How come the altitude is partly skewed on the HUD? Also is the field of view wider in real life? Seems like you can't see all the hud at the same time in this shot...
Not sure what you mean by skewed but I'm guessing that it's because it isn't visible at different camera look angles. The info is all there, the camera just doesn't catch it all depending how it is being held in relation to the HUD. In this one, the symbology also seems blurry but that's just a result of him having the brightness up all the way in the front cockpit. You can see in part II how much of a difference it makes when he adjusts the brightness down as we get below the clouds and outside visibility becomes darker. Everything is much easier on the eyes to read and it doesn't wash out being able to see beyond the HUD. The HUD itself in the Day Attack / T-Bird (If I remember right, they are the exact same thing, but I haven't seen the inside of a Day Attack since 2003.) is also physically smaller than radar and Night Attack jets.
It looks like there is something blocking the altitude, you can see it is visibly less bright... Maybe the gun camera optics? Thanks for the response anyway 🙂 BTW how do you rate DCS harrier?@@MrBoognet
I think I see what you're talking about where it seems to just disappear. It's an optical illusion that the camera hit it just right between the two panes of glass. I've never done DCS. I've watched a couple of the videos and the layout looks really well done. Watched a guy do the start and post start checklist wrong but was really impressed with the job someone did in making the realism. @@ollyk22
May I ask a question when you turned the H20 after putting the undercarriage down and 3 greens on and moved the nozzles on the approach where you using the nozzles to control the speed then? I’m an ex raf tech but flown a few times in T10 and avid harrier fan and dcs cheers love your videos
Probably a lot wordier than need be for the question, but it's Friday, I ain't got no job, and I ain't got s..t to do. It's a combination of where the nozzles are in determining what you need to do with the throttle to maintain AOA for a given nozzle angle and, generally, the nozzle angle is determined by desired approach speed or the type of landing called for. The more the nozzles are down, the less forward momentum and slower speed. Water switch. This was filmed in late November in the cooler temperatures so the water switch won't buy you a whole lot other than allowing more RPM available (113.5% in OFF, 120% in LDG). It's hard to explain the operating logic of the motor but in layman's terms, there is an outside air temperature at which the selected digital engine control unit will decide whether to limit you on either RPM or jet pipe temperature (JPT). For a 408 in a hot summer environment, you can expect JPT limiting (780C OFF, 800C in LDG) but for when this was filmed you won't get anywhere near the JPT limit before it maxes you out on RPM. The older 406 motor was nearly always JPT limiting. The water switch should be in LDG for STOL flap landings but there times when it's obvious it won't be needed. Smart practice generally taught to always arm it in STOL anyway but (with some exceptions) you will be at an airspeed where the wings generate the preponderance of the lift above 165 knots when doing a conventional or AUTO variable type landing where the procedure is not selecting STOL. With one exception for functional check flights, decels to VLs are always with it armed to land. Flaps. The barn door fowler flaps provide a good deal of lift for the slower approach speeds. As long as you are under 165 knots and greater than 25 degrees of nozzles, they will start to program down with the switch in STOL with them fully down by 50 degrees of nozzles or greater. If doing a conventional airplane type landing with the nozzles aft, you leave the switch in AUTO. Reason being that even though the flaps won't program down because you are less than 25 nozzles, once you land...and if you were in STOL...the jet would still be perfectly content to kill you if you then put the nozzles to the forward braking stop position (poor man's reverse thrusters at 98ish degree nozzles) as it puts the flaps all the way down, thus giving you all that lift at low RPM (you went idle at touchdown) and sending you airborne again at idle. AUTO position is always going to keep 25 degrees of flaps with gear down no matter what you do with the nozzle lever. The STOL position fowler flaps are of biggest benefit because they allow you to max utilize wingborne lift longer before transferring that strain to the motor (even with STOL, you are nearly all engine below 60 knots). You CAN do an AUTO flap decel to a hover just fine, but it's not normal procedure because it means that you will be at higher RPM/JPT much sooner and takes longer to slow down than STOL. The summer months that will more important than when this was filmed. You can see that effect in the PT 2 video when the flaps program and hear more power being applied to maintain the same AOA. Prior to first solo, the students have to do a decel to a vertical landing with the flaps all the way up in the CRUISE position where it feels like it takes half the state of North Carolina to get the thing slowed down to a hover. It's unlikely they will ever see a reason to do one again. One of the RAF pilots we had on an instructor exchange did tell me they did do a lot more fixed nozzle AUTO flap stuff than we do. For STOL flap short takeoffs it gives you all that lift up front as a benefit and the goal is to nozzle out for wingborne flight as the jet increases airspeed. If you just dumped nozzles all the way aft immediately after takeoff, the flaps would program up without sufficient speed for flight and say hello to the runway again. Temperature and gross weight are the biggest factors affecting nozzle out rate after takeoff. Nozzles. There actually is a NATOPS prescribed type of landing where pilots need to maintain proficiency using variable nozzle angles at a fixed power setting to maintain a safe AOA throughout the landing till just prior to touchdown. I don't know that it answers your question, but we practice these and maintain proficiency in the variable nozzle landings for a scenario where you don't want to keep jockeying around the power because of some sort of concern like higher elevations or a bird strike where you're not sure if there is engine damage / power available. I don't know that I'd call the STOL and AUTO variables a normal everyday type of landing, but they get practiced enough that you probably do about as many as any other type of landing. This was actually a student filming from the front seat who completed a few approaches/landings so he was current to solo the next day and I took a couple from the back seat where there's no gear handle or normal flap or water switch operation. He had to move those switches, but this was filmed seven years ago and if memory serves, I told him to film putting in the initial nozzle angle.
