Tweaking the throttle on approach

On Mar 11, 9:44 am, Mxsmanic wrote:

If you're flying the traffic pattern, your ground track should be a
perfect rectangle with rounded corners, and in your Baron, your turn
from base to final should be completed about 3/4 mile out from the
threshold leaving you plenty of time to get stabilized on final. If
you turn substantially inside this point, you will have too little
time to stabilize your approach, and you should go around.

In real life, I would. In the sim, it depends on what I'm trying to practice.
The sim gives you the luxury of short-circuiting anything that isn't directly
relevant to whatever exercise you've undertaken.


In real life, sometimes you get asked to do a 'short approach'. This
would be probably the closest to what you're doing in the sim, so if
you are looking to real life for validation of what you do in the sim,
then there you go..

I have done some wacky, crazy approaches when asked to do a short
approach, usually with healthy doses of sideslip..


You can't feel a crosswind in a real plane either. It's the same as
in the sim, you just look forward out the window and check to see if
the ground is drifting by sideways, then correct for it by turning
slightly into the wind, so that you end up tracking exactly along the
runway's extended centerline.

So much the better, then. I thought it was something you would feel in a real
aircraft. I suppose if it's steady you wouldn't notice it.


You don't feel it because the air and the ground are not connected..
You have to look at the drift and correct for it. Quite easy to do
in practise, easier than trying to explain it :-)

chris writes:

In real life, sometimes you get asked to do a 'short approach'. This
would be probably the closest to what you're doing in the sim, so if
you are looking to real life for validation of what you do in the sim,
then there you go..

I know I've seen real aircraft do it; I couldn't remember what it was called.

Ironically, I'd probably turn it down in real life, as I tend to be extremely
prudent.

I have done some wacky, crazy approaches when asked to do a short
approach, usually with healthy doses of sideslip..

You're braver than I am.

You don't feel it because the air and the ground are not connected..

That makes sense. I guess there's no telltale squeal of tires.

--
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On Mar 11, 6:34 pm, Mxsmanic wrote:
chris writes:

I have done some wacky, crazy approaches when asked to do a short
approach, usually with healthy doses of sideslip..

You're braver than I am.


A short approach doesn't have to be crazy but some of us like it that
way :-)

You don't feel it because the air and the ground are not connected..

That makes sense. I guess there's no telltale squeal of tires.

There is no tyre noise until you touch down, of course, and you need
to look out the window to establish how much you correction you need
to apply..

An aspect of an expedited approach because of following traffic being
overlooked is to carry more airspeed over the numbers, slow down and
touch down close to where you're going to leave the runway.

Too often guys is light GA airplanes will land a few hundred feet past
the numbers when the turn off is 2500 feet ahead of them. Fly to
within a thousand feet, land, and clear the active.








On Mar 11, 4:23 am, "chris" wrote:
On Mar 11, 6:34 pm, Mxsmanic wrote:

chris writes:

I have done some wacky, crazy approaches when asked to do a short
approach, usually with healthy doses of sideslip..

You're braver than I am.

A short approach doesn't have to be crazy but some of us like it that
way :-)

You don't feel it because the air and the ground are not connected..

That makes sense. I guess there's no telltale squeal of tires.

There is no tyre noise until you touch down, of course, and you need
to look out the window to establish how much you correction you need
to apply..