Takes me back to instructing overheads in a T-38A Can close my eyes and listen to your instruction : good pacing, attention inside / outside....Trim... check config, AOA…. "if you're not talking while you're flying the a/c then you are not doing your job as an instructor."
Very impressive , any one would think you are an experienced fast jet pilot that was in the Best Air Force in the World ....oh wait lol . Like the running commentary really helps us armchair pilots know what we should be looking for . Doing a running commentary helps when learning to , some thing we do in my job when we do our ERD training ( Emergency Response Driving ) , some thing I had to do today on my annual check ride , lots of talking and it helps the instructor know what you have seen and doing and planning to do and if you missed anything . Great video as always thank you 🙂
@@FastJetPerformance Tim I just discovered your channel and I'm not exaggerating when I say that your FJP service is my life's dream come true. I always wanted to be a fast jet pilot but life interfered, so I'm ecstatic to see you offer this incredible service. Please don't stop anytime soon! I will be joining your patreon shortly.
Many moons ago I used to sit at the end of the perry track (taxi way) at TTTE, yes I did say it was a long time, in my LWB with a blue light and dayglow stripes, waiting for the Tornados to take off. Never really appreciated the steps the trainee pilots went through every single day. Very interesting reel.
I find I only want to fly the F-5 or the A-10 nowadays despite having many newer modules, there is something simple but satisfying in flying the F-5 for me. I learn something new every time I watch an upload from you but don't have the time to devote to Shadowlands just yet but will nearer xmas so take heed fam!
I am very much the same, but add the Viggen to that list.. a beautiful mix between basic F5 like performance but with a mission computer that allows so much fun to be had
Its probably because they are two of the few modules in DCS that fly like an actual airplane (Power for altitude, pitch for airspeed, trim actually does stuff).
Hi Tim, I'm a really old guy, couldn't fly power ac, 'eyes', but 25 years a gliding instructor. Really enjoyed this video, took me back some. For downwind positioning, I used to use the angle of declension to the runway (30 degrees) for distancing, but that was simple slow flying stuff and mostly seat of pants.
In jet world we either pick a ground feature to track towards but a better way is to use distance from wing tip to runway unless the wings are very swept and then you'd be flying a wider ciruit anyway.
The USAF train to land using the "crack shift idle flare" method, I wasn't entirely sure if what you were doing is the same thing just using different lingo? The CSIF method teaches the pilot to: 1) CRACK - reduce throttle slightly 1000ft from the threshold 2) SHIFT - approaching the threshold shift the aimpoint from the threshold to the end of the runway by raising the nose slightly 3) IDLE - over the threshold reduce power to idle 4) FLARE - gradually increase pitch as the aircraft slows to settle onto the runway while avoiding over-pitching.
We use `Check - Kick - Close' as we don't flare the Hawk, we merely present the mainwheels to the runway for a firm touchdown. Check back on stick to arrest descent. Kick off the drift. Close the throttle.
Oops - Just flew a few circuits in the F-5. I'd forgotten that on Auto, full flaps are automatically selected when the gear is down. Ignore my question please!
Damn got to get my PC upgraded, have downloaded DCS from Steam but don't have the setup yet. My jet flying these days consist of the General Dynamics F111 from Orbx flying on FSX, from what I understand the flight model is relatively accurate with regard to speeds and dynamic handling, good for low level blasting around. Great channel Tim.
I think it's an E2C but I could be mistaken but, yes, it is subject to acceleration errors and will slow down through north/south and increase speed through east/west - I think it's that way round but, until you said it, I didn't realise it was modelled, amazing!
It depends on the crosswind - for nil or wind directly down the runway, you want the spacing to be so that you can fly a constant 45 degree angle of bank final turn.
Great video Tim - practical, actionable information that we can use in our own training. Just one quick question - why are takeoffs in a touch and go made with full flaps? Shouldn't the flaps go to "Auto" after landing?
I'm Hawk we used to leave them down, the drag is negligible and should you inadvertently select up and not mid/auto then the consequences could be a big problem. .
