Hello, I've noticed that when I'm flying an approach with larger jets (737, 747, 777, CRJ, etc), even when following approach speeds for that a/c to the T, my angle of attack is waaaay too high. Can't see out the windscreen, and I have a nose up angle of like 15 or 20 degrees. If I bring the nose down so that I can see, I'm dropping like a rock.. Bring up the throttles ot fix that, and I'm going too fast. I've flown the approaches manually, and also with the autopilot on.. The nose is still way too high to keep the right approach speed and stay on the glideslopeWhat am I doing wrong???

Sounds like you're trying to land with either too much fuel or too much payload (fuel is my guess). You can land with that much fuel/payload, but the approach speed is much faster. Try reducing your fuel load to about 25% and give it another whirl.If you'd like to read up on the basics of how an airplane flies and why it behaves the ways it does, I highly recommend reading Stick and Rudder by Wolfgang Langeweisch. While it only covers the basics of aerodynamic principles and was written in 1944, I imagine it will both broaden your understanding and help your flying skills immensely.Happy flying,Kevin

ahh, that does make sense.. thanks! I've just started getting into flying the heavies; I've been flying the Real Air 172 for quite some time now, and have also flown in the real world in my father's 182RG with him for years.. I fully understand bernulli (sp?)'s principle and most of the basic flight principles and characteristics that follow along.. just slipped my mind on how much a full vs. 1/4 full tank of fuel accounts for in the big jets..

Glad I could help. The big 'uns can fun in their own ways. Have a great time up there.:-wedge Kevin

theres nothing like brining down a heavy like a 747 into a crosswind with low vis, all manual approach! I just get a kick out of flying the way youre not supposed to

Another thing to consider is that with heavies you need to extend a substantial amount of flap well before landing, say about 10-15 degrees on capturing the ILS glideslope. This makes a HUGE difference as well and can be easily overlooked if you're used to flying GA, which don't require flap to be engaged anywhere near as early.James

"I highly recommend reading Stick and Rudder by Wolfgang Langeweisch"Excellent book indeed, it goes waaaaaay beyond Bernoulli

One other thing you might have overlooked is if you've used the autopilot at all during your flight have alook at your trim wheel - it might be set for cruise/climb/etc.Ian