Archived from groups: alt.games.microsoft.flight-sim (
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It's the #3 wire that makes for a good carrier landing. Really, the only way
to hit it is by flying the ball with a behind the curve approach, which is
normally a 3 degree glide slope but can be set up for 2.5.
I don't really count my DC8 landing as a normal flight above house size
🙂
as I was a guest on the trip and flew the approach under the supervision of
the normal Captain, a good friend. We were dead heading the airplane to
Anchorage and no pax were on board. It was my only transgression outside my
own world, and I have to admit, I still remember that landing gave me a real
good feeling about flying something that large.
Dudley
"Oskar Wagner" <rengaw@swissonline.ch> wrote in message
news:dg7i7a$pgt$1@news.hispeed.ch...
> Hi Dudley!
> Mhhhh, I think you cheated a bit on us as you said that you never flew
> anything larger than your house......or your house is quite big (at least
> the size of a streched DC8..)
🙂))
> I agree, our "big iron" is still quite "aircraft-like" in terms of
> aerodynamical behaviour especially upon landing, contradictory to the real
> "hot stuff" where you need a lot of thrust vector for a stable landing
> approach. I recently saw some footage about carrier landings and I still
> wonder how someone can hit this extremely narrow gap ....and even aiming
> for a specific arrester cable! (I recall that a guy mentioned the second
> or third cable being the target....don't remember which one it was). So
> I'm quite happy about our landing target window of 300 m....
🙂)
> --
> Oskar Wagner
> (retired Captain)
>
> Remember, in the great scheme of things, we're all small potatoes....
>
> "Dudley Henriques" <dhenriques@noware .net> schrieb im Newsbeitrag
> news:xNFVe.11809$FW1.11787@newsread3.news.atl.earthlink.net...
>> Hi Oskar;
>>
>> With the F104 drivers, it was REALLY touchy. The airplane is fuselage
>> mass loaded as you know I'm sure, and that fuselage is VERY long in
>> relation to the wings. On final, you balanced the airplane literally on
>> the power setting, raising up the %RPM as landing flaps were selected. If
>> everything was just right, you ended up over the threshold at about 90%
>> on speed for the fuel remaining GW. You CAREFULLY eased the zipper onto
>> the ground by GENTLY increasing pitch against power reduction trying to
>> keep everything within a very small touchdown envelope so that you didn't
>> hit the tail. In degrees of pitch, you didn't have all that much to work
>> with in this airplane.
>> I remember having this feeling the day I put a stretch DC8 down in
>> Alaska.
>> "Oh Lord", I thought as I eased it down, "don't let me pull this thing
>> TOO far back"
🙂)
>> That day gave me a whole new appreciation for how good you guys are in
>> those "slightly larger" machines you love so much
🙂))
>> Dudley
>> "Oskar Wagner" <rengaw@swissonline.ch> wrote in message
>> news:dg78pa$jls$1@news.hispeed.ch...
>>>A similar thing is valid for "heavy iron". Although wingloading is by far
>>>not as high as on fighters some A/C need a certain amount of power during
>>>flare. I remember e.g. a nose-heavy DC9-51 could never be flared without
>>>adding some power as the additional downforce of the elevator (remember:
>>>the elevator produces negative lift when rotating the nose up...!) would
>>>virtually slam the A/C to the RWY. Two facors will help in this case:
>>>First the additional thrust will prevent an excessive speed blow-back in
>>>a very high-drag configuration and second the thrust vector pointing
>>>upwards will also help with it's vertical component. However modern A/C
>>>(especially fly-by-wire A/C) don't have such extreme COG locations and
>>>also not so high wingloadings anymore. I remember a TWA guy (quite a few
>>>years go....) telling me from his B727 experience that it must have been
>>>quite similar to the DC9. Hope this helps a bit.
>>> --
>>> Oskar Wagner
>>> (retired Captain)
>>>
>>> Remember, in the great scheme of things, we're all small potatoes....
>>>
>>> "Dudley Henriques" <dhenriques@noware .net> schrieb im Newsbeitrag
>>> news:imEVe.11301$_84.1152@newsread1.news.atl.earthlink.net...
>>>> Thrust in high performance airplanes is carried through the approach
>>>> and to some degree through touchdown. In light GA aircraft, you usually
>>>> end the approach in a glide with power at idle, but in high performance
>>>> aircraft, especially jets, thrust is required in the approach
>>>> configuration.
>>>> It's not uncommon that a slight addition of thrust is applied just
>>>> before touchdown in high performance airplanes. With these aircraft,
>>>> actual touchdown is made by controlling the sink rate rather than by
>>>> "flaring" the airplane. The trick is to have the exact amount of thrust
>>>> needed to accomplish this for the configuration. It's sometimes a bit
>>>> tricky to get it just right, and if the pilot sees the sink rate is
>>>> going to be a bit high through the touchdown, some thrust at the right
>>>> time on final can solve this issue.
>>>> Hope this helps
>>>> Dudley
>>>> "Gregory" <flightsim.maps@bkwds.comcast.net> wrote in message
>>>> news:t53ei1tvq2jsfutdefookehv6atv15qduf@4ax.com...
>>>>> On Tue, 13 Sep 2005 17:09:00 GMT, "Dudley Henriques"
>>>>> <dhenriques@noware .net> brought the following to our attention:
>>>>>
>>>>>>
>>>>>>"Gregory" <flightsim.maps@bkwds.comcast.net> wrote in message
>>>>>>
>>>>>>>
>>>>>>> There's been a number of harsh OTs as-of-late. OTs such as:
>>>>>>> "what's a Fenway? -- oh, four or five stones!!" -- or -- How's your
>>>>>>> dog!! would be ok.. but politics and religion are dangerous
>>>>>>> subjects
>>>>>>> especially in todays' environment. Remember everything posted on
>>>>>>> Usenet goes into that GREAT Cyberspace Database (GCD) forever.
>>>>>>>
>>>>>>> So.. wouldn't it be much better to discuss the science of flight,
>>>>>>> ops
>>>>>>> and maneuvers, generation of terrain, navigation, atmospheric
>>>>>>> properties (weather), and world geography!!
>>>>>>>
>>>>>>> btw.. would like a comment on `applying some thrust' right before
>>>>>>> the
>>>>>>> landing flare(out)!! IINTMT (if it's not too much trouble)
>>>>>>>
>>>>>>>
>>>>>>> -Gregory
>>>>>>
>>>>>>Can you expound a bit for me on exactly what you mean by "if it's not
>>>>>>too
>>>>>>much trouble" before I attempt to answer your question?
>>>>>>Thank you very much.
>>>>>>Dudley Henriques
>>>>>>
>>>>>
>>>>> hello Dudley.. hope you're well today. Was ummm, just making up a
>>>>> couple new acronyms, yes sir That's it.. not directed towards anybody
>>>>> or any one post.
>>>>>
>>>>> Had a reply all set for Phillip.. but held back from Sending and saved
>>>>> as text instead.. always ask `do I really want to send this out!!'
>>>>>
>>>>>
>>>>> In part it said:
>>>>>
>>>>> thanks..that's a useful reply. Most tuners (even leading ones) go with
>>>>> the default `ground effect' AIR table. Have been on several commercial
>>>>> flights where thrust was applied just prior to touchdown.
>>>>>
>>>>>
>>>>> -Gregory
>>>>>
>>>>
>>>>
>>>
>>>
>>
>>
>
>
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