Am I the only one who's missing something?
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I’ve managed a tail strike while aerobraking at 85kts. The nose looked like it was going to slam into the ground so I pulled back on the stick, evidently too hard, and my nose shot up and tail scraped the runway. I figured elevator authority would be zero at 85kts….
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I’ve managed a tail strike while aerobraking at 85kts. The nose looked like it was going to slam into the ground so I pulled back on the stick, evidently too hard, and my nose shot up and tail scraped the runway. I figured elevator authority would be zero at 85kts….
Start lowering the nose Slowly when passing through 100kts. That will keep you from getting this.
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Start lowering the nose Slowly when passing through 100kts. That will keep you from getting this.
I usually do, but this time the nose ran away from me….in both directions
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Start lowering the nose Slowly when passing through 100kts. That will keep you from getting this.
I usually do, but this time the nose ran away from me….in both directions
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I usually do, but this time the nose ran away from me….in both directions
happened to me more than once. good to practice!
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FAman brother…in the words of my mentor…CHECK YOUR FIRE!!!CHECK YOUR FIRE!!!..Sound like your coming in to hot….
FYI what i do: start at ramp load up some JUDAS PRIEST…hit the throttle fly like hell has no bound and land like ya mean it.
short and hard…ho ya the best of RAM-it-Down…1998…peace out…NEVER SATISFIED track work toooo… -
I usually do, but this time the nose ran away from me….in both directions
Jp has the mg-WoW switch close when aerobraking under 90knt (depending on GW). In WoW on, the FLCS goes from landing gains to ground gain. Pitch rate control is replace with manual control with pitch rate dampening. So the stick become really pitchy.
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@mwd:
FAman brother…in the words of my mentor…CHECK YOUR FIRE!!!CHECK YOUR FIRE!!!..Sound like your coming in to hot….
FYI what i do: start at ramp load up some JUDAS PRIEST…hit the throttle fly like hell has no bound and land like ya mean it.
short and hard…ho ya the best of RAM-it-Down…1998…peace out…NEVER SATISFIED track work toooo…:shock:
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he works with his wife… there r always some more bad when u think u r on the downside… :lol:
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At what AoA will you get a tail strike? It’s obviously over 13 degrees…if it said somewhere in one of the manuals i dont remember reading it.
I’ve never had a tail strike on landing but i did once on take-off when i managed to ham-fist the stick back too quickly lol (yes, i’m a dumb ass).
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I think it’s 15* for a tail strike.
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Unconfirmed:
I have a feeling your grossweight influences the angle at with you get a tail strike.
The heavier, the earlier. -
Unconfirmed:
I have a feeling your grossweight influences the angle at with you get a tail strike.
The heavier, the earlier.That doesn’t make sense unless the tail is not in line with the nose, in which case you would have bigger problems to worry about… unless the main gear flexes that much under weight (I thought the F-16 had exceptionally stiff landing gear?) and if that flex is even modeled in BMS.
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I discovered this aerobraking after a week or so and i love it! Real smooth and effective.
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That doesn’t make sense unless the tail is not in line with the nose, in which case you would have bigger problems to worry about… unless the main gear flexes that much under weight (I thought the F-16 had exceptionally stiff landing gear?) and if that flex is even modeled in BMS.
gear is on hydraulic suspension, no?
its 4:30 am, I cant be bothered checking the dash…
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Whatever suspension it’s on, it’s still stiff enough to cause bounce/wobble on touchdown.
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Good discussion overall.
But this part still stays from jinro’s post:
@jinro88:I figured elevator authority would be zero at 85kts….
85kts is indeed slow, and I would guess the same. Shouldn’t elevator be quite sluggish at that speed, no matter what gains?
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Good discussion overall.
But this part still stays from jinro’s post:
85kts is indeed slow, and I would guess the same. Shouldn’t elevator be quite sluggish at that speed, no matter what gains?
well this is the point.
At 13 deg AOA during Aerobraking, the F16 is very close (0.5 deg close) to the unstability point.
If you dont have enough speed so that the FLCS manages the instability, you will end up in tail strike everytime.
The WOW switch is positionned so that it can not happen, i.e. the noze is relaxed before 85kt and this is why procedure says let the nose drop aroun 100 kt …
But in light weight situation, if the pilot breaks the rules and tries to stay nose up at 85 kt, the WOW switch may not trigger soon enough and the FLCS may loose noze authority which could end in a tail strike…
FOLLOW PROCEDURES
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But in light weight situation, if the pilot breaks the rules and tries to stay nose up at 85 kt, the WOW switch may not trigger soon enough and the FLCS may loose noze authority which could end in a tail strike…
I was in a heavy-weight situation (F-16I CFT) and did not break any procedure. Started to ease the nose down at around 100kts but it wouldn’t go down. Then once I hit 90~85kts or so the nose wanted to slam down so I pulled back on the stick, apparently overcorrecting, and quickly ended up with a tail strike. I have frequently encountered situations where the nose does not want to go down at 100kts, but this is the first time such an incident resulted in a tail strike. I guess for the sake of procedure I should just let the nose gear take a beating.
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I was in a heavy-weight situation (F-16I CFT) and did not break any procedure. Started to ease the nose down at around 100kts but it wouldn’t go down. .
that is because you didnt perform the aerobraking at 13 deg AOA but at 11 or below
i didnt check the f-16CFT though as this is not original AFM included in BMS stock package