Perfect, perfect perfect! Your video has transformed my landing performance. I can't recall any other video that I have watched that explains the use of the AoA guage. Now I just concentrate on the sink rate and the AoA as you described and nail it pretty much every time.
@@CommanderSteinsch nan c'est juste que des français parlant quasiment sans accent ça se fait rare en langue étrangère ... Ducoup vu ton aisance et la richesse de ton vocabulaire de plus technique car on parle d'aviation je pensais que c'etait le cas ...
Principally yes, it's just that she's generally 2 t heavier (ZFW 18,4 t instead of 16,4 t). And for the second part: No. Night Time landings are in fact also precision instrument landings flown after instrument flight rules, which is why you must be able to land even without landing lights (and military pilots do that, if needed). Last time I checked the nav aids in DCS in conjunction with the nav instruments in the cockpits were pretty poor, unreliable, nothing they pay too much attention to, it seems. But the ILS auto landing stuff worked in a way (both in the MiG-21 and Su-27, with the MiG-21 having an additional, awesome, fun descent nav mod). You could use this instead of an approach after professional instrument flight rules, which can also get you close to the runway in DCS, however, also too far left or right, correctly in front or dangerously above it. Imagine, somebody would cover your cockpit with a black cloth and you'd see literally nothing but only your instruments. That's how you fly IFR in general and IFR approaches in particular, thus also approaches at night. And right before the runway appears, at the latest at decision height or altitude, the cloth is suddenly removed: _"Tata, there is the runway, now land!"_ That's how it is possible to land a plane at night, in fog and clouds (in mountains) or when it heavily rains or all of it at once. (e.g.: ruclips.net/video/bxMq6QvrOOA/видео.html) Landing lights have nothing whatsoever to do with it. So, you do not peek where the landing light points, you stay centred and focused on the middle of the runway, as always. No difference. No matter the landing lights. Imagine, the lights were damaged or off track for another reason... this is not a landing aid. Just lights. The ILS system in DCS seems to work, though it can't land your plane automatically, like an airliner. You're a military pilot anyway. But it do can lead you safely down till you can properly see the threshold, then you turn it off and regularly aim for the touchdown zone on the runway. If you can see the runway. If not, fly a missed approach, choose another airport etc. On civil airports this touchdown point is marked by either the PAPI (also exists in DCS) or the glide slope antenna on the left side of the runway and of course by special markings directly painted onto the runway. They'll be illuminated by your landing lights as well when you get closer, *this* is where you should pay attention to. There you should touch down, at best, also before, but better not behind it. Always stay focused at the centre line for it's the only indicator on the runway to make sure there's equal space for the wings of your plane to both the left and right side of the runway. Don't stare at the left or right of it, you could find yourself rolling out somewhere into the field or even flip your plane over in an attempt to correct its off track path. ;)
wow flankertraining !!!' man i pray everyday that i find new videos from u , u gave us 2 after years , comon not more 2 years plz ..... neeed vidz like corner speed level of education
9:05 You hopefully NEVER use it for descents and approaches! If you want to fly it correctly, I mean. Always barometric altimeter, QNH to be exact, the radio altimeter is for something else (like low level flights and ILS approaches only!, for terrain warnings/decision height callouts during ILS landing procedures, it's not for you to stare at it to make decisions!)! If you only want to play a game, use it. But if you ever plan to get a real pilot license, you should not start learning it the complete wrong way in the first place, because there's nothing harder for your brain to first learn something wrong, then to unlearn it and to relearn it correctly. Our brains learn based on the principle: first in, last out! *Edit:* That's why thumb down, because you indicated that it was ok or normal to even *monitor* the radio altimeter for landings, which can become dangerous. It can tell you it's only 10 metres above an obstacle which is in fact itself still 30 m above runway elevation and you'd erratically pull up or what? And then at best overshoot or maybe even slow down, stall and crash? You use correct vertical and lateral speeds at correct distances from the threshold and thus correct barometric altitudes and glide paths instead for both visual and instrument approaches, always! There can always be higher or lower terrain underneath you in front of the threshold, but this NEVER changes your glide path solutions! In short: shit on it! If you suddenly have to react to the radio altimeter, then you have made some more severe mistakes already earlier on, your approach was totally off, your baro alt not set correctly, whatever it was, it was reason enough to instantly remove you from a plane's cockpit! The radio altimeter can mislead you, for it's not telling you where the beginning of the runway is, you can always think you're too low while you're in fact on the correct glide path, Geezus Christ! This is only for ILS approaches (and there it's mandatory) to mark the decision height (DH) from which you have to see the threshold of the runway. But even the DH is used only for CAT II and CAT III ILS approaches, for CAT I the *barometric* decision height is in use, the height above mean sea level (aka nautical height QNH, also not the widely and wrongly used QFE in DCS!), hence called the decision altitude (DA). In military jets the radio altimetre is for terrain warnings during low level flights, which is why the pilot can set this warning callout manually in the first place: because he's a radio altimeter which can constantly measure it. During an instrument approach you use also always baro alt, vertical and lateral velocity, headings (HSI) and distances to fly and maintain the correct glide path. During such approaches the radio altimeter calls out the DH (decision height) when you're landing at CAT II or III airports. Otherwise, as mentioned before, the decision altitude, the height above mean sea level (not airport!) is the height from which you have to be able to see the runway or must not land at all and abort the final approach. That's how it works. You *DO NOT* monitor the radio altimeter, in none of these cases. You use and trust your eyes, or you monitor the barometric altitude!
