Aces High Bulletin Board
General Forums => Films and Screenshots => Topic started by: haggerty on October 07, 2026, 07:43:44 PM
-
Tried to turn towards the re-arm pad for a sure landing, but ended up short, this was still pavement on the base....why a ditch?
-
My guess, even if you had made it to the rearm pad it still would have been a ditch. The "good landing" is the runway, and the runway only. Hitech once said (I think) that the runway is the challenge for getting a good landing, not 10 feet to the left or the right of the runway, on the runway. You fail to stop on the runway, you fail the challenge, so you don't get the landing, you get a ditch.
-
I remember complaining about this once it’s in here somewhere and I got pretty well humbled by the owner.
The long story short is well then where does the line end for who? Of course that’s correct. There has to be some line of demarcation.
-
The re-arm pad does count as a landing. The taxi to that pad should be added, as well as any taxi to a hanger.
-
The re-arm pad does count as a landing. The taxi to that pad should be added, as well as any taxi to a hanger.
asking for all that work for a one-off?
also: wish list forum would be more appropriate. do you need direction on posting images to that forum?
-
all that work? its a line of code, its a landing at most runways, but not this one for some reason.
-
In the Air Force, they grade take-off and landings? Would a pilot grade not take a hit on their grading for going off runway?
Maybe the term should be changed?
I let my 6 Million Dollar Man AI brain look into RL
Depending on the exact situation, the Air Force uses a few precise operational terms for failing to complete a landing on the runway:
• Go-Around: This is the most common term used when a pilot or Air Traffic Control (ATC) decides to abort a landing while on final approach. The pilot applies full power, climbs back to a safe altitude, and loops around for another attempt.
• Missed Approach: This specific term is used when flying under Instrument Flight Rules (IFR). If the pilot reaches the designated "Decision Altitude" or "Missed Approach Point" and cannot see the runway environment due to bad weather or low visibility, they must immediately execute a predetermined missed approach procedure.
• Runway Excursion: If the aircraft actually touches down but physically misses staying on the runway surface—either by veering off the side or overshooting the end—it is officially classified as a runway excursion.
1. When it helps (or does not hurt) your grade
• The "Safe Choice" Bonus: In military aviation, safety and situational awareness are heavily evaluated. If a student pilot realizes the approach is unstable (e.g., too high, too fast, or misaligned) and immediately calls a "go-around," instructors treat it as a correct operational decision. Initiating a go-around ensures a "Safe" grade or better, rather than forcing a bad landing that leads to a dangerous situation.
• Weather-Dictated Missed Approach: If a pilot executes a missed approach because the clouds are too low or visibility is poor at the decision altitude, it is a legally required safety procedure. They are graded on their ability to fly the complex instrument procedures flawlessly, not on whether they touched the tarmac.
2. When it negatively affects your grade
• Poor Fly-In Technique: If a student missed the runway because they flew a sloppy, uncoordinated approach and had to go around due to their own poor airmanship, the go-around maneuver itself will be graded fine, but they will be marked down for the poorly flown approach that caused it.
• Frozen / Indecisive Action: If a student tries to "salvage" a bad approach instead of going around, or waits far too late to apply power, it is a major grading penalty. In military flight training, a late go-around decision can trigger an immediate "Unsatisfactory" (U) daily grade for safety.
• Runway Excursions: If a pilot actually touches down but veers off or overshoots the runway (a runway excursion), this is an aircraft mishap. It results in a failed flight check, an immediate safety investigation, and can potentially wash a student out of pilot training entirely.
-
In the pic it looks to me like that tempest has prop damage. If it does, I suspect that might be why it got graded as a ditch.
-
Damage has nothing to do with ditch, or landing. Where the plane stops is what determines ditch, or landing. If "End Sortie" on the clipboard is green then it's a successful landing. If it's yellow it's a ditch. If it's red it's a capture. The re-arm pad is a successful landing. If you can't stop on the runway, or the re-arm pad then accept the ditch, and move on.
Sent from my moto g - 2025 using Tapatalk
-
Last night I was in a 2v1 with an F4U and an P47. I had already shot up the 47 before the F4 came in way too fast and darted into the ground. I knocked out the engine of the P47 but he was able to ditch in the middle of nowhere as I was shooting at it on the ground.
! :eek:
-
In the Air Force, they grade take-off and landings? Would a pilot grade not take a hit on their grading for going off runway?
Maybe the term should be changed?
I let my 6 Million Dollar Man AI brain look into RL
Depending on the exact situation, the Air Force uses a few precise operational terms for failing to complete a landing on the runway:
• Go-Around: This is the most common term used when a pilot or Air Traffic Control (ATC) decides to abort a landing while on final approach. The pilot applies full power, climbs back to a safe altitude, and loops around for another attempt.
• Missed Approach: This specific term is used when flying under Instrument Flight Rules (IFR). If the pilot reaches the designated "Decision Altitude" or "Missed Approach Point" and cannot see the runway environment due to bad weather or low visibility, they must immediately execute a predetermined missed approach procedure.
• Runway Excursion: If the aircraft actually touches down but physically misses staying on the runway surface—either by veering off the side or overshooting the end—it is officially classified as a runway excursion.
1. When it helps (or does not hurt) your grade
• The "Safe Choice" Bonus: In military aviation, safety and situational awareness are heavily evaluated. If a student pilot realizes the approach is unstable (e.g., too high, too fast, or misaligned) and immediately calls a "go-around," instructors treat it as a correct operational decision. Initiating a go-around ensures a "Safe" grade or better, rather than forcing a bad landing that leads to a dangerous situation.
• Weather-Dictated Missed Approach: If a pilot executes a missed approach because the clouds are too low or visibility is poor at the decision altitude, it is a legally required safety procedure. They are graded on their ability to fly the complex instrument procedures flawlessly, not on whether they touched the tarmac.
2. When it negatively affects your grade
• Poor Fly-In Technique: If a student missed the runway because they flew a sloppy, uncoordinated approach and had to go around due to their own poor airmanship, the go-around maneuver itself will be graded fine, but they will be marked down for the poorly flown approach that caused it.
• Frozen / Indecisive Action: If a student tries to "salvage" a bad approach instead of going around, or waits far too late to apply power, it is a major grading penalty. In military flight training, a late go-around decision can trigger an immediate "Unsatisfactory" (U) daily grade for safety.
• Runway Excursions: If a pilot actually touches down but veers off or overshoots the runway (a runway excursion), this is an aircraft mishap. It results in a failed flight check, an immediate safety investigation, and can potentially wash a student out of pilot training entirely.
The landing was text book and straight the entire runway