Clearly it’s not, if you can’t
it can its just theres no arresting cables on runways on carries you can land it 400mph while on a runway you land at that speed you spend ten minutes breaking
Which you shouldn’t be able to do
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navy planes land at high speed
they have gear designed for it
they land at roughly 300 mph or higher incase you need to make a go around
f18 landing
No.
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TFW you have no idea what you’re talking about
yes but manual also says slowing down that much if pratical
you forgot sipan and Tinian
No, they don’t they use full throttle when they hit the deck in case the hook misses, they don’t hit the deck at 300mph maybe 300kph (maybe) but not mph that would cause an extreme amount of wear and stress on the airframe
Can you imagine what happens to landing gear, airframe and hook (and cable) if you try to get that Turkey down with 300 knots instead of 150?
That’s 4x the energy!!!
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yep way too much stress on the airframe
Hey @Schindibee if I have evidence for underwing fuel tanks for the F4J should I make a suggestion for them to be added or should I just do a bug report?
I think there have already been reports about this. External fuel tanks are not finished yet I think, for many vehicles. Also the F-5’s for example use only one type, the more commonly seen type (especially for F-5E) are not (yetè) modelled.
hmmm ok
What is your landing technique?
If you are worried about vulnerability:
- Approach runway at a safe altitude for abortion.
- When ~1 km away, dive down to 500 meters and fly over the centerline or slightly askew. I prefer flying askew (parallel) because in SB I can look out and watch the runway. In SB, note compass heading.
- When crossing runway treshold, power to idle (0%), airbrakes if you have them.
- Keep plane level at 500 meters and coast until 600 km/h if in a 3rd gen jet or better. If propeller plane or koreanwar/earlier, coast until half-way down the runway.
- Hard left/right turn as appropriate to environment, keep sink/climb under 3 m/s or whatever units your display uses.
- When parallel with runway again, drop gear/flaps/apply power as appropriate, retract airbrake as appropriate. You ideally want to sit ~300-400 km/h if in a jet depending on wing style, flaps and so forth. You may begin descending from 500 meter altitude
- When either tailplane (straightwing) or wingtip (swept or delta) crosses runway treshold, begin to turn onto runway while maintaining at least 300 km/h.
- When aligned with runway (you’ll be about ~300-500 meters out if not less if you did everything right), manage power and pitch to bleed speed to just above stall speed (~+20-+30 km/h safety margin) and once ~50 meters RALT, reduce sink speed to less than 5 m/s in navy plane, 3 m/s if army plane. If you notice stall onset, pitch nose down rather than apply power.
This landing approach has never failed me using F3H, F2H, F8E or Kfir c10.
This landing approach gives you the ability to abort landing and begin evasive maneuvers until the final turn at step 7.
Main reason you can get navy plane landings at almost twice the sink speed without gear failure is that you don’t flare on touchdown to ensure you trap your hook exactly where you want. Flaring risks floating which risks overshooting, which you counter by using afterburner.
For carrier landings in jets, Growler Jams has some good explanations:
Time to reduce that deceleration for realism: That Korean crash has prove for us that belly landing is worse than using gears. Tin vs runway is worse tha Rubber vs runway!
my worrying isnt landing its rearming takes way to long i get strafed or missiled on runway sometimes by f104s for example who can just run through airfield aa
and shortning landing times allows for quicker re arms
It could be a thing to have the hook only come down if you’re severely damaged or have any “black damage”