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Thread: Too fast too furious

  1. #11

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    Quote Originally Posted by jbearnolimits View Post
    I think one of my issues is impatience lol. I don't often do a full final. I tend to get too excited and turn final about 5 miles out at 2000 feet agl. Guess that's not good for a 737 lol. At least not turning final at 240kts and not in configuration to land. But it works for the c172 lol.
    No, tight turns too close to the airport are the recipe for stall and crash - you do understand that stall speeds are affected by tight turns?

    737 approach begins on extended centreline (imaginary extension of runway into the distance) about 20 miles out.
    NOTHING should be happening just `five miles out and 2,000 ft AGL` for a jet except final flap extension and proper control of approach and landing speed.

    Doesn't sound like you have got any of those right yet, so yes you are too impatient. Perhaps time to return to props - but larger and faster ones?

  2. #12
    Join Date
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    I agree with mallcott, you should try Bonanza/Mooney/Baron then go to King Air before trying jets. And 5 mile final is waaaaay too far out for a C-172, with 1/4 to 1/2 mile being much more proper, unless ATC decides otherwise. The jets, of course, require a longer, more stabilized approach, and things happen much more quickly at their speeds, which is a major reason to step up a bit at a time rather than take the jump all at once.

    In fact, if it were real aircraft, I'd have you go to the C-182, which is heavier, faster and has a constant speed prop and cowl flaps, teaching you about thinking further ahead and more about engine management, as well as noting the additional inertia and other effects, even though the C-172 and C-182 seem similar to non-pilots -- there really IS a learning process there. After the C-182, in real life, I'd suggest a Mooney, Bonanza, Comanche or similar aircraft to get used to the extra speed, the thinking further ahead, and the additional complexities. From there, I'd look at a Navajo, Queen/King Air class aircraft, and only then into jets.

    But being a PC-based sim, you're able to do as you choose, with sometimes less than perfect results because of impatience. So it's your choice -- just note that what we recommend might be more beneficial for you in the long run.

    Larry N.

    As Skylab would say:
    Remember: Aviation is NOT an exact Science!

  3. #13

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    Quote Originally Posted by lnuss View Post
    I agree with mallcott, you should try Bonanza/Mooney/Baron then go to King Air before trying jets. And 5 mile final is waaaaay too far out for a C-172, with 1/4 to 1/2 mile being much more proper, unless ATC decides otherwise. The jets, of course, require a longer, more stabilized approach, and things happen much more quickly at their speeds, which is a major reason to step up a bit at a time rather than take the jump all at once.

    In fact, if it were real aircraft, I'd have you go to the C-182, which is heavier, faster and has a constant speed prop and cowl flaps, teaching you about thinking further ahead and more about engine management, as well as noting the additional inertia and other effects, even though the C-172 and C-182 seem similar to non-pilots -- there really IS a learning process there. After the C-182, in real life, I'd suggest a Mooney, Bonanza, Comanche or similar aircraft to get used to the extra speed, the thinking further ahead, and the additional complexities. From there, I'd look at a Navajo, Queen/King Air class aircraft, and only then into jets.

    But being a PC-based sim, you're able to do as you choose, with sometimes less than perfect results because of impatience. So it's your choice -- just note that what we recommend might be more beneficial for you in the long run.
    I'd recommend something much faster, with a laminar flow wing and retractable gear - I suggest a military warbird with piston prop.

  4. Default

    Quote Originally Posted by mallcott View Post
    No, tight turns too close to the airport are the recipe for stall and crash - you do understand that stall speeds are affected by tight turns?

    Doesn't sound like you have got any of those right yet, so yes you are too impatient. Perhaps time to return to props - but larger and faster ones?
    Yeah, I know that stalls are affected by it. It's just that in a Sim there are no real dangers in it since it isn't real. So I just don't spend the time required to do it right.

    But it's not always like that since I also want to learn so it's like a 50/50 with half my time of flying as if it's real to learn and the other half flying for the fun of it like a crazy pilot with a death wish lol.

    I do have a general idea of what is needed in regards to flaps and speed but I can tell you it would be much better if I had an instructor watching what I do and giving feedback while explaining the reasons behind things.

    Most of the tutorials online and really even in fsx are too basic. It's not enough for me to know what to do without knowing when and why too.

  5. #15
    Join Date
    Mar 2005
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    It's not enough for me to know what to do without knowing when and why too.
    So ask questions about it here on the forum -- there are instructors and other knowledgeable folks here who can explain and suggest.

    Larry N.

    As Skylab would say:
    Remember: Aviation is NOT an exact Science!

  6. Default

    Quote Originally Posted by lnuss View Post
    So ask questions about it here on the forum -- there are instructors and other knowledgeable folks here who can explain and suggest.
    I'll remember to do that. Thanks.

  7. Default

    You should google: reason aircraft have flaps

    or/and google: why do aircraft have flaps

    You will find thousands of articles about why and how to use flaps on (real) aircraft. The same why and how applies to fsx aircraft as well.

    First thing that will come up is a Wiki-article. Wiki may have basic info sometimes, but it's the basics you need to learn first. After learning the basics move on to the other google results.

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