![]() ![]() The second bump you feel is way above which simulates going from 100% power to full AFT. 1st bump is low and it simulates throttle going from shutdown to idle. I use X-52 Pro throttle 2 bumps you can feel inside when throttling. What i could of been missing here is throttle. Tried that as well and it also takes to long and i do tend not to steer but braking makes my plane sway left or right so at the end i use rudder to correct which brings me to skidding again. My landings don't deserve a beauty price. But i still need some practicing with landing myself. I even can land on the small airfields now. And don't steer to much above 40miles or knts (i'm not sure). ![]() This image shows it being used during approach. It is also used for other functions- to slow down quickly at high speeds and to prevent too much speed buildup in a dive. "W" seems not to work as before but i will try with ctrl+ENTER to see what is going on.Ģ.) Pump the brakes. It is usually used reducing speed landing (approach). Plane pitches forward and start to shake i bit before i let go. I invert brakes and they work cuz i throttle up with brakes before takeoff. But yeah.I am having issues of running out of runway as well when using pedal brakes. The first F-15B Eagle was delivered in November 1974 to the 58th Tactical Training Wing, Luke Air Force Base, Ariz. "CTRL+ENTER" in cockpit view and viewing the axis inputs is useful as well to get a gauge of the braking. F-15 production has been extended into 1999 by orders for 72 F-15S aircraft for Saudi Arabia. :pilotfly: Edited Apby Echo225ġ.) Did u try using W for wheel brake? Did u invert the axis for wheel brakes? I found that on default, when depressed, the brakes are actually off. Then use power for altitude/VV and everything will take care of itself. I can't stress this enough - use AOA to land your aircraft set it and hold it at the desired value. A modest increase in thrust right before touchdown will effectively pad your landing for that perfect runway "kiss." Season to taste based on your specific situation. If my rate of descent is a tad too high, or if my FPM is a tad lower than desired, I'll power up to reduce that vertical velocity. ![]() If you're at 20-22 units of AOA, you shouldn't need to adjust pitch until after touchdown for aerobraking. In my practice runs landing at Batumi with the new F-15C PFM, I don't flare my aircraft before/at touchdown. The former is really the more important consideration. Remember: power for altitude, pitch for airspeed. Configure your attitude to achieve the desired AOA and handle pitch/altitude corrections with throttle only. The good habits for landing is to pull back on the throttle slowly, idle at/after touchdown.į-18 Pilots don’t flare, all the throttle work they do, descent rate and angle of attack, more thrust before the touchdown. ![]()
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