Thanks for taking the time to explain how it's done. You're right, radar altitude can be misleading. But for the sake of simplicity, as the terrain in front of the runway is obviously clear, it is just easier to track altitude displayed in the HUD and use it to know when to initiate the flare. That will work in 99% of landings in-game. But again, if we want it to be done right and by the book, eyeball mark I (and to a lesser extent barometric altitude checking) is the way to go.
I now flare much later, at around 8-12 meters above the ground. You can view this here:
ruclips.net/video/P_zoL5QAa90/видео.html
Of all the youtube videos, yours are the most crazy smooth landings I've ever seen. Well done mate!
Perfect, perfect perfect! Your video has transformed my landing performance. I can't recall any other video that I have watched that explains the use of the AoA guage. Now I just concentrate on the sink rate and the AoA as you described and nail it pretty much every time.
Smoothest landing I’ve ever seen in dcs
Perfect landing. Excellent training video!
Best tutorial
Perfect, beautiful landing!
Excellent landing!
Thank you!
you have absolute control and tutor skills mate , never stop , develope a course program and get rich :D
Excellent tutorial! Very good landing. Pete.
Beautiful landing.
Thank you. But lots of failures before getting there!
tu es pilote car ton accent est excellent ... Merci pour la video ...
Oui, enfin bon, y a pilote et pilote... Moi de petit coucous dans une autre vie ! ;)
@@CommanderSteinsch nan c'est juste que des français parlant quasiment sans accent ça se fait rare en langue étrangère ... Ducoup vu ton aisance et la richesse de ton vocabulaire de plus technique car on parle d'aviation je pensais que c'etait le cas ...
Excelente video. yo apenas en estoy en la aviación civil los aviones militares se me hacen súper complejos
Are you going to do more videos ? (Especially with the F-14 coming)
I'm definitely going to post more DCS videos, including about the F-14 :-) Stay tuned, the channel is going to be more active soon.
Great video! More Su-27 tutorials please!
should i land su 33 the same way?also should i look to the above left of the nose when using landing lights at night?
Principally yes, it's just that she's generally 2 t heavier (ZFW 18,4 t instead of 16,4 t).
And for the second part: No. Night Time landings are in fact also precision instrument landings flown after instrument flight rules, which is why you must be able to land even without landing lights (and military pilots do that, if needed).
Last time I checked the nav aids in DCS in conjunction with the nav instruments in the cockpits were pretty poor, unreliable, nothing they pay too much attention to, it seems.
But the ILS auto landing stuff worked in a way (both in the MiG-21 and Su-27, with the MiG-21 having an additional, awesome, fun descent nav mod). You could use this instead of an approach after professional instrument flight rules, which can also get you close to the runway in DCS, however, also too far left or right, correctly in front or dangerously above it.
Imagine, somebody would cover your cockpit with a black cloth and you'd see literally nothing but only your instruments. That's how you fly IFR in general and IFR approaches in particular, thus also approaches at night. And right before the runway appears, at the latest at decision height or altitude, the cloth is suddenly removed: _"Tata, there is the runway, now land!"_ That's how it is possible to land a plane at night, in fog and clouds (in mountains) or when it heavily rains or all of it at once. (e.g.: ruclips.net/video/bxMq6QvrOOA/видео.html)
Landing lights have nothing whatsoever to do with it. So, you do not peek where the landing light points, you stay centred and focused on the middle of the runway, as always. No difference. No matter the landing lights. Imagine, the lights were damaged or off track for another reason... this is not a landing aid. Just lights.
