Oracle427

Eevun, your approach looks great. Instead of diving down at the end to get lower, lower the throttle and keep the airspeed where it is. You picked up a few knots as you dove which will make you land futher down the runway and faster giving you less time to work.You should also have used your left rudder to align the nose of the aircraft down the runway as you got on short final and over the runway. Keep the nose aimed down the runway and use the ailerons to bank the plane left or right as needed to slip to the left and right. Do it as early as possible so that you can remain steady and heading straight down the runway and not slipping left nor right. If you can add that into what you just did you'll fix your skid issue.If you're doing it correctly, you'll be pushing the rudder in on direction and the ailerons in the other. Do whatever it takes to get the aircraft aligned and steady and then keep it steady. Do it all the way through your landing flare and touchdown. You will land with one wing lower than the other and just let the airplane settle down onto its other wheel as it settles down. Keep using the rudder to keep it aimed down the runway. Once the wheels are firmly on the ground and your nose begins to lower then it is time to neutralize the rudder so that the nose wheel doesn't touch down sideways. You will fly and land the plane banked to one side and using just enough rudder to keep it from turning.

The answer is that it depends. Among various aircraft the behavior ranges from pitching up to neutral to pitching down.That is mostly a function of where the center of gravity is located at that moment in time and where the center is lift is shifted to once the flaps are deployed.If the center of lift moves forward, it might move forward of the center of gravity and pitch the nose up. In the opposite case it will pitch the nose down.As the position of the center of gravity typically shifts as you consume fuel, I will venture a guess to say that some of the larger aircraft may actually exhibit both behaviors depending on what of the flight they are in.

Congrats on taking the plunge! How far along ate you in your training? Based on what you have described that you wish to practice, it sounds like you are well along.If you are serious about the radio work, let me suggest that you try out Pilot Edge for FSX. It is a great tool and the controllers and pilots are very professional.They service VFR and IFR and guarantee their service during their business hours.In the interest of full disclosure, I have met the founder because he flies out of my airport, but I am not recommending it because I know him. It is not a free service.And here is a thread about the service with comments from the founder Keith Smith.http://forum.avsim.net/topic/351297-pilot-edge-network-the-new-standard-for-atc/page__p__2137312__fromsearch__1#entry2137312

There are some topics on this elsewhere in this forum. I have struggled to get the Stearman to spin as easily as I thought it should. However, you definitely can spin it.If you throttle to idle, pull up and stall and them give full left rudder and goose the throttle to give airflow over the rudder, you'll get a nice spin.You have to hold the inputs in or the plane will immediately recover into a spiral dive. I have no idea if the real Stearman is this way but I have read that it doesn't spin "easily".

Nice job! The landing challenges can be really tough. I'm wondering when they're going to start holding fly-ins with all this practice that everyone is getting.

I ca't figure out how to embed the video. LOLhttp://youtu.be/i1Bzu1uLJ1YHere you go. I only have the free version of Fraps (30 second limit) so I couldn't record the entire approach without captuting the final result. Please note the position of my rudder pedals throughout the manuever, there is a lot of left rudder held in during the approach. I am using the ailerons to "sideslip" the aircraft left and right with a bias to the right because that is the direction the wind is blowing from. I am using the rudder to keep the aircraft aligned with the runway so that I am aimed straight down the runway throughout the entire final approach and landing. When those wheels touch the ground the nose had better be pointing at the far end of the runway, with zero sideslip or your score (and mechanic ) will suffer.I touched down right main gear first as the wind was from the right. I needed to have the right wing lower at touchdown to stop from drifting left with the crosswind. Note my last second correction to the left when I realised I was a little off to the right. Oops!I kept the airspeed as close to the target of 75 knots as I could. It was a little higher so I could control the aircraft a little better, but I really wasn't watching it closely because I was trimmed for that speed. I using the throttle to control the rate of descent. I started my final ~800' AGL from about .5 miles out.Make sure you hold full aileron in the direction of the wind (right in this case) and full back elevator after you touch down for max control and braking.Practice practice practice. This sim flies just like the real deal. I am really loving it more and more by the minute!The crab technique is perfectly valid. If you hit the rudder travel limit and you can't stay aligned with the runway then that means the crosswind is too strong for a sideslip technique. The crab will give you a little more to work with, but it is harder to do IMHO.Good Luck!

What are you using for vid capture? I'll see if I can record a vid,

Hey Bugbyyy, it's absolutely possible in that airplane. Just check the facts on Google. I've seen it with my own eyes on a very hot and humid summer day at a field near sea level.The 180HP MX7 Maule is another one that is fascinating to watch do a short field takeoff. I've was sitting in one that started the roll and got off the ground just as we passed the second stripe on the runway. That is just about 300 feet for your reference. It felt like I counted to 3 and we were airborne, but it was probably closer to 5 seconds.

That Icon Landing and Approach checklist is twice as long as 172 checklist.Here's the citation.LandingFlaps - Full or As Required.Speed 65KTS* (70MPH)*Adjust speed as neededThat's it! :lol:It's just meant to remind you of important facts.Now as for the virtual instructor, I'm sure the canned scenarion isn't perfect, but... Don't yank the throttle back to idle. Take about 2-3 seconds to bring it back, by then you should be close to 20 feet off the ground and starting your level off.BTW, you didn't mention if you were at the correct speed when the crossing over the threshold and being asked to bring the throttle to idle. What does the checklist say you should be doing again? :Thinking: 5 KTS can make a huge difference in these small aircraft.