Omg thank you for the reply sir as a say a was a harrier technician for 15 years weapons tech but I loved learning the other aircraft’s systems stayed late in the hanger most times to learn the avionics systems and engine systems and like I say so lucky to fly a few times in the harrier T10 I was so lucky at raf wittering 233 ocu training squadron I got to fly in the front seat of the harrier T10 once thanks to the squadron leader making it happen front seat I love the harrier miss it so much glad the us marines still have the best close support aircraft in the world hi five to all you AV8B pilots and ground techs I’m moving to usa later this year from England with my job I’d love to see the planes at cherry point is there’ away to speak to base commander or press officer to attend the base and see these loverly aircraft again thank you 🙏
@@happygolucky8245 Check the II MAW website for POCs / access criteria. But the management team here at the Take a Knee and Drink Water Channel is always looking for ways to improve the viewer experience. Stay tuned as everyone abandons the Quislings of major sports monopolies, we are in negotiations to bring the viewers a full-contact strippers on bicycles jousting league. Short of that, I'm hopeful we could see the Cherry Point Airshow return next year. Murrica.
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Nothin better than cloud surfin 👍
How come the altitude is partly skewed on the HUD? Also is the field of view wider in real life? Seems like you can't see all the hud at the same time in this shot...
Not sure what you mean by skewed but I'm guessing that it's because it isn't visible at different camera look angles. The info is all there, the camera just doesn't catch it all depending how it is being held in relation to the HUD. In this one, the symbology also seems blurry but that's just a result of him having the brightness up all the way in the front cockpit. You can see in part II how much of a difference it makes when he adjusts the brightness down as we get below the clouds and outside visibility becomes darker. Everything is much easier on the eyes to read and it doesn't wash out being able to see beyond the HUD.
The HUD itself in the Day Attack / T-Bird (If I remember right, they are the exact same thing, but I haven't seen the inside of a Day Attack since 2003.) is also physically smaller than radar and Night Attack jets.
It looks like there is something blocking the altitude, you can see it is visibly less bright... Maybe the gun camera optics?
Thanks for the response anyway 🙂
BTW how do you rate DCS harrier?@@MrBoognet
I think I see what you're talking about where it seems to just disappear. It's an optical illusion that the camera hit it just right between the two panes of glass.
I've never done DCS. I've watched a couple of the videos and the layout looks really well done. Watched a guy do the start and post start checklist wrong but was really impressed with the job someone did in making the realism. @@ollyk22
May I ask a question when you turned the H20 after putting the undercarriage down and 3 greens on and moved the nozzles on the approach where you using the nozzles to control the speed then? I’m an ex raf tech but flown a few times in T10 and avid harrier fan and dcs cheers love your videos
Probably a lot wordier than need be for the question, but it's Friday, I ain't got no job, and I ain't got s..t to do. It's a combination of where the nozzles are in determining what you need to do with the throttle to maintain AOA for a given nozzle angle and, generally, the nozzle angle is determined by desired approach speed or the type of landing called for. The more the nozzles are down, the less forward momentum and slower speed.
