|493rd Virtual Fighter Squadron 'Grim Reapers'|
|Basic Training Ground Lesson 01|
|FOR: Jane's F/A-18|
Referenced for JF18=BT-FT 01.pdf
|-FT Section||Let us begin with the basics. You
have no doubt flown before, but flying online is
different; we need to
commincate effectively! So when you first enter the simulation arena, announce it on the radio! ex. "Sparky is up."
Use the standard brevity
according to BVT (Brevity Test) as much as possible when
flying on comms.
|1)Taxiing||The brakes must be engaged at any point in time, when
you do not wish to taxi!
Once cleared to taxi, release the brakes and increase the throttle. Do not exceed 25% throttle.
The minimum HUD-displayed airspeed is 60kts; you receive no speed readout below this speed. You should NEVER exceed
60kts while taxiing. If you exceed 60kts, retard the throttles to idle immidiately until the aircraft slows below 60kts.
Use no more than 3/4 rudder deflection for directional control; using more may lead to lateral oscillations at high taxi speeds.
Stay in the middle of taxiways. Once you reach the runway, hold on the taxiway. DO NOT enter the runway until given
permission. Once given permission, taxi onto the runway centerline and perform takeoff as instructed.
you first enter the simulation, make sure you have your
throttles at idle, and keep your brakes on.
Once you are cleared to take off by the IP, advance the throttles to 80% N1 (note: that is NOT 80% throttle, look down
on the EFD!). Once stabilized, release the brakes and simultaneously select MAX power (100% N1 and AB, full forward throttle
deflection). Make small lateral corrections with rudder (no more than 1/4 deflection) to track the centerline. Make NO longitudinal
stick inputs. Depending on gross weight, the nose will start to rise at around 130-160KIAS. As soon as the nose rises apply FULL
aft stick. When the aircraft becomes airborne, confirm a positive rate of climb and retract the gear. Continue to hold full aft stick
during this entire process. After retracting the gear, monitor the airspeed; as soon as it passes 240KIAS, release the aft stick.
Adjust the throttle and pitch as necessarry.
Begin climb as instructed by IP.
here is where you start finessing the plane! The
instructor will give you instructions to climb in one of
six types of climbs:
Here is where it gets tricky:
iv) Constant Rate + Speed Climbs:
v) Constant Rate and Angle
vi) Constant Speed and Angle
|Level flight is more than simply lowering the nose.
To enter straight and level flight, place the velocity
vector on the 0
Simply place the Velocity Vector at 0°, adjust your power and pitch to maintain desired altitude and speed.
|To roll the aircraft, actuate the stick laterally
using no more than 1/2 deflection. Once established at
the assigned bank angle, return
the stick to neutral. If a lot of lateral stick was used, a little lateral stick in the opposite direction may be needed to stop the roll.
Once bank is established, use only minimal lateral stick inputs for small corrections. Add a little back pressure to make the
velocity vector stay on the horizon line. Crosscheck VV with the rate of descent readout which should read 000. Check angle of bank
constantly and correct as needed. A smaller bank angle will require less back pressure for level flight and vice versa. Hold
roll until on the assigned heading. To roll out, simply roll the aircraft to 0° bank (you should know how to do this.) and adjust to
maintain proper altitude.
|Descents are the exact inverse of climbs. Refer to the "climbs" section, above.|
|Confirm you have each item completed by saying so to
your IP over comms, or via text message.
When preparing to land:
The IP will give you vectors
(headings) to fly to. He will set up on on long final,
straight in. Once he tells you to land, he will give you
If the yellow circle of the AoA
indexer is illuminated, you are on correct AoA for
approach and landing. If on correct AoA, the VV
your AoA using PITCH!
your glideslope use POWER!
The localizer is the vertical bar on your HUD, representing your lateral alignment with the runway. If the VV is to the left of the localizer, you are to the left of the runway centerline: fly right. If the VV is to the right of the localizer, you are to the right of the runway centerline: fly left. Once the VV intercepts the localizer, turn to runway heading.
The glideslope is the horizontal bar on your HUD, representing your glideslope alignment. If the VV is on the glideslope bar, you are on glideslope. You should now start to descend at around 3°. If the VV is above the glideslope, start descending faster than 3°. If the VV is below the glideslope, maintain level flight, until the VV intercepts the glideslope (it will).
You should be established in a stable approach. If you are following the ILS needles, you will not have to make any corrections for touchdown (fly the approach, until you hit the runway). There are two things that must be ensured before hitting the runway:
On speed Angle of Attack (yellow circle on AoA indexer).
Rate of descent equal to or less than -800 FPM.
If you AoA is incorrect, as always, adjust it using pitch. If your rate of descent (RoD) is in excess of -800 FPM, at the last moment before touchdown, add a little bit of power. Watch the RoD decrease to -800 FPM or less. Make sure you stay on AoA!
As soon as all wheels are on the ground, apply the brakes (B), and reduce throttle to idle. Use rudders to track the centerline. Once you have decelerated to taxi speed (less than 60kts), release the brakes and taxi to the nearest taxiway. Exit the runway, and taxi to parking.
the ABCs of landing:
|X) Conclusion||Throughout the entire flight, the IP will be grading
your maneuvers on several key components:
of maneuver (ie, don't wait forever to initiate a
maneuver after its been ordered)
The Grades will be:
To pass BT-FT01 a student must accumulate at least 50 points of a possible 86.(for grading see JF18=BT-FT 01.pdf)
|**(IP is looking for a stable approach that requires
minimal correction and NO abrupt maneuvers on short
***(In all maneuvers, the IP is looking for stability in the maneuver and precision of maneuver)