Thank you for checking out the channel and your feedback! For anyone who hasn't seen it yet, @ReflectedSimulations has a great overhead pattern video: ruclips.net/video/vhIj_udzGUY/видео.htmlsi=8KNA5HdClMKsG0Cw I highly recommend everyone to go check it out!
Another great one! The only other thing I would like to see during this example is your controller overlay, but your constant and thorough commentary throughout makes this a minor concern. Thanks for this!
I think I see my issue. I’ve been fixating too much on maintaining On Speed throughout the downwind and base turn when all it really does is put me in a narrow window to fall into adverse yaw and having to over correct with power. Thanks for the video!
Thanks Logan - hope this helps! 200 KIAS off the perch provides me with just the right energy to get through the base turn and start pulling power as I'm getting ready to roll in on final.
Boots - I'm really glad you checked this one out with your CFI background. I saw more student lightbulbs come on in VFR patterns than any other medium and I'm guessing you can relate to that too; thank you for watching and posting!
@@kojakgaming3519 My pleasure. This really is a great series of videos. I completely agree. The closed VFR pattern is the primary time when people "put it all together", I suspect because you are at the ends of the normal envelope most of the time, and things happen quickly and in a predictable manner. Your commentary is perfect (sounds like exactly what I say to myself when flying and which I try to encourage my students to say to themselves in real life). I also really like your call outs to power settings and the results of those. Pitch+Power = Performance. If you know what settings to dial in, and check carefully to be sure you are getting the performance you expect, your results are very likely going to be good. In DCS we have the great opportunity to take these planes out for an afternoon of "circuits and bumps", and to really learn the numbers and some muscle memory for them.
I would like to get my hands on the thrust to power setting curve. Ie how much thrust is produced vs power setting in %. Some of my problems with the F-4 is related to finding and maintaining the required thrust, such as on approach and AAR. I've been spoiled with the F-18 throttle response (spool time) so I struggled with the F-14 and F-4. I think your videos are good, keep narrating as you fly. I knew a pilot who always said a little prayer to the trim (on a CT-114 Tutor) on takeoff... The trim is your friend, use the trim, etc etc.
Hi Pappy - thank you for your feedback! I don't know if Thrust vs % RPM is available in chart form, but I'm working from the assumption that it's fairly linear in the power ranges you're talking about. With an airplane like this (i.e. "old"), I have found it useful to rely on known pitch and power settings - so what I'm going to do is build a chart that shows target power settings for aircraft gross weight on a 3 degree glidepath, and I'll try to get an associated video published today! Glad you posted - comments like yours inspire me to find an answer from an instructor's perspective and get the info & techniques out there for daily use!
@@kojakgaming3519 Thanks for the hard work. I'll start paying attention to the power required to keep that 3 degree slope, that 225 mil trick will help a lot. Finding that middle baseline power setting is the way to go. I over correct on the throttle and get into very slow pilot induced oscillation on the vertical velocity, if there is such a thing. If I may make a suggestion: Given the F-4's wide range of loadout, if you don't want to spend too much time doing this, perhaps a typical "back from a mission" loadout is best to star with. A couple of empty tanks, a few missiles and 4000 pounds of gas sorta thing. People that want to bring bombs home can train up to it after they can handle the basics. (Like me)
@@kojakgaming3519 thank you! Literally had to watch a video from the 1960’s to get a small understanding… especially since literally no one has created a video about it on the f-4
Thanks depbugg, you raise a very important point. I don't have trim assigned as an axis, just the trim hat button on my TM Warthog stick. I'm using light taps on the trim switch to make very small adjustments. The way the trim switch works in this model is reminiscent of how the T-37B trim worked. By tapping with a very light touch, UPT instructors could convey to students how many 'taps' or 'clicks' of trim they would use in various situations. For example, during fingertip formation training, hearing an instructor say "two clicks nose up" is a clear message to trim nose up by a very small amount. It is a solid technique to tap the trim switch several times rather than holding the switch. Similar to the same logic that PIO occurs, too large of an input will cause overcorrection of the previous, but many small (rapid) inputs will be more precise and prevent oscillations. Give it a try and let me know how it works for you!
I use quick taps on the F-5, it just seems it isn't quick enough for the Phantom. I seem to be chasing the nose a lot more. Might just come down to the Ole Time in the airframe idea!
@depbugg - So, to put it in F-5 relatable terms, it feels to me like the F-4 trim is 1:3 by comparison. In other words, my F-4 trim tap is about 1/3 lighter than the F-5... extremely light and short.
Finally! It’s refreshing to see a landing with a final approach that’s on speed and not 190 knots or so. Very nicely done!
Thank you for checking out the channel and your feedback! For anyone who hasn't seen it yet, @ReflectedSimulations has a great overhead pattern video: ruclips.net/video/vhIj_udzGUY/видео.htmlsi=8KNA5HdClMKsG0Cw
I highly recommend everyone to go check it out!
Another great one! The only other thing I would like to see during this example is your controller overlay, but your constant and thorough commentary throughout makes this a minor concern. Thanks for this!
I appreciate your comments and insight - controls indicator! Wish I had thought to include that... great idea for future instruction.