@@FastJetPerformance Cool thanks. So basically you turn for final sooner with stronger tail winds on the down wind as its pushing you if i understand correctly ? Hence less Banana's
@@FastJetPerformance got it . Thank you . Keep up the great work . Looking forward to seeing how you get on with the WinWing controls . Possibly one for the shopping list . Cheers again , your a top banana 😊
@@FastJetPerformance The closed pattern *is* a tight circuit. It is simply an overhead pattern entered directly from takeoff. There is nothing tighter. I was speaking of the techniques you used to fly the overhead pattern, not its dimensions. Flight manual airspeed is 300 KIAS on initial rather than 350. That was a legal limitation below 10,000 ft in the U.S. in most places. At 300 knots you did not pull power to idle at the break. The drag from pulling 3-4 G would slow the airplane below gear extension speed by the time you rolled out downwind. You might reduce power a bit if floating the break because you needed a wider pattern for an overshooting wind in the final turn or doing a no-flap pattern, but you would leave power up when pulling a tight break. The flight manual shows lowering the gear once rolled out on downwind, not in the break. You did not want the gear in motion with more than 45 degrees of bank or more than 1.5 G because it could overstress the landing gear trunnions. While AOA/G could be played in the final turn to rollout on final, pilots planned to fly the green donut or they were considered wide (AKA weak), and pilots were expected to fly the green donut on final, not showing a white chevron until near the runway. That was considered less than book performance and would be graded as such. Low power settings on short final could lead to an insidious sink rate that was the cause of more than one go around, undershoot, or crash. Flying even an on-speed final turn would made you fast if you suddenly rolled wings level on final, so you wanted to plan deceleration to avoid need for a large power reduction there. If not using the drag chute it was common to aerobrake after touchdown to save brake heat and protect the tires, as there was no anti-skid. For a touch-and-go you just lower the nose from the landing attitude to the takeoff attitude without touching the nosewheel on the runway.
Good Q - Nav lights are usually steady on most aircraft all the times (they are for navigation after all so people need to see which wing is green or red to avoid you as per the rules of the air) but the strobe lights are turned ON as you line up on the runway and OFF as you exit after landing. This is actually so you don't taxi past ATC and blind them, lol. Also white strobes for day and red for night.
That's a good question , Im no pilot but i would imagine flashing lights are more detectable by the MK1 eye ball so my uneducated guess , maybe in the Circuit but just my guess . Tim would know the proper answer .
@@zeberdee1972 That's why the strobes flash....and they are SUPER bright. Nav lights (red and green) need to be steady so you can tell which way another aircraft is flying .
@@FastJetPerformance roger all. Did not realize F5 flap controls are different. familiar with T38 procedures where full flaps are selected on short final and result in substantial increases in drag.
@@FastJetPerformance BTW the T38 with proper CG rigging can be configured on downwind with gear, 1/2 flaps, and about 85-88% power, and stick trimmed to give final approach airspeed and AOA (155+ kts and green donut). Passing the perch and rolling in on base and to final (still with green donut) with a little back pressure on stick to check the nose to prevent it bobbing low on horizon. (its trying to start a phugoid) AC will increase airspeed in the final turn as a result of lift vector not being vertical, (it wants to descend), but airspeed bleeds off after wings level on short final. Technique requires very few pitch and power changes, and offers excellent AOA stability with good speed control. Maybe F5 will do this?
Excellent knowledge - I tried this a couple of weeks ago from the flight manual at 165 kts, it can be done but the DCS model is very close to the back end of the drag curve and so needs to be flown very delicately, as you highlight - my students struggle with speed control in F5 so we tip final at a higher speed and lose speed in the turn - it's an RAF thing, we like the cadence approach, the Hawk was 150 kts at tip in 130 on roll out for a 110+fuel touchdown.
I reckon the point was that he was doing a one-man-band act. Tower + CFI + Student chatter, all through one pair of lips. Takes a big man to fill 3 seats, and Tim is a big man (not like that Davies, you told us you backed off the pies!)
15 hrs through ppl and have moved from dcs over to msfs for now to practice my baby steps in a cesna 152 🙄 Pleased to say some of this looks familiar - but much quicker! 😮 Can't wait to get back into dcs and have some fun with fast jet performance. Great demonstration / tuition.
Unfortuantely John, that's just fast jet aviation and precisely why I started the school as I can teach each lesson 3 tiems per week giving ample time for absorbtion and catch up.
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Apologies for the slight wind noise, it was a desk fan because I was hotter than a tiger guys!
I always have a fan on, but here the temps have been around 32-36C. I even have the AC on, lol.
