That definitely should be interesting. By my math:

3 Degree Glide Slope = 6000 / 2 = 3000 vertical FPM on the approach? Is that right?

Unless they've radically changed the rules since I was an FAA controller, SIM may get to the destination at 600 knots, but the ILS approach will be flown at normal approach speed for a T-38.

Just sayin' . . . .

BTW, I've enjoyed following this thread. Very informative.

Jim

Yeah - I can't imagine a 600 knot approach being possible. Perhaps he's talking about some sort of military overhead pattern or something (the break?).. You can't even dirty up in most planes above 250 knots. I'll be interested to hear about this..a whole different type of flying for sure!

It was 600 knots doing ILS I'll post pictures later.


I"m T-6 done-plete! Yeah!

so whats the next step?

Come on Jason, you know better than that. 1. Sim is a Cougar kinda guy. 2. Calibrating the FighterStick in Windows?

The sky's the limit Sim, keep goin'! Oh, and there isn't anything worong with helos

Har har har. But instructor in T-38 sim uses Cougar.
I even took picture as a proof. I personally switched to G940.

Regarding ILS. It was sort of a screening sim that's gathering statistics on how people do in a sim and in real aircraft.

Basic profile is taking off and making a turn to 020 at 1500 while climbing to 3000. Then maintain 15dme arc and intercept lead radial to ILS. We start at 250 and increase 50 knots each go around all the way up to 600 knots. Obviously no gear / flaps are extended and at DH go around. All while in 0 / 0 weather.




After completing profile, instructor allowed me to goof off for a bit. I lit AB and pulled a loop. On top of loop I was up to 15,000 feet. Wow there! From there I come to airfield and landed. Since I didn't knew anything about T-38 I had to ask few key speeds. So at which speed do I drop gear and flaps? What's my touch-down speed? I managed to touch down exactly at 140 knots as required. But as I tried to apply brakes, I blew tires since I didn't knew how much pressure needed. Fun!

Sim,

There was an odd parallel between your simulator run in a T-38 to how the Army trained fixed wing pilots back in the '60s. (I told you I was old!)

This was before the Air Force made the Army give up everything with wings (with some exceptions). Fixed wing students trained at Fort Rucker on the O-1 Birddog, but they did their instrument training in T-55 Barons, which they were not checked out in.

I'm sure the IPs made sure each student had some experience in all aspects of operating the aircraft, out of self-preservation, if nothing else. But the intent was to provide instrument training in a properly equipped aircraft that could carry an IP and two or three students.

I can think of several reasons why that approach made sense, like having the non-flying students watch and learn from the mistakes of others, and maybe instrument instruction is easier if the IP and student are seated side-by-side. This was before the days of sophisticated simulators.

It's also probable that the Army could justify the purchase of twin-engine civilian aircraft without incurring the wrath of the Air Force. Asking for T-28s or T-34s might have raised the red flag for the guys in blue.

Sorry. I tend to wander away from the subject at times. I'm full of old stories . . . and full of other organic material, according to my wife.



Jim

Thanks for the T-38 cockpit pictures, Sim. It is interesting to see the changes since I flew them ('81-'82), and I note two things: I am glad the backup ADI is still a steam gauge (I never had a blue-screen-of-death on one of those), and I wonder why they kept the old landing AoA indicators (the metal tower to the left of the HUD) when the HUD could have done that with no problem ... but it was probably to satisfy the old guys like me that don't trust all that new digital crap!