The ILS system in DCS seems to work, though it can't land your plane automatically, like an airliner. You're a military pilot anyway. But it do can lead you safely down till you can properly see the threshold, then you turn it off and regularly aim for the touchdown zone on the runway. If you can see the runway. If not, fly a missed approach, choose another airport etc.
On civil airports this touchdown point is marked by either the PAPI (also exists in DCS) or the glide slope antenna on the left side of the runway and of course by special markings directly painted onto the runway. They'll be illuminated by your landing lights as well when you get closer, *this* is where you should pay attention to. There you should touch down, at best, also before, but better not behind it.
Always stay focused at the centre line for it's the only indicator on the runway to make sure there's equal space for the wings of your plane to both the left and right side of the runway. Don't stare at the left or right of it, you could find yourself rolling out somewhere into the field or even flip your plane over in an attempt to correct its off track path. ;)
Nicely done. :)
Thanks Iron, it means a lot!
wow flankertraining !!!'
man i pray everyday that i find new videos from u , u gave us 2 after years ,
comon not more 2 years plz ..... neeed vidz like corner speed level of education
:) Thanks for the vote of confidence. I'll try to not let another 2 years go by. :)
Flankertraining.com you are the best , and this upcoming star is gonna compete with u , take care :D
Competition is good for the community. :)
great video! thanks!. By the way how did you display the bottom-right display for the throttle position?
Right CTRL + ENTER
what kind of joystick do you have?
This was done with a good old Microsoft Force Feedback Pro 2 and a CH Throttle.
9:05 You hopefully NEVER use it for descents and approaches! If you want to fly it correctly, I mean. Always barometric altimeter, QNH to be exact, the radio altimeter is for something else (like low level flights and ILS approaches only!, for terrain warnings/decision height callouts during ILS landing procedures, it's not for you to stare at it to make decisions!)!
If you only want to play a game, use it. But if you ever plan to get a real pilot license, you should not start learning it the complete wrong way in the first place, because there's nothing harder for your brain to first learn something wrong, then to unlearn it and to relearn it correctly. Our brains learn based on the principle: first in, last out!
*Edit:*
That's why thumb down, because you indicated that it was ok or normal to even *monitor* the radio altimeter for landings, which can become dangerous. It can tell you it's only 10 metres above an obstacle which is in fact itself still 30 m above runway elevation and you'd erratically pull up or what? And then at best overshoot or maybe even slow down, stall and crash?
You use correct vertical and lateral speeds at correct distances from the threshold and thus correct barometric altitudes and glide paths instead for both visual and instrument approaches, always! There can always be higher or lower terrain underneath you in front of the threshold, but this NEVER changes your glide path solutions! In short: shit on it! If you suddenly have to react to the radio altimeter, then you have made some more severe mistakes already earlier on, your approach was totally off, your baro alt not set correctly, whatever it was, it was reason enough to instantly remove you from a plane's cockpit!
The radio altimeter can mislead you, for it's not telling you where the beginning of the runway is, you can always think you're too low while you're in fact on the correct glide path, Geezus Christ! This is only for ILS approaches (and there it's mandatory) to mark the decision height (DH) from which you have to see the threshold of the runway. But even the DH is used only for CAT II and CAT III ILS approaches, for CAT I the *barometric* decision height is in use, the height above mean sea level (aka nautical height QNH, also not the widely and wrongly used QFE in DCS!), hence called the decision altitude (DA).
In military jets the radio altimetre is for terrain warnings during low level flights, which is why the pilot can set this warning callout manually in the first place: because he's a radio altimeter which can constantly measure it.
During an instrument approach you use also always baro alt, vertical and lateral velocity, headings (HSI) and distances to fly and maintain the correct glide path. During such approaches the radio altimeter calls out the DH (decision height) when you're landing at CAT II or III airports. Otherwise, as mentioned before, the decision altitude, the height above mean sea level (not airport!) is the height from which you have to be able to see the runway or must not land at all and abort the final approach. That's how it works. You *DO NOT* monitor the radio altimeter, in none of these cases. You use and trust your eyes, or you monitor the barometric altitude!
Thanks for taking the time to explain how it's done. You're right, radar altitude can be misleading. But for the sake of simplicity, as the terrain in front of the runway is obviously clear, it is just easier to track altitude displayed in the HUD and use it to know when to initiate the flare. That will work in 99% of landings in-game. But again, if we want it to be done right and by the book, eyeball mark I (and to a lesser extent barometric altitude checking) is the way to go.