Originally Posted by
Mike71
50, 000 lb max trap weight, Cambered Leading Edge wing/slats ("CLEO" wing), full flaps (36 deg) speedbrakes out, approach power -123 KIAS with an "donut" in the indexer. unfortunately a lot of the stuff in the Alpha/Virtavia aircraft cfg is a mixture of B-66 and A-3 stuff as well as some nonsense.
Full flaps on an A-3 was 36 degrees, no intermediate positions except a STOP feature - 1/2 flaps selected with STOP for SE approaches.
The Virtavia model has the improved CLEO full LE slats, which, like the A-4 were totally aerodynamic - no connection to flap position, only responding to angle of attack. Their simulation is not perfect, but reasonable.
Seems like you are making a gliding approach. speedbrakes in, maybe flaring - DON'T FLARE!! DRAG the airplane on approach - typically only 10% above stall speed in the real world, flying the back side of the power curve with the boards OUT! On speed, the hookpoint should be level or lower than the MLG - you DO NOT take a cut in a jet - you land with approach power at approach rate of descent. At touchdown, you go full power and retract the speedbrakes simultaneously; if you caught a wire, you ain't a-goin' ANYWHERE! Otherwise, your engines spool to full power quickly and the boards are in for a bolter with adequate speed. If you trap, pull throttles to idle and the gear tugs the plane aft to create slack so the hook can be raised (on signal from the director), followed by wingfold and taxi clear of he landing area (both on signal).
I think a long term solution to this decent model is to break it up into several different aircraft - I am starting with the KA-3B. The aircraft.cfg files need to be different. For one thing, fuel capacities are different, as well as tank arrangements. Also, flap position and lift factors need changing to get proper speeds. Also annotations as to max weights for airfield vs carrier ops.
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