Until you get on speed you still need to fly the aircraft.
#F18 CARRIER LANDING MISSION ESCORTE DRIVERS#
What happens with a lot of new Hornet drivers is they get that in their head and start to do it way too early which leads to the aircraft ballooning or lawn darting. So with the Hornet in the landing config you trim to on speed AOA and use the throttle to control your rate of descent and rarely use the stick in the vertical axis. So keep the VV off the threshold, keep active in your corrections and remember the FCS of the hornet makes it handle unconventionally in the pattern. You end up in a decaying energy state until you controlled flight into terrain. You're commanding the FCS to slow the craft down, which means more sink rate. Without a power correction too, when you pull the stick aft. Just remember if you holding the stick aft to fix for low glideslope you're in for a bad time. Your trim inputs are actually telling the FCS what angle of attack to hold.
#F18 CARRIER LANDING MISSION ESCORTE PLUS#
On the plus side of this FCS is you really don't have to work to maintain angle of attack. Either way it's much more active landing experience than a conventional aircraft. That's add power and pull the stick then back to neutral. To compensate for this effect you either can make larger than expected corrections with the throttle, or use a bit of stick to cancel out what the FCS is doing. The same is true for correcting for high glideslope. If we utilize the Navy way to correct for low glideslope (sink rate) by adding power The hornet's FCS pitches the craft down to maintain angle of attack, sapping the sink rate correction. The double edge sword of this approach is that glideslope corrections aren't as crisp as they would be in the F-5 or any other conventional aircraft.
So if you want to keep a constant sink rate you have to continually modulate the power to maintain proper glide-slope. Which means, if you leave the throttle neutral the craft will pitch up and down to maintain an angle of attack. The FCS is setup to hold angle of attack in the landing config. The way FCS is setup in the hornet you have to keep moving the throttle back and forth to maintain a stable profile. If you put the vv on the 3 wire the whole down, you end up short. It's the same principal with carrier landings. You can read a deep dive on this phenomenon here. This because you are headed for a short landing. With the VV on the threshold it will look like your sink rate is to high, even if your vertical velocity is fine. If you put the VV on the end of the runway, you will land short. Here's what's helped me with landing the hornet.įirst do not put the velocity vector on the threshold of the runway, put it on the numbers. It's actually pretty easy once you get used to it, and it will help you when it's time to land on a carrier. If anyone else has this trouble, the best advice I have is to put your gear and flaps down at 5000 feet, trim until your prograde is in the E-bracket and then practice using throttle and roll to maneuver your aircraft. **edit:** thank you everyone for your help. I am not sure if I was doing it wrong before, and just didn't have telemetry to indicate it, or if the F-18 just takes a lot more active management during landing.ĭo other people have trouble with this? Do you have any tips for practicing landing? Managing the E-bracket is also a challenge. I didn't realize it the time, but I think with the F-5E I was much more inclined to aim short of the runway and flare on final, while the F-18 seems to be straight-in at lower speeds, with no flare whatsoever and a relatively high sink rate. I think that at least part of what's freaking me out is the roughly straight-down nature of the landing. However yesterday I attempted an island landing on the Gulf map, and waved off once then lawn-darted into the beach on my second pass. I'm not sure if I'm just psyching myself out managing the E-bracket, or if it's genuinely a difficult plane to land. For some reason, I am having a hell of a difficult time landing the F-18 compared to previous jets. Previously I mostly flew the F-5E and A-10C.
Hi all, I've recently picked up the F-18 A/C as my next module to study.
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