Awesome! This confirms I was over correcting. I will try this tonight. Thanks. Edit: I flew several approaches with the 4600 lbs of fuel setup. Works well with that 225 Mil depression on the pipper. Jester is my best buddy now. One thing that helped me is to fly this a bit fast on approach. In that you hear the AOA tone just above the perfect speed and flare into it close to touchdown. Why? Because if you get a bit slow (ie slower than on speed AOA) it feels like you are getting in a bad place in the flight regime, behind the power curve; the sink rate will increase fast and you'll need to apply lots of power to get out of it. This will screw up the approach. Flying a bit fast gives you more warning and time to react before you get in that bad place and you don't have to add so much power that screw up the approach. This is what works for me now.
Spot on PappyGunn - the F-4 quickly delves into the region of reverse command when you get above 19.2 AOA. This aircraft is a literal example of "staying ahead of the power curve"! I'm really glad to hear these techniques helped you out!
Great data. It certainly jives with my "off the cuff" sense of ~83% being "about right". Will check it out in detail. Thanks for the work on this, it is great to have real numbers to fly.
Made to land on carriers...not a jet made to 'flair' (well, maybe a teeny-tiny bit with the Es ). Small throttle adjustments and small pitch adjustments that are ALMOST independent of one another (changes to one do not affect the other). Watch videos of landing F-4s and you'll hardly see any flight control movement. Also if you're going to slip past your landing spot, you can reduce/chop the throttles (hold the AOA) and you'll drop right there, the landing gear can easily take it. And DON'T USE the brakes until the posted 'use' speed. Phantom brakes were always crap and even tapping them right after touch-down could fry/lock them...let the chute slow you first (that's what it's for).
Agreed - if you pitch up near 19.2 AOA without adding power, you will find yourself on the backside of the power curve very quickly. Thanks for the added insight Jayson!
I love how direct and helpful these videos are! keep up the great work. I enjoy that you gave multiple weights. This helps a bunch!
Awesome! This confirms I was over correcting. I will try this tonight. Thanks. Edit: I flew several approaches with the 4600 lbs of fuel setup. Works well with that 225 Mil depression on the pipper. Jester is my best buddy now. One thing that helped me is to fly this a bit fast on approach. In that you hear the AOA tone just above the perfect speed and flare into it close to touchdown. Why? Because if you get a bit slow (ie slower than on speed AOA) it feels like you are getting in a bad place in the flight regime, behind the power curve; the sink rate will increase fast and you'll need to apply lots of power to get out of it. This will screw up the approach. Flying a bit fast gives you more warning and time to react before you get in that bad place and you don't have to add so much power that screw up the approach. This is what works for me now.
Spot on PappyGunn - the F-4 quickly delves into the region of reverse command when you get above 19.2 AOA. This aircraft is a literal example of "staying ahead of the power curve"!
I'm really glad to hear these techniques helped you out!
Your videos are very informative. To the point without the fluff. You have a new subscriber. 😊
Awesome bukhariali - thank you for your comments and the sub!
Great data. It certainly jives with my "off the cuff" sense of ~83% being "about right". Will check it out in detail. Thanks for the work on this, it is great to have real numbers to fly.
Hey Boots - thanks! I agree; I had the same sense, but couldn't let it go without getting some data to put it to rest!
Thank you!!
Hey there Ferkal - I'm glad to see you back for more :^) Thank you for watching and dropping a comment!
Smooth as a babies bottom. Keep 'em coming, great stuff!
JOEJOE! Thanks man - if you keep watching, I'll keep publishing! :^)
The man knows his shit!!!
SAMURAI!!! Great to see you - thank you!
Is there a way of finding your actual landing weight, on newer jets I see it tells u
Great vids
Hi Jep - nope. Old jet, old school :) Basic Aircraft Weight (BAW) + stores + fuel.
Made to land on carriers...not a jet made to 'flair' (well, maybe a teeny-tiny bit with the Es ). Small throttle adjustments and small pitch adjustments that are ALMOST independent of one another (changes to one do not affect the other). Watch videos of landing F-4s and you'll hardly see any flight control movement. Also if you're going to slip past your landing spot, you can reduce/chop the throttles (hold the AOA) and you'll drop right there, the landing gear can easily take it. And DON'T USE the brakes until the posted 'use' speed. Phantom brakes were always crap and even tapping them right after touch-down could fry/lock them...let the chute slow you first (that's what it's for).
Agreed - if you pitch up near 19.2 AOA without adding power, you will find yourself on the backside of the power curve very quickly. Thanks for the added insight Jayson!