454
edits
A-4F Skyhawk operations manual: Difference between revisions
Jump to navigation
Jump to search
m
added translation, links and chart
No edit summary |
m (added translation, links and chart) |
||
| Line 1: | Line 1: | ||
{{main article|Douglas A4 Skyhawk}} | {{main article|Douglas A4 Skyhawk}} | ||
By Andy Ross | By Andy Ross (2006) | ||
== Fundamentals == | == Fundamentals == | ||
| Line 21: | Line 21: | ||
The A-4's ailerons are tremendously effective. At 350 knots, the real aircraft has been measured to roll at 400° per second, which is matched rather closely by FlightGear. This can be loads of fun, but it also makes "rolling into" a tight turn rather touchy. Be prepared to use some reverse aileron to halt your roll at your desired bank angle or else you may well overshoot. | The A-4's ailerons are tremendously effective. At 350 knots, the real aircraft has been measured to roll at 400° per second, which is matched rather closely by FlightGear. This can be loads of fun, but it also makes "rolling into" a tight turn rather touchy. Be prepared to use some reverse aileron to halt your roll at your desired bank angle or else you may well overshoot. | ||
While the A-4 is an attack jet, and therefore much zippier than a 747 or Cessna | While the A-4 is an attack jet, and therefore much zippier than a [[Boeing 747|747]] or [[Cessna 172P]], its thrust to weight ratio is not in the "why bother with wings" class such as modern fighters like the Su-27 or Rafale. You cannot simply point the Skyhawk's nose to the sky and expect it to climb, nor can you escape from piloting errors simply by applying throttle. It is a pilot's aircraft, and needs to be flown within its capabilities. | ||
| Line 42: | Line 42: | ||
There are two angle of attack indicators in the cockpit. The first is a rotary dial at the top of your panel, which indicates angle of attack in "units". These are not degrees, but simply arbitrary numbers specific to an aircraft model. There is a small tick mark at the 3 o'clock position that indicates the ideal approach AoA. Final approaches under all conditions should be flown at this AoA. | There are two angle of attack indicators in the cockpit. The first is a rotary dial at the top of your panel, which indicates angle of attack in "units". These are not degrees, but simply arbitrary numbers specific to an aircraft model. There is a small tick mark at the 3 o'clock position that indicates the ideal approach AoA. Final approaches under all conditions should be flown at this AoA. | ||
To aid in comprehension during approach, there is also an AoA "indexer" at eye level attached to the windscreen. This is a 3-element lighted display which displays five conditions: on speed (yellow center circle) | To aid in comprehension during approach, there is also an AoA "indexer" at eye level attached to the windscreen. This is a 3-element lighted display which displays five conditions: | ||
* on speed ''(yellow center circle)'' | |||
* slightly slow ''(yellow circle and downward-pointing arrow indicating "push the nose down")'' | |||
* slightly fast ''(yellow circle and up chevron indicating "pitch up")'' | |||
* very slow ''(no circle, green downward chevron meaning "pitch down and speed up!")'' and | |||
* very fast ''(no circle, red upward chevron meaning "pitch up and slow down!")'' | |||
== Takeoff == | == Takeoff == | ||
| Line 56: | Line 61: | ||
=== Approach and Pattern === | === Approach and Pattern === | ||
[https://upload.wikimedia.org/wikipedia/commons/thumb/0/06/Airport_Traffic_Pattern_with_Upwind_Leg.svg/2000px-Airport_Traffic_Pattern_with_Upwind_Leg.svg.png Here(Wikipedia) ] you find a flight chart | |||
# Plan on arriving over the airfield at 1000-2000 feet AGL and 350 knots. At cruise speeds, the A-4 is a very slippery aircraft and takes a long time to slow down, so be prepared. | # Plan on arriving over the airfield at 1000-2000 feet AGL and 350 knots. At cruise speeds, the A-4 is a very slippery aircraft and takes a long time to slow down, so be prepared. | ||
# Overfly the desired runway while descending to 1000 feet AGL. Note the runway heading on your gyrocompass. The A-4 has poor rearward visibility; you will not be able to see the runway for reference during significant portions of the landing pattern, and knowing you are on the correct heading is important. | # Overfly the desired runway while descending to 1000 feet AGL. Note the runway heading on your gyrocompass. The A-4 has poor rearward visibility; you will not be able to see the runway for reference during significant portions of the landing pattern, and knowing you are on the correct heading is important. | ||
| Line 95: | Line 100: | ||
Alternatively, if you have a long runway, leave the nose wheel in the air and slowly apply back stick until it settles down on its own at 80-100 knots before braking. This minimizes use of the brakes by allowing aerodynamic drag to slow the aircraft as much as possible, and works well also. I don't know what standard Navy procedure was for the landing rollout. | Alternatively, if you have a long runway, leave the nose wheel in the air and slowly apply back stick until it settles down on its own at 80-100 knots before braking. This minimizes use of the brakes by allowing aerodynamic drag to slow the aircraft as much as possible, and works well also. I don't know what standard Navy procedure was for the landing rollout. | ||
{{main article|Douglas A4 Skyhawk}} | |||
[[Category:Military aircraft]] | [[Category:Military aircraft]] | ||
[[de:A-4F Skyhawk Bedienhandbuch]] | |||