Cruizzzzer

Never noticed that, cause once I get the ball I fly the ball, as the manual says: the ball rules... Gonna check it...

This would be analog to an ILS or TACAN on a supercarrier. They always not only be set up as by identifier and channel, but need to be bound to the unit (supercarrier / tanker / jtac...) in order to work... Hope everything works now and have fun with refueling!

The TACAN wasnt bound to the tanker (unit), that is why it didnt work... Changed it... should work now F-18C Training - Refueling.miz

lol... yeah, pretty bad for the neck... I got the controller sitting just next to the mouse, so it's easy to reach and find while wearing VR. And on the "LB" button I got the "camera reset", which I always use when "entering" the cockpit, as the FWD slew isn't enough for my taste, as it stops too far from the dashboard (only in the fa18, as on others like a-10c, p51 you are able to slew just into the radom...)

Depends on which buttons I need to reach. Those which are right at back of the panels/cockpit, I sometimes shift the cockpit "camera" backwards (I got the movement of the cockpit camera on a controller, which is right at my reach... UP/DOWN/FWD/BACK). There are only some few switches and dials I need to reach, while flying in the normal position. Most of the things are done on startup (coldstart). I have no trouble with "HARNESS... LOCKED" on takeoff, I just glare down. My G2 doesnt lose track while glancing back for example at the volume dial of "WPNs"

PERFECT! thanks!

+1

my pleasure

I dont know how it's done in the real military world, but I think the reason for the procedure is to: 1. flying the whole procedure (7NM, intercept 10NM DME arc, 300kts, IC radial) could be necessary to keep you clear of the recovery area (marshal) 2. to direct you into the mission area 3. keep things in an orderly manner I guess ATC can always give you vectors according to the inbound traffic and to get you in the mission area as fast as possible

and here is the "nightfriendly" kneeboard version in case you want to use it as a refernce during flight

maybe this helps... first page is the case 3 recovery in what DCS does. the second page is the official style which doesnt necessarily apply to DCS

@Hammer didnt you post a picture of the landing gear handle including the MECH STOP?! think I saw it in one of the threads where you posted a reply. afraid I cannot find the post anymore. could you post the picture once more? thanks!

you can always tell the TWR via the COMM menu that you are "commencing". after one, two or even no holding patterns in the marshal stack. DCS doesnt care about the pushtime and there are no peneltaies if you disregard the pushtime and even fly straight in

think I found it and you are right: there seems to be a mechanical lock which extends when the a/c senses WOW on any of the three landing gears, that prevents the landing gear handle from being placed from DN to UP. as it looks it is not simulated in DCS. tried to find a proper photo of the real f/a-18 gear handle, but couldn't find one... but it doesn't really matter... now we know thanks!

The F/A-18 manual states to put the “landing gear handle to the MECHANICAL STOP” after landing. Unfortunately, I cannot find any reference of how to do that. Is it the same 90 degree turn and pull as in the “emergency landing gear extension” procedure? Does anyone know? Thanks and greets…

hey there... cannot tell form your vid whether you are in night mode on ddis and hud. That could be an issue. Here, while I am flying on a nightmission (both stable & beta), AoA brightness works. Second, the AoA indexer will flash when the hook is not down (couldn't glance at the hook position in your vid), compared to AoA indexer won't appear at all, when the gear is not down. not sure if this helped...

:thumbup:

The point and question here is "how accurate" is the ghost VV? And what we can tell it isn't accurate. Neither horizontally nor vertically. Flying for example straight and level, the ghost VV should be on the horizon line, same as the VV. Another thing is, that flying with crab, the ghost VV should show you the wind correction angle, which it does not. So right now, the ghost VV only shows you a "somewhat" drift. And as sidenote: Landing on the CV, where it would be facing into the wind (i.e. zero CWC), of course, would be ideal. But during recovery you can have up to 7kts of crosswind component, and on captains discretion even up to 10kts...

Did some testing on the ghost VV, with some adverse weather meaning heavy crosswind. The ghost VV doesn't even align correctly by lateral means. While being stable on final during a case 3 recovery, "placing" the ghost VV on the carrier you will get a drift. First the "long range laser lineup sytsem" on the carrier shows steady amber. Placing the ghost VV on the carrier will make you still drift, showing the light become red/green...

yap... it just was a sample screenshot to point out the number. in "real" I will pass well above the target area not to get caught by enemy fire ;-)

Checked it yesterday... The number readout rises up to 90, so being 90° to the target while you are passing right overhead the target point