Trimming the viper
-
Sorry if this has been asked before but I’ve searched via google and the forum search engine and can’t find an answer.
Do you use your trim controls for anything other than asymmetric loading?
I wondered if anyone used trim for other applications during flight - e.g descents, climbs, to trim out stick control pressures? AA refuelling?
Advice for a newcomer gratefully received!
-
Sorry if this has been asked before but I’ve searched via google and the forum search engine and can’t find an answer.
Do you use your trim controls for anything other than asymmetric loading?
I wondered if anyone used trim for other applications during flight - e.g descents, climbs, to trim out stick control pressures? AA refuelling?
Advice for a newcomer gratefully received!
I usually trim nose up for the initial claim out and turn to steer 2 so I can shift some bandwidth to other tasks during that turn. Once joined, at climb speed and out of the turn i naturally end up trimming that back out to maintain the desired climb attitude. From that point I only use trim for extended turns later in flight (not associated with BFM) and asymmetric loading.
-
The jet will trim to 1G for pitch unless otherwise instructed. Generally 1G is a useful spot for it. Not always, but usually. Asymmetric loads are the usual suspect for trimming.
-
-
Same. FBW auto trims.
On F-16, no auto trim for roll. In case of asymmetrical conf, you have to trim manually using check list’s charts (for takeoff)
-
I usually trim nose up for the initial claim out and turn to steer 2 so I can shift some bandwidth to other tasks during that turn. Once joined, at climb speed and out of the turn i naturally end up trimming that back out to maintain the desired climb attitude. From that point I only use trim for extended turns later in flight (not associated with BFM) and asymmetric loading.
AP is more efficient for that
-
-
AP is more efficient for that
Meh. OP didn’t ask for most efficient. He asked for who uses trim for what. If I trim, its to keep the nose up during an extended low-g turn.
-
Thanks for the helpful replies.
I didn’t know about the 1g pitch auto-trim - very useful information.
Will probably use the auto-pilot more for en-route stuff but just wanted to know what the best use of trim was - seems it is the asymmetric loading.
Using trim nose-up for extended low-g turns is probably something I will use.
Thanks again!
-
Thanks for the helpful replies.
I didn’t know about the 1g pitch auto-trim - very useful information.
Will probably use the auto-pilot more for en-route stuff but just wanted to know what the best use of trim was - seems it is the asymmetric loading.
Using trim nose-up for extended low-g turns is probably something I will use.
Thanks again!
Well if you didnt know that than you should also know that when gear is down or aar door is open the jet auto trims to hold pitch instead of G. It will do this wether you are inverted or right side up
Sent from my SM-G900F using Tapatalk
-
Well if you didnt know that than you should also know that when gear is down or aar door is open the jet auto trims to hold pitch instead of G. It will do this wether you are inverted or right side up
Sent from my SM-G900F using Tapatalk
Thanks for the heads up - is this information in the flight manual (BMS Dash-1)? I’ve read most of the docs but I don’t recall this.
-
Well if you didnt know that than you should also know that when gear is down or aar door is open the jet auto trims to hold pitch instead of G. It will do this wether you are inverted or right side up
Sent from my SM-G900F using Tapatalk
Wow, I knew the 1g thing, but the gear/aar hold pitch was new to me. I only thought that Inputs are handled softer
-
Wow, I knew the 1g thing, but the gear/aar hold pitch was new to me. I only thought that Inputs are handled softer
Its fun to play with. And its also the biggest reason for pilot induced oscilation because they dont know that increasing power means they start climbing as well because aoa decreases .
Handy to know at least if you’re trying to refuel mid air
Sent from my SM-G900F using Tapatalk
-
Well if you didnt know that than you should also know that when gear is down or aar door is open the jet auto trims to hold pitch instead of G. It will do this wether you are inverted or right side up
Sent from my SM-G900F using Tapatalk
it holds pitch down to 11 deg AOA where AOA is blended to push nose down
-
Good morning.All,
While we’re on the subject, how about the Hornet?mode simplification “on”:
In flap Auto , FLCS is a G command, trimmed to 1G , with AOA feedback , pitch rate feedback and adaptative Glimiter
in Flap full or half, FLCS is a AOA command, trimmed to trim AOA, with AOA feedback and Pitch rate feedback (not implemented in 4.33)
-
- is this information in the flight manual (BMS Dash-1)? I’ve read most of the docs but I don’t recall this.
Most probably here : https://www.benchmarksims.org/forum/content.php?45-documentation
-
Thanks Dee-Jay, I will look into these additional resources!
-
Most probably here : https://www.benchmarksims.org/forum/content.php?45-documentation
part 5 “pushing the limits” is not here anymore ?
-
Are the real guys using the AP as well for their climbs? I have been wondering about that….
Cheers, Uwe
-
Are the real guys using the AP as well for their climbs? I have been wondering about that….
Cheers, Uwe
You would think they would. I mean, as the jet autotrims to a optimal 1 gee, shouldn’t you at least get a bit of added fuel economy?