Second, longitudinal axis is the roll axis and is very often closely aligned with the nose and tail (or center of mass) while wings are usually mounted with a slightly positive chord. ![]() First, because of the curvature of the Earth, at high flight levels the visual horizon falls below your horizontal reference plane. Well almost, angle between the horizon and the longitudinal axis, not the chord line.Īctually, I believe I had the more precise definition of pitch angle. I think can best judge if my take on it is correct. One way of looking at it: the Powered Approach mode is like flying a conventional aircraft on autopilot in FLC / IAS mode with approach speed set while using thrust / power to control descent path. ![]() AOA is translated into speed, the F/A-18 uses AOA directly. The difference being that the F/A-18 has a AOA indicator, most other aircraft do have a AOA probe but the AOA is not displayed in the cockpit, instead AOA is only used for stall warning activation and low speed cues. In other words, its not all that different if you think about it. During level flight you can directly relate speed to AOA for a given weight and configuration. What you are basically trying to achieve is flying the approach with a constant AOA (without AOA indicator) no matter the aircraft weight. The problem in general / commercial aviation is that most aircraft don’t have an AOA indicator, thats why we fly a certain approach speed depending on the gross weight. The same way you try to match approach speed with glide path on a “normal” aircraft. Thats the tricky part, matching the glide path with correct AOA. You can fly a X degree glide path with angle of attack Y. And this is in fact exactly what is done in real life. Those are two unrelated things, you can fly a certain glide path with a certain AOA. Maybe the computers figure it all out so it can still grab the 3 wire by AoA instead of GS. Plan your flights for fuel and don’t rely on re-fuelling in flight because that might bite you on the behind with an Engine OUT - Un-recoverable. I’d surmise by saying the Fuel System on this bird - at present - is edgy. But what it could only have been was that the aircraft was unaware it had fuel. It was dark and I was sitting there in the cockpit thinking - "the only reason for this now is the Igniters aren’t working. ![]() But it wouldn’t crank either engine beyond RPM 25. With ALL tanks Full the APU still wouldn’t start for more than a few seconds and I was therefore unable to start the LEFT engine.Īfter the hasty landing at EGHF I parked up and shut down and started again from C + D, Re-fuelled again, on the ground, and Hey Presto - APU started. Then I suspected Fuel Starvation so cheated and topped off ALL tanks - the flight immersion abandoned and now just continuing the flight to see what was going on. Initially, I tried starting the APU to crank the LEFT but when I flipped the APU switch to ON it would snap to OFF after about four seconds. Fast landing mode with global competition and 5 fault levels.Ummm, that’s what didn’t work today. 216 challenges 6 of which in global competitions The simulator includes 36 missions to accomplish, 216 challenges to pass, cartography and worldwide navigation with over 500 accurate airports replicas as well as real time weather conditions. Start each engine individually, navigate between the equipment dashboard panels and be ready to solve over 5,000 possible situations in order to reach the highest pilot ranking. Test your piloting skills and handle the most critical flight conditions known to man.Ĭope with emergencies and incidents inspired by real life scenarios in a climactic adrenaline rush. About Extreme Landings Pro Take full control.
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