Takes me back to instructing overheads in a T-38A
Can close my eyes and listen to your instruction : good pacing, attention inside / outside....Trim... check config, AOA….
"if you're not talking while you're flying the a/c then you are not doing your job as an instructor."
Epic crystal clear circuit how to. All fast jet people should watch this
Just brings a civvy a whole load of new insight when watching the Typhoon making its approach into Conningsby etc. Thank you.
Very impressive , any one would think you are an experienced fast jet pilot that was in the Best Air Force in the World ....oh wait lol . Like the running commentary really helps us armchair pilots know what we should be looking for . Doing a running commentary helps when learning to , some thing we do in my job when we do our ERD training ( Emergency Response Driving ) , some thing I had to do today on my annual check ride , lots of talking and it helps the instructor know what you have seen and doing and planning to do and if you missed anything . Great video as always thank you 🙂
I bet that a hundred and one RAF pilots out there would love to offer the service that you do... Keep up the good service my man. Well done Tim.
Thanks, will do and much appreciated.
@@FastJetPerformance Tim I just discovered your channel and I'm not exaggerating when I say that your FJP service is my life's dream come true. I always wanted to be a fast jet pilot but life interfered, so I'm ecstatic to see you offer this incredible service. Please don't stop anytime soon! I will be joining your patreon shortly.
TOUCH AND GO!!...
wow! That was a education. I fly model aeroplanes so appreciate what that was all about. There was a lot of work going on.
Many moons ago I used to sit at the end of the perry track (taxi way) at TTTE, yes I did say it was a long time, in my LWB with a blue light and dayglow stripes, waiting for the Tornados to take off. Never really appreciated the steps the trainee pilots went through every single day. Very interesting reel.
I find I only want to fly the F-5 or the A-10 nowadays despite having many newer modules, there is something simple but satisfying in flying the F-5 for me. I learn something new every time I watch an upload from you but don't have the time to devote to Shadowlands just yet but will nearer xmas so take heed fam!
I am very much the same, but add the Viggen to that list.. a beautiful mix between basic F5 like performance but with a mission computer that allows so much fun to be had
Yes, I need to employ a Swedish au pair and learn the VIGVIG!
Its probably because they are two of the few modules in DCS that fly like an actual airplane (Power for altitude, pitch for airspeed, trim actually does stuff).
Great I am glad I found you!!!!
Super thanks!
Fantastic Tim just watched this clip for the first time 👍
Regards
Dave from Scotland
Precision! Very helpful commentary.
Hi Tim, I'm a really old guy, couldn't fly power ac, 'eyes', but 25 years a gliding instructor. Really enjoyed this video, took me back some. For downwind positioning, I used to use the angle of declension to the runway (30 degrees) for distancing, but that was simple slow flying stuff and mostly seat of pants.
Do you do any flight sims? MSFS 2020 has gliders in it now. Would be cool to see you flying in that.
In jet world we either pick a ground feature to track towards but a better way is to use distance from wing tip to runway unless the wings are very swept and then you'd be flying a wider ciruit anyway.
@@FastJetPerformanceThanks for that reply Tim, I really didn't expect it, so very pleased. Suppose a very fast jet would need a longer base leg.
Brilliant, thanks Tim for sharing!
Really enjoyed that! Wind noise not an issue - keep up the great work!
Great video Tim. I have moved away from the F16 for a while and am enjoying the F5 as it takes a little more care and attention to get it right.
Right on - F5 will make you a better pilot!
Graphics are amazing!! Very smooth demo.....anyone would think you've done this before 😄
The USAF train to land using the "crack shift idle flare" method, I wasn't entirely sure if what you were doing is the same thing just using different lingo? The CSIF method teaches the pilot to:
1) CRACK - reduce throttle slightly 1000ft from the threshold
2) SHIFT - approaching the threshold shift the aimpoint from the threshold to the end of the runway by raising the nose slightly
3) IDLE - over the threshold reduce power to idle
4) FLARE - gradually increase pitch as the aircraft slows to settle onto the runway while avoiding over-pitching.
We use `Check - Kick - Close' as we don't flare the Hawk, we merely present the mainwheels to the runway for a firm touchdown.
Check back on stick to arrest descent.
Kick off the drift.
Close the throttle.
