Threshold Speed
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5 pages about this!
… Train to land your F-16 without this (so essential for too many virtual F-16 pilots) HUD by using only the indexer and you will never have any more questions about FPM and bracket stuff … eveything will become much easier.
Actually very good gouge…
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AoA depends on speed and speed to get this aoa depends on weight: conclusion aoa depends on weight!
Yes, given a speed and weight (and some other stuff) the AOA the airplane adopts naturally is determined by these. We’re confusing the AOA that results from given inputs with the desired AOA. We’re saying the desired AOA for approach is constant. I’m at 30,000 lbs. what AOA do I want on landing? 11°. I’m flying at Mach 1.3 at 31,528’ inverted, what AOA do I want on approach? 11°. There’s a 4 knot headwind… 11° AOA. You see that no matter what the airplane is doing, the AOA that we strive for is unchanging.
Cool, so can we say that this formula is usable? Given the limitations and incorrect weights etc of the sim?
I think so. If you didn’t have reference to AOA indications (HUD, horn, gauge, indexer) at all and had to use a computed approach speed this rule of thumb would likely allow a safe landing. Would it be exactly precise? No. Would it be close enough for landing distance and brake energy calculations? Yes.
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Yes, given a speed and weight (and some other stuff) the AOA the airplane adopts naturally is determined by these. We’re confusing the AOA that results from given inputs with the desired AOA. We’re saying the desired AOA for approach is constant. I’m at 30,000 lbs. what AOA do I want on landing? 11°. I’m flying at Mach 1.3 at 31,528’ inverted, what AOA do I want on approach? 11°. There’s a 4 knot headwind… 11° AOA. You see that no matter what the airplane is doing, the AOA that we strive for is unchanging.
Yes indeed, I think most on here agree that what you desire for AOA to land the viper and how to achieve that are two different things. My comment was regarding that for whatever AOA yo desire, you need to fly a certain speed that is dictated by weight among other things.
I for one think it’s useful to know how to calculate that approach speed, regardless of HUD failures etc. So I thank the OP for this and you Frederf for “confirming” the method.
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and poor Red Dog doesnt get a thank you, for including it in your install folder?
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and poor Red Dog doesnt get a thank you, for including it in your install folder?
Including the formula? I must have missed it then. What doc and what page is it on?
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It’s got some interesting information in it and people might find it useful, especially when you lose your HUD in the video game due combat damage.
I tired to make this more obvious in the original post but everyone here is so fast to try shoot anyone else down around here you guys can’t see it. Chill
So much fuss about the bracket that’s not an E or C, when the OP is calling BMS a video game when in fact is a simulator.
Video game = HAWKS :uham: -
Including the formula? I must have missed it then. What doc and what page is it on?
page 9 of the main checklist has the chart, thought the formula was included too but it seems Im mistaken. Which leads me to wonder where Ive seen it before…
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That’s totally fine. I’ve seen the graph and also the ones you posted here and the vast amount of docs on your site. Guys like you and others on here are doing tremendous work for the community and should be saluted.
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…it’s backwards…every USN Test Pilot I know that has flown the Viper agrees that it is backwards. From their training…and I agree with them.
You are stubborn
Ibwould say the f18 is backward and every f16 pilot would say the same.
Got the point ? Nobody is right or wrong …two different aircraft two different systems
Personnally i find no logic in f18 indexer ….low AOA is red !!! Come on !!!
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So much fuss about the bracket that’s not an E or C, when the OP is calling BMS a video game when in fact is a simulator.
Video game = HAWKS :uham:We were waiting for this post.
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Blue you give me inspiration :nosep:
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You are stubborn
Ibwould say the f18 is backward and every f16 pilot would say the same.
Got the point ? Nobody is right or wrong …two different aircraft two different systems
Personnally i find no logic in f18 indexer ….low AOA is red !!! Come on !!!
Like I said - “from their training”. I was also trained in a Fleet T-45A sim…by Fleet USN Instructors. So it’s backwards.
But I agree with ya…as far as training goes.
As for red for the low AOA in the Hornet - if you’re coming aboard the boat and you are at low AOA - i.e.; fast - and at the wrong pitch - low - you will either skip the hook, break the cable, or possibly impact the deck hard…all of which are BAD. RED = BAD. I spent some time standing on the LSO plat as an observer aboard CVN 72 watching folks from NAS Lemoore CQ…and we had a guy get his legs removed when a cable snapped back when I was working T-45. That was BAD. BAD ain’t good. That’s the logic.
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Exhibit A:
Looks like I might do up a post on how all this works as there’s a lot of duff info getting passed here.
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I don’t know what it is that you’re finding backwards or wrong at how the instruments and indicators on the F16 are, but that’s how it is. If the F18 is different, well, that’s another plane with different philosophy then.
The left indexer shows you red if you’re approach AOA is greater than 14deg. I guess it’s red because you might get a tail strike.
It’s arrow is pointing down as to inform you to decrease your AOA.
The meatball (fpm) is then located at the bottom of the bracket on the hud. Which is kinda logical since your AOA is too big and you need to bring the meatball closer to the gun cross, i.e. closer to the middle of the bracket.The indexer shows yellow if your AOA is below 11deg. Yellow as in ok, a bit too shallow but go ahead and try.
This arrow points up as to inform you to increase your AOA.
The meatball (fpm) is now closer to the top of the bracket on your hud. Again logical, you need to increase your AOA and that will get the meatball towards the middle of the bracket on your hud.As for the bracket on the hud, well, I see no difference between the video posted above and what we all try to do when landing. Get the meatball (fpm) somewhere in the middle.
The only difference i’m thinking of, doesn’t show on the vid, is that the indexer on the F18 is upside down compared to the F16. Again that’s a different plane.I like your formula for calculating approach speed though, since you kinda know what speed to aim for. And I showed my appreciation.
No need to call the info duff, since everybody on here is trying to help (i guess). Otherwise you’re post wouldn’t get any attention.Just my peaceful 2 cents
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Don’t worry about the backwards thing, It was just banter. It is backwards, but only when you compare it to most other aircraft. Do I care? No… I just don’t use it. All that “backwards” stuff is just a fun excuse to bring some other interesting info people may not have considered.
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AoA depends on speed and speed to get this aoa depends on weight: conclusion aoa depends on weight!
Not for a pilot point of view. During your approach, you have to fly a given AoA which will be the same anytime. So only the speed will vary depending on your weight.
Those graphs do exist for the real deal for a reason.
Explanations already given: In case of AoA probes issues (check) and for braking performances.
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As Stevie said for F-18 and other “navalised a/c” :
As for red for the low AOA in the Hornet - if you’re coming aboard the boat and you are at low AOA - i.e.; fast - and at the wrong pitch - low - you will either skip the hook, break the cable, or possibly impact the deck hard…all of which are BAD. RED = BAD. I spent some time standing on the LSO plat as an observer aboard CVN 72 watching folks from NAS Lemoore CQ…and we had a guy get his legs removed when a cable snapped back when I was working T-45. That was BAD. BAD ain’t good. That’s the logic.
… and on F-16 … RED = BAD = Risk of “tail strike” (-> at 14-15° for an approach AoA of 11° to 13° Max at touchdown).
Logic is good for both a/c.
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All that I said. Thanks for reaffirming DeeJay.