You can use radio navigation without purchasing the add-ons? I haven't tried tuning the Icon's radios because I assumed from everyone elses posts that it wasn't working! I'll give it a spin tonight and if so I'll probably buy the pack tonight. :)

The price is fair, but only if I can use the aircraft systems. I want to see more features before I plunk down the cash. I will say that I am very rapidly getting more and more into flight the more I play it. Once the devs deliver the not so sexy features like radio nav, GPS, systems failures, extra axes and trackir will they have my cash.

If I may also add that I do like the way that most of the crosswind challenges start with an approach somewhat perpendicular to the runway. You should immediately perform a few tasks.1 slow down and start trimming the aircraft so that it in the vicinity of approach speed.2 observe your ground track. Pay close attention to where the wind is blowing you. You want to land into it so that you have a headwind. It will help slow you down and give you a lot more time to adjust during your approach.3 observe if the runway slopes in one direction. Try to land uphill if there is a steep slope, its a judgment call between wind and slope.4 the landing missions in flight are giving you good advice. use the checklists! Get your approach speed and trim for it. If your speed is wrong, you're going to work a lot harder to land.Practice :)

This applies to all the landing challenges and is a technique used in RL. Line up on the centerline with the aircraft banked into the wind with just enough bank to counter the drift at the same time hold in just enough rudder to keep the aircraft aligned with the runway.If done properly you will touch down on one main wheel and then settle on the other. You will have zero drift and in a steady crosswind it is very ready once you find the amount of correction you need.Crabbing and then slipping at the last minute is a different technique that works better when you can't see over the nose imho. Both are valid so try both and see what you prefer.The former technique has landed me gold on all the Stearman challenges.the latter technique may allow you to land in cases where you have run out of rudder travel for the side slip which will happen in very strong crosswinds. none of the challenges I have tried so far came even close to reaching half the rudder travel. I don't have the rv6 so I don't know what crosswinds the challenges are throwing at you.

Agreed JComm, my reply was actually directed at Luis, but I haven't figured out how to quote on my Android.

Sorry I wasn't clear on my last post.It is definitely possible to spin the flight Stearman, but it takes a lot more effort than I would expect. On top of that it comes right out of the spin without performing PARE even after more than 3 revolutions. In fact, I recovered into a spiral dive with full up elevator and full right aileron by simply neutralizing the rudder.I also haven't been able to spin to the right, it always goes into a spiral dive.the flight spin is still much much better than whatever you call it that you got in FSX. Thumbs up overall.

I did some reading on this after posing on another thread about stalls and ###### being poorly modeled.now I am not to sure that the stalls and spins are too docile. all the material I have found on the Stearman indicates that it is very reluctant to stall or spin with power and without the installation of stall strips. I don't know if the model in flight has the stall strips.I'll have to wait until they introduce a C172 to hold my judgment. there has to be someone here with time in a Stearman! Where are you? :)

I am curious to know what control forces you are holding in during a turn?When I bank into a turn, I command a coordinated aileron and rudder input and then some back pressure. I then neutralize the rudder and aileron and hold back pressure until I am ready to roll out of the turn. I will them perform these actions in the same order in the opposite direction.When in a step turn I need to correct for over banking, and I need to use the rudder to account for adverse yaw, torque and p factor in increasing amounts as I get into slow flight and turns.Except for stick forces not changing, I'm not sure how this doesn't feel just right?

I definitely like the flight modeling in flight and consider it an improvement. In fact I think it is the best right now for a home simulator under normal flight conditions. I especially love the feel of landings in this sim with crosswinds,I feel that the stalls and spins are still poorly modelled.My expectation is that the aircraft will depart more abrubtly and pitch down much more quickly than we are seeing right now. I have been able to maintain a slow climb with a lot of buffeting with full up elevator and full power in the Stearman. It makes no sense because with that much airflow from the prop, the elevator should be very effective and easily result in a stall.I also find that the ailerons remain way too effective and do not create enough adverse yaw when going into a stall from slow flight. It should take a lot of footwork to keep coordinated if I'm moving the ailerons at those low airpseeds.Spins aren't working well and I believe that is because the stalls and adverse yaw isn't working well as I described above. I can't get into a spin in the Stearman by going into slow flight, and then performing a power on stall (about 30 degrees nose up) with no rudder correction and aileron input to try and hold heading. That should very reliably create a spin and it doesn't. I end up in a tail slide and pitching down in a momentary stall where I can recover while almost holding in full up elevator. When I do this in a 172 for training, you very quickly learn that did something very very wrong! I received credit for "spinning" when I was merely tumbling down and entering a spiral dive. I was barely rotating, and rotating very slowly at that. I didn't even have to let go of my crossed controls to recover.Frankly, I think all the home sims suck in this respect, so I'm not surprised to see that the emphasis remains on normal flight conditions where I feel that Flight is a step forward.PS - I've never flown a Stearman so my impressions are based on flying a C172. I have had a Stearman follow me in on the pattern and land right behind me. I got to speak to the pilot for a bit while admiring his airplane. It is a beauty and it sounds amazing!Someone elsewhere on this forum posted a complaint about the flight model being very unrealistic and that there is no way a Stearman could take off in such a short time or distance (around 6 seconds I believe he said). Trust me, it can do it on a hot summer day.