Oops - Just flew a few circuits in the F-5. I'd forgotten that on Auto, full flaps are automatically selected when the gear is down. Ignore my question please!
any landing you walk away from is a good one ! ;)
Hi Tim, love your work.
.. If that's a simulator I'm blown away!!
Damn got to get my PC upgraded, have downloaded DCS from Steam but don't have the setup yet.
My jet flying these days consist of the General Dynamics F111 from Orbx flying on FSX, from what I understand the flight model is relatively accurate with regard to speeds and dynamic handling, good for low level blasting around.
Great channel Tim.
Excellent, more like this pls.
That looks awesome
Yes it was very impressive .
1:50 “roll FJP”, is it normal for the whiskey compass to bind during the roll and pull?
I think it's an E2C but I could be mistaken but, yes, it is subject to acceleration errors and will slow down through north/south and increase speed through east/west - I think it's that way round but, until you said it, I didn't realise it was modelled, amazing!
Hi Tim, ever considered hosting some kind of DCS BFM tournament?
like i already said in your channel, i need a lesson 1 on 1 with you!
The only commonwealth country to both use the F5 and manufacture it was the Canadian RCAF
so when you are looking at proper spacing from the airfield, you have your missile pylon aligned on the runway...? thats correct?
It depends on the crosswind - for nil or wind directly down the runway, you want the spacing to be so that you can fly a constant 45 degree angle of bank final turn.
Great video Tim - practical, actionable information that we can use in our own training. Just one quick question - why are takeoffs in a touch and go made with full flaps? Shouldn't the flaps go to "Auto" after landing?
I'm Hawk we used to leave them down, the drag is negligible and should you inadvertently select up and not mid/auto then the consequences could be a big problem.
.
Should I turn the wind up in DCS to be more realistic, or is it accurate to not feel any wind push or pull in the F-5
Give yourself a 15 kt crosswid and you'll feel it.
Is it normal practice in the military to set altimeter to QFE instead of QNH?
It was back in 2018, yes - UK mainly as all the airfields were so close to sea level, it made sense.
No matter what I do I always overshoot the final turn, even when going into full green AoA. Even if I’m doing a relaxed 3g crosswind turn. Any tips?
Wing tip on the runway downwind, tip final 45 degrees angle of bank and use a touch of rudder to help you round.
Join the school, we'll sort you out 👍
What is FJP you keep mentioning?
good sh!t fam
I really enjoy the F5 module. The trimming though… 😅
It's a trim monster lol!
Love your videos. How do the bananas work. I know it's to do with wind speed . But how do you work it out . What is 1 banana equivalent too
1 banana is 1 second of delayed time.
For strong headwinds down the strip (runway), use 1 banana and then turn finals. For light winds, use 3 bananas.
@@FastJetPerformance Cool thanks. So basically you turn for final sooner with stronger tail winds on the down wind as its pushing you if i understand correctly ? Hence less Banana's
@@chrisbaker3404 Yes, if the wind is pushing you downwind, you turn earlier as it will push you wide in the final turn and you want to minimise that.
@@FastJetPerformance got it . Thank you . Keep up the great work . Looking forward to seeing how you get on with the WinWing controls . Possibly one for the shopping list . Cheers again , your a top banana 😊
Have you tried the DCS T45 mod?
I did but the HUD was hard to read although it did feel like a Hawk which was good.
That must be RAF technique. Not the way we flew it back when I was in USAF.
Yes, RAF circuits are not like the closed pattern - RAF flies tight circuits largely as a handling exercise.
@@FastJetPerformance The closed pattern *is* a tight circuit. It is simply an overhead pattern entered directly from takeoff. There is nothing tighter. I was speaking of the techniques you used to fly the overhead pattern, not its dimensions.
Flight manual airspeed is 300 KIAS on initial rather than 350. That was a legal limitation below 10,000 ft in the U.S. in most places.
At 300 knots you did not pull power to idle at the break. The drag from pulling 3-4 G would slow the airplane below gear extension speed by the time you rolled out downwind. You might reduce power a bit if floating the break because you needed a wider pattern for an overshooting wind in the final turn or doing a no-flap pattern, but you would leave power up when pulling a tight break.
The flight manual shows lowering the gear once rolled out on downwind, not in the break. You did not want the gear in motion with more than 45 degrees of bank or more than 1.5 G because it could overstress the landing gear trunnions.
