Falcon 4.0 - Landing Part II

Make sure you read the manual on landing procedure first and understand the ideas. Added with my notes it will help you get a complete understanding of landing.

As mentioned in part 1, there are some independent variables you will need to consider. These will dictate your dependent variables: Speed, power, and pitch. Speed varies within about 10 knots depending on the independent variables; power varies the greatest (in thousands of fuel flow per hour depending on your independent variables); pitch remains nearly constant, varying only 3 -/+ degrees.

Let's consider the effects on each of these dependents on the independents:

Weight: If you are landing at light weight, your control inputs on landing will be swift and minimal compared to heavier landing. Your speed can be as low at 150kt (even slower before your AOA maxes out.) Your power will go from approximately 4000 pph to 6000 pph to cushion the landing. Your pitch will be ok at 10 degrees on approach and you will not require much more.
If landing heavy, however, you can expect the aircraft to be less responsive--requiring you to think ahead and predict the outcome of your control inputs with greater foresight. Your speed will need to be higher on landing--you will require more speed for more lift to compensate for the added weight. But not by much--you do not want to approach slower then 160 and you may not be able to go much slower before the AOA warning engages. Your power will be at a higher setting and will require a commensurate increase to cushion touch down. Your pitch angle will be the same as the light weight landing, but you will need to suppress the tendency to slow sink rate by using pitch in the event your power input is delayed.

Runway Length: You will require a much tighter control of your speed--allowing the pitch to remain at 10 or so degrees with the flight path marker near the AOA maximum while at a shallower glide path. Continue landing as normal, but ensure not to increase power any more than necessary to cushion the touchdown. Make landing within the first 500 feet of runway, terrain permitting.

Wind: When I made my first cross-wind landing, I under-estimated ground controlling necessary upon touch down. I used rudder to straighten out. In subsequent landings I've used a slight side-slip to keep from taking a too extreme change in direction upon landing. If the landing is made into the wind, slightly more power may be necessary on approach.

Given these variables, there is no set numbers to achieve when it comes to making a successful landing--you simply get a basic range in mind and make adjustments as you see necessary. Here are some basic ranges I start with:

Speed: 150-160kt
Power: 4000-6500
Pitch: Ten Degrees
AOA: 10-13.5



The above video is a flight made at speeds no faster than 165kt. It is a poor quality video, but shows how a landing at ace setting looks. Most importantly, listen to the engine changing rpm as different glide angles are required.

Here is a technical rundown of how I made the landing.

The gear was deployed as well as the speed brakes. I slow to 165kt before descent and establish a 10 degree pitch angle. I hold within 10 degrees with +/- 1 degree of pitch and do not deviate for the remainder of the approach. I slow to 160kt and add power to hold the flight path marker on the horizon, I was at approximately 1500 ft AGL with 7 miles from the runway--it was at a 1 degree glide angle. I held the flight path level until the threshold of the runway was at the -2.5 degree line (the dashed line between the horizon and -5 degree HUD lines.) I then reduced power slightly to allow the flight path marker to sink to the -2.5 degree line, coinciding with the runway threshold. I added and subtracted power as necessary to maintain the -2.5 degree line at the runway edge. This is the important rule to keep in mind:

Use power, not pitch angle, to establish your glide angle.

Pitch angle will not change--10-12.5 degrees is upper-boundary for changes in pitch, but it should remain constant. If you are at 12.5 pitch angle, at 155kt, with the glide path at -2.5, this will bring you to the 15 degree angle-of-attack maximum.

Keeping an eye on your AOA bracket is useful to maintain the aircraft performance necessary to a successful approach. The bottom of the AOA bracket (the little bracket next to your flight path marker) indicated the 15 degree maximum for approach--so do not get near the bottom of the bracket. If you do, immediately add power and slightly lower your pitch angle to maintain control of the aircraft as exceeding the 15 max can cause the aircraft to fall behind its performance curve and lead to a dramatic sink rate and loss of controllability.

If your speed lowers, pitch remains the same, the flight path marker will sink to the bottom of the bracket. Thus the AOA bracket will provide you information necessary to mentally relate speed, pitch, and flight path with the performance your aircraft needs to maintain to stay in the air.

An approach with the flight path marker just above the bottom third, with a pitch angle of 10 degrees, and a steady speed is good for landing--less than that you need to consider adding a touch of power.

Continue inbound until you cross the runway threshold. As you near the surface of the runway, smoothly increase power--as if leveling off from a descent in slow flight practice--to bring the flight path marker to within 1.5 degrees of the horizon, or nearer. You can make tiny changes in the pitch at this point to speed the flight path marker's ascent--but do not let the gun cross exceed 13.5 degrees of pitch. The aircraft will touch the runway, keep the pitch angle and idle the engine. This is called "aerodynamic braking" in which the entire aircraft acts as a giant air brake. Keep an eye on the black markers near the runway--they mark runway length remaining, you will see a "4" pass, then a "3." After three, the aircraft should have slowed enough to allow the nose to steadily drop--then engage brakes. If the aircraft is still moving too fast, release the pitch and let the nose drop and then engage the wheel brakes--once engaged, pull back for elevator-up positioning. This encourages aids in braking as well.