Water switch. This was filmed in late November in the cooler temperatures so the water switch won't buy you a whole lot other than allowing more RPM available (113.5% in OFF, 120% in LDG). It's hard to explain the operating logic of the motor but in layman's terms, there is an outside air temperature at which the selected digital engine control unit will decide whether to limit you on either RPM or jet pipe temperature (JPT). For a 408 in a hot summer environment, you can expect JPT limiting (780C OFF, 800C in LDG) but for when this was filmed you won't get anywhere near the JPT limit before it maxes you out on RPM. The older 406 motor was nearly always JPT limiting. The water switch should be in LDG for STOL flap landings but there times when it's obvious it won't be needed. Smart practice generally taught to always arm it in STOL anyway but (with some exceptions) you will be at an airspeed where the wings generate the preponderance of the lift above 165 knots when doing a conventional or AUTO variable type landing where the procedure is not selecting STOL. With one exception for functional check flights, decels to VLs are always with it armed to land.
Flaps. The barn door fowler flaps provide a good deal of lift for the slower approach speeds. As long as you are under 165 knots and greater than 25 degrees of nozzles, they will start to program down with the switch in STOL with them fully down by 50 degrees of nozzles or greater. If doing a conventional airplane type landing with the nozzles aft, you leave the switch in AUTO. Reason being that even though the flaps won't program down because you are less than 25 nozzles, once you land...and if you were in STOL...the jet would still be perfectly content to kill you if you then put the nozzles to the forward braking stop position (poor man's reverse thrusters at 98ish degree nozzles) as it puts the flaps all the way down, thus giving you all that lift at low RPM (you went idle at touchdown) and sending you airborne again at idle. AUTO position is always going to keep 25 degrees of flaps with gear down no matter what you do with the nozzle lever.
The STOL position fowler flaps are of biggest benefit because they allow you to max utilize wingborne lift longer before transferring that strain to the motor (even with STOL, you are nearly all engine below 60 knots). You CAN do an AUTO flap decel to a hover just fine, but it's not normal procedure because it means that you will be at higher RPM/JPT much sooner and takes longer to slow down than STOL. The summer months that will more important than when this was filmed. You can see that effect in the PT 2 video when the flaps program and hear more power being applied to maintain the same AOA. Prior to first solo, the students have to do a decel to a vertical landing with the flaps all the way up in the CRUISE position where it feels like it takes half the state of North Carolina to get the thing slowed down to a hover. It's unlikely they will ever see a reason to do one again. One of the RAF pilots we had on an instructor exchange did tell me they did do a lot more fixed nozzle AUTO flap stuff than we do. For STOL flap short takeoffs it gives you all that lift up front as a benefit and the goal is to nozzle out for wingborne flight as the jet increases airspeed. If you just dumped nozzles all the way aft immediately after takeoff, the flaps would program up without sufficient speed for flight and say hello to the runway again. Temperature and gross weight are the biggest factors affecting nozzle out rate after takeoff.
Nozzles. There actually is a NATOPS prescribed type of landing where pilots need to maintain proficiency using variable nozzle angles at a fixed power setting to maintain a safe AOA throughout the landing till just prior to touchdown. I don't know that it answers your question, but we practice these and maintain proficiency in the variable nozzle landings for a scenario where you don't want to keep jockeying around the power because of some sort of concern like higher elevations or a bird strike where you're not sure if there is engine damage / power available. I don't know that I'd call the STOL and AUTO variables a normal everyday type of landing, but they get practiced enough that you probably do about as many as any other type of landing.
This was actually a student filming from the front seat who completed a few approaches/landings so he was current to solo the next day and I took a couple from the back seat where there's no gear handle or normal flap or water switch operation. He had to move those switches, but this was filmed seven years ago and if memory serves, I told him to film putting in the initial nozzle angle.
Omg thank you for the reply sir as a say a was a harrier technician for 15 years weapons tech but I loved learning the other aircraft’s systems stayed late in the hanger most times to learn the avionics systems and engine systems and like I say so lucky to fly a few times in the harrier T10 I was so lucky at raf wittering 233 ocu training squadron I got to fly in the front seat of the harrier T10 once thanks to the squadron leader making it happen front seat
I love the harrier miss it so much glad the us marines still have the best close support aircraft in the world hi five to all you AV8B pilots and ground techs I’m moving to usa later this year from England with my job I’d love to see the planes at cherry point is there’ away to speak to base commander or press officer to attend the base and see these loverly aircraft again thank you 🙏
@@happygolucky8245 Check the II MAW website for POCs / access criteria.
But the management team here at the Take a Knee and Drink Water Channel is always looking for ways to improve the viewer experience. Stay tuned as everyone abandons the Quislings of major sports monopolies, we are in negotiations to bring the viewers a full-contact strippers on bicycles jousting league.
Short of that, I'm hopeful we could see the Cherry Point Airshow return next year.
Murrica.
@@MrBoognet hahaha, eagerly awaiting the strippers bicycle jousting videos! Usually I go to other websites to see those.