would be a death sentence. Instead I got to walk away and, IIRC, the aircraft was unbroken.
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Old 03-04-2020, 05:20 PM   #19
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Awesome, thanks everyone. I'll keep at it.
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Old 03-11-2020, 03:21 AM   #20
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The F-5 is a very light fighter with somewhat under powered engines. Its easy to get behind the power curve if you are trying to drop too much altitude too fast. I would recommend being extremely careful about cutting the engines to idle until you are entering your flair. The "On Speed" Airspeed in the F-5 is highly dependent on weight, a full tank of gas or even a full load of guns makes a measurable difference. While having a target airspeed (manual offers calculations on this) is a good thing to keep in mind as you are setting up, I would recommend paying more attention to glide slope and AOA than airspeed. If you are on glide slope (VASI OR PAPI Lights are great for this if you are new to flying) and you have the green circle (I think 14 units for the F-5), you're pretty much good to maintain that all the way to your flair. Also on the flaps, they CAN be auto but they don't HAVE to be. Make sure that you check your configuration and that your controls aren't bound and overriding them, there is a slider on the throttle that controls Auto, Fixed and I think Emergency, obviously you want Auto, and there is a grey lever outboard the throttle that sets the position, you want that in the middle position. Then your flaps will adjust automatically in flight, and dump to full with the landing gear. I would caution against speed brakes, they complicate matters and could build bad habits, get on speed, on AOA, landing configuration, and trimmed out on the downwind leg. Once you get more comfortable you can start to move onto an overhead break. Also the F-5 is a VERY trim intensive aircraft, don't be afraid to hold some stick deflection on final, you have to prioritize your bandwidth during your approach, but when you have time, try to keep the "pressure" on the stick to a minimum to help keep things stable and allow you to focus on something other than fighting the airplane.`
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