While AOA/G could be played in the final turn to rollout on final, pilots planned to fly the green donut or they were considered wide (AKA weak), and pilots were expected to fly the green donut on final, not showing a white chevron until near the runway. That was considered less than book performance and would be graded as such. Low power settings on short final could lead to an insidious sink rate that was the cause of more than one go around, undershoot, or crash. Flying even an on-speed final turn would made you fast if you suddenly rolled wings level on final, so you wanted to plan deceleration to avoid need for a large power reduction there.
If not using the drag chute it was common to aerobrake after touchdown to save brake heat and protect the tires, as there was no anti-skid. For a touch-and-go you just lower the nose from the landing attitude to the takeoff attitude without touching the nosewheel on the runway.
Now I know why the RAF budget for bananas is so high.
Tim, quick question......Question: What determines whether you have nav lights as steady or flashing?
Hope you're well. 🐹🦄🏳️🌈😉👍🏿
Good Q - Nav lights are usually steady on most aircraft all the times (they are for navigation after all so people need to see which wing is green or red to avoid you as per the rules of the air) but the strobe lights are turned ON as you line up on the runway and OFF as you exit after landing. This is actually so you don't taxi past ATC and blind them, lol.
Also white strobes for day and red for night.
@@FastJetPerformance Thank you Sir.
That's a good question , Im no pilot but i would imagine flashing lights are more detectable by the MK1 eye ball so my uneducated guess , maybe in the Circuit but just my guess . Tim would know the proper answer .
@@zeberdee1972 That's why the strobes flash....and they are SUPER bright. Nav lights (red and green) need to be steady so you can tell which way another aircraft is flying .
Full flaps at start of base turn and on go-around??
Yes, gear will take auto flap to Full and we don't change flap positions on the runway.
@@FastJetPerformance roger all. Did not realize F5 flap controls are different. familiar with T38 procedures where full flaps are selected on short final and result in substantial increases in drag.
@@274152 F5 has a weird flap config, I'm still not used to it to be honest!
@@FastJetPerformance BTW the T38 with proper CG rigging can be configured on downwind with gear, 1/2 flaps, and about 85-88% power, and stick trimmed to give final approach airspeed and AOA (155+ kts and green donut). Passing the perch and rolling in on base and to final (still with green donut) with a little back pressure on stick to check the nose to prevent it bobbing low on horizon. (its trying to start a phugoid) AC will increase airspeed in the final turn as a result of lift vector not being vertical, (it wants to descend), but airspeed bleeds off after wings level on short final. Technique requires very few pitch and power changes, and offers excellent AOA stability with good speed control. Maybe F5 will do this?
Excellent knowledge - I tried this a couple of weeks ago from the flight manual at 165 kts, it can be done but the DCS model is very close to the back end of the drag curve and so needs to be flown very delicately, as you highlight - my students struggle with speed control in F5 so we tip final at a higher speed and lose speed in the turn - it's an RAF thing, we like the cadence approach, the Hawk was 150 kts at tip in 130 on roll out for a 110+fuel touchdown.
What is the "FJP" check you keep calling out or do you just like to hear your name a lot ? :D Nice work.
I reckon the point was that he was doing a one-man-band act. Tower + CFI + Student chatter, all through one pair of lips. Takes a big man to fill 3 seats, and Tim is a big man (not like that Davies, you told us you backed off the pies!)
Lol, trying to back off the pies!
Yes, I'm doing ATC aswell as my own 'FJP' callsign.
15 hrs through ppl and have moved from dcs over to msfs for now to practice my baby steps in a cesna 152 🙄
Pleased to say some of this looks familiar - but much quicker! 😮
Can't wait to get back into dcs and have some fun with fast jet performance.
Great demonstration / tuition.
I'm a real world pilot PPL with twin and night rating and use MSFS and yes this will help you a lot.
VOR,ILS,ADF the lot.
@@Lonsome1223 Im a real world desk jobkey and I can tell you that doritos absolutely rock.
Meh I could do that with my eyes closed ! ok id die horribly upside down and on fire but id still have my eyes closed
As much as I really like your lessons, I also always feel like they go too fast and there isn't time to absorb what is being taught
Unfortuantely John, that's just fast jet aviation and precisely why I started the school as I can teach each lesson 3 tiems per week giving ample time for absorbtion and catch up.
Welcome to military flying ;)
I'm a Submariner... but that made me chunky AF