av8raaron said:
Just a question on other folks' experience in larger jet - all my time so far (less than 100 hours) has been in Cessna single-engine stuff. I got a chance to fly a KC-135R simulator today (full motion, FlightSafety type of stuff - way cool) and was having all sorts of problems holding centerline on final - lots of problems overcorrecting. Just wondering how other people have flown getting into a heavy aircraft for the first time. Any info or experiences would be appreciated.
Thanks,
-A
Your "problem" is not at all unusual. Assuming the sim was functioning properly (often they aren't) these are some thoughts (not answers). Even the best simulators, don't really fly like airplanes. Control loading is one of the most difficult things to "get right" in a simulator's program. That could be the sole cause of your difficulty.
In faster/heavier aircraft "trends" are more critical than in slower aircraft. You must see the need for a correction coming, before you're actually there. (Don't know if I can write what I'm thinking). If you're drifting, you must notice the tendency to drift earlier so that corrections are made sooner and are therefore smaller. A small correction, followed by a wait and see what I got is good technique, especially in a simulator.
Momentum is another factor. When you displace a light object and seek to "put it back in place" the effort required is minimal. This relates to a basic law of physics - a body in motion tends to stay in motion. When a heavy airplane is displaced from the desired track, you're moving several hundred thousand pounds in a direction at a speed. Control input has to stop the momentum + correct the deviation. If input is delayed (because you didn't notice the displacement soon enough) the correction (input) required is relatively larger. This then starts the momentum in the opposite direction, requiring removal of the input before your get to the actual desired position or you'll "drift" through it and deviate to the opposite side of the desired track. When you recognize that new deviation, you make another input to get back and repeat the first problem.The result is sort of like "S" turns back and forth across the desired track.
The controls work the same way that they do in your 172. They may be more or less sensitive and require more or less movement (displacement) to achieve the desired result, but the differences in speed and weight produce moments that are much greater in force that those of the light aircraft, if not anticipated, they will almost always result in over controlling, S turns, wing wobble or can even induce dutch roll if carried to the extreme.
You must see the problem coming sooner and make smaller corrections before you have a large displacement from the desired course. The bigger the displacement, the bigger the correction, the greater the tendency to over control. Timing of what you do is a big part of it.
I don't know if any of that makes sense to you. Its just an effort at explaining a concept of what's happening that might give you some ideas on how to avoid it. Don't view it as a "flying lesson".
As your experience grows in the light airplane it will transfer to the larger airplane with less difficulty. It's similar to learning when to begin your turn from base to final, how much bank to use, and when to begin the roll-out, so that you wind up on final, aligned with the centerline and with the wind correction built in. The problem is no different in the "heavy" and the solution is no different. What changes is the timing and the control inputs required. Practice will get rid of the bugs.
In my opinion the 707 is like a truck, while your 172 is more like a sports car. Different aircraft respond in different ways. Some are "heavy" on the ailerons and very sensitive in pitch. Others are the opposite. All take a little getting used to.