I think I see my issue. I’ve been fixating too much on maintaining On Speed throughout the downwind and base turn when all it really does is put me in a narrow window to fall into adverse yaw and having to over correct with power. Thanks for the video!
Thanks Logan - hope this helps! 200 KIAS off the perch provides me with just the right energy to get through the base turn and start pulling power as I'm getting ready to roll in on final.
I love all of your videos! Keep up the amazing work
Fish! Thank you, great to hear your feedback my friend!
CRACKIN THE POWER = Pulling Back on the throttle.
Wow fantastic mate been looking for this, clear explanation on how to get where you need to be. 🎉
Hey Mark! Great to hear - thank you for watching and commenting!
Awesome video pops!
Thanks Justin!
YOU GO BOY!!!!!!!
I'M TRYIN'!
Another great video. This really is a "by the numbers" airplane! Nice work!
Boots - I'm really glad you checked this one out with your CFI background. I saw more student lightbulbs come on in VFR patterns than any other medium and I'm guessing you can relate to that too; thank you for watching and posting!
@@kojakgaming3519 My pleasure. This really is a great series of videos. I completely agree. The closed VFR pattern is the primary time when people "put it all together", I suspect because you are at the ends of the normal envelope most of the time, and things happen quickly and in a predictable manner. Your commentary is perfect (sounds like exactly what I say to myself when flying and which I try to encourage my students to say to themselves in real life). I also really like your call outs to power settings and the results of those. Pitch+Power = Performance. If you know what settings to dial in, and check carefully to be sure you are getting the performance you expect, your results are very likely going to be good. In DCS we have the great opportunity to take these planes out for an afternoon of "circuits and bumps", and to really learn the numbers and some muscle memory for them.
Awesome lesson. Thank you.
Hey Ferkal - great to see you back! Thanks for watching and providing feedback!
great video.
Hey JD! Thanks for watching and commenting!
'Power is altitude, Pitch is airspeed'.
I would like to get my hands on the thrust to power setting curve. Ie how much thrust is produced vs power setting in %. Some of my problems with the F-4 is related to finding and maintaining the required thrust, such as on approach and AAR. I've been spoiled with the F-18 throttle response (spool time) so I struggled with the F-14 and F-4. I think your videos are good, keep narrating as you fly. I knew a pilot who always said a little prayer to the trim (on a CT-114 Tutor) on takeoff... The trim is your friend, use the trim, etc etc.
Hi Pappy - thank you for your feedback! I don't know if Thrust vs % RPM is available in chart form, but I'm working from the assumption that it's fairly linear in the power ranges you're talking about. With an airplane like this (i.e. "old"), I have found it useful to rely on known pitch and power settings - so what I'm going to do is build a chart that shows target power settings for aircraft gross weight on a 3 degree glidepath, and I'll try to get an associated video published today!
Glad you posted - comments like yours inspire me to find an answer from an instructor's perspective and get the info & techniques out there for daily use!
@@kojakgaming3519 Thanks for the hard work. I'll start paying attention to the power required to keep that 3 degree slope, that 225 mil trick will help a lot. Finding that middle baseline power setting is the way to go. I over correct on the throttle and get into very slow pilot induced oscillation on the vertical velocity, if there is such a thing. If I may make a suggestion: Given the F-4's wide range of loadout, if you don't want to spend too much time doing this, perhaps a typical "back from a mission" loadout is best to star with. A couple of empty tanks, a few missiles and 4000 pounds of gas sorta thing. People that want to bring bombs home can train up to it after they can handle the basics. (Like me)
Thank you!
Thank YOU @Dr-Thing for checking out the channel!
@@kojakgaming3519 Been looking at a lot of your f-4 video's recently and I must say you have helped me alot!
@@kojakgaming3519 And uhmm when is the trim video coming out? Cause that's what i'm having trouble with.
Today!
@@kojakgaming3519 thank you! Literally had to watch a video from the 1960’s to get a small understanding… especially since literally no one has created a video about it on the f-4
Do you have any curves or limits on the trim axis? I seem to have problems fine tuning it
Thanks depbugg, you raise a very important point. I don't have trim assigned as an axis, just the trim hat button on my TM Warthog stick. I'm using light taps on the trim switch to make very small adjustments. The way the trim switch works in this model is reminiscent of how the T-37B trim worked. By tapping with a very light touch, UPT instructors could convey to students how many 'taps' or 'clicks' of trim they would use in various situations. For example, during fingertip formation training, hearing an instructor say "two clicks nose up" is a clear message to trim nose up by a very small amount. It is a solid technique to tap the trim switch several times rather than holding the switch. Similar to the same logic that PIO occurs, too large of an input will cause overcorrection of the previous, but many small (rapid) inputs will be more precise and prevent oscillations.
Give it a try and let me know how it works for you!
I use quick taps on the F-5, it just seems it isn't quick enough for the Phantom. I seem to be chasing the nose a lot more. Might just come down to the Ole Time in the airframe idea!
I haven't flown the F-5 in a while, but I'll take it up and play with the trim & see if I draw a decent comparison.
@depbugg - So, to put it in F-5 relatable terms, it feels to me like the F-4 trim is 1:3 by comparison. In other words, my F-4 trim tap is about 1/3 lighter than the F-5... extremely light and short.