Falcon 4.0 - Landing Part I

Landing the F-16 in Falcon 4.0 is one of the most challenging simulations I have encountered thus far. (Completed at the Ace setting with 100% realism.)

An overview of the procedure is simple:

• Set up sight picture at 2.5 degree glide path angle
  
• Gradually slow to 160kt at brakes and gear deployed
• Pass runway threshold and bring the velocity indicator to the horizon and settle to the ground without exceeding 15 degree attitude.
• Touchdown and use aerodynamic braking to slow aircraft before engaging brakes (k.)
  

The procedure is obviously more complicated, but this was how my first attempts went:

• Approached too slow, flared too high, crashed into runway.
• Approached too slow, did not flare soon enough, crashed into runway.
• Approached at proper speed, flared, floated, over-corrected, crashed into runway.
• Approached at proper speed, flared gently and smoothly, did not float, flare exceeded 15 degrees, nozzle and brakes were damaged and the aircraft rolled uncontrollably off the runway.
• Approached too fast, used up entire runway to stop and hit fence.

I decided to immediately remedy the situation by reviewing the variables involved and some simple planning. The most important independent variables in a landing this particular simulator I gathered to be (in this order):

• Weight
• Runway length
  
• Wind

Then there are some important dependent variables (things you will need to achieve in order to make a successful landing), listed in this order of importance:

• Speed
• Power
• Pitch angle
  

Just keep these in mind. When you come in for a landing, be aware of your weight, runway length, and any wind listed in the briefing (most of the time, wind will be negligible. But it is important if the wind picks up for ground controllability and your approach to landing.) From this, you can figure out how much power you will need to cushion the touchdown from a flare; what pitch angle you need on approach; and any rudder input you will need.

In order to put these things into effect, there are things I do with an aircraft other than try to slam it on the runway if I have trouble landing and hoping I get it right "this time."

First, take note of your weight by entering the munitions view. Try removing all weapons and fuel tanks and even the ECM pod--this should put you around 26,000 for weight. You'll notice on take off that the aircraft lifts off easier and it more easily maneuvered. Climb to approximately 1500 ft AGL (this would never be done in real life with any aircraft, of course; but it is still relatively close to the ground and the characteristics will be very similar than if you were immediately above the runway.) Level off, slow below 300 kt, deploy brakes and gear. Now bring throttle to idle. Slow to 160 kt. Bring your pitch to 10 degrees and keep it there. Now add power to keep the flight path marker on the horizon. At low weight, you should be able to slow to 150 kt or less. Once this velocity of slow-and-level flight is achieved, remove a little power so the flight path marker it slightly below the horizon (no more than 1 degree.) Make a note of your rpm, fuel flow, and the sound of the engine. You can try some maneuvering as well to get a feel for slow flying--try a 20 degree turn to the left or right while keeping your flight level. You will need to increase power to achieve this.

Second, from this configuration. Try to descend by reducing power, but keep your pitch the same. It won't require a large reduction in power to begin an steady descent--do not let speed drop below 145 kt. Next, try an ascent--this will require a larger increase in power. Do this smoothly and gently, however.

Practice this until you are comfortable that you can duplicate it at any time. Then attempt this maneuver with different weights--fuel tanks, 2000lb bombs, etc. Get within a few thousands of your maximum weight. You'll notice everything slower to react. It take more power to keep in slow flight. It takes less of a reduction to begin a descent. And it takes more power, perhaps even a little afterburner, to climb.

Third, begin an approach for a landing. Line up, get the runway threshold at a 2.5 degree glide path, set up as if you were going to do slow flight with a slight descent. Put the flight path marker at the runway threshold, slow to 160, establish the necessary pitch angle(8-12 degrees), and use ONLY POWER to control the location of the flight path marker. If you are flying light-weight, you can approach at a slower speed (150 kt) as you near the threshold. Before you touchdown, however, add power to bring the flight path marker to the horizon or a touch above. Keep the same pitch angle (not over 14 degrees) and use power to keep from touching down. Use the entire runway, then add full throttle and climb out as if taking off.

Once comfortable with these, landing will be much easier.

Welcome to Sim Flying!

This blog is for notes and advice about I have about how to fly various flight simulators. I fly all simulators at their highest realism settings and attempt to do basic flight maneuvers and procedures with success.

I decided to start this after watching videos and reading talk about how to fly difficult simulations (Falcon 4.0, jets on MSFSX, etc.) I want to create a single location for information on how to make successful flights.

In time I hope to have a semi-complete blog of information about these simulators--and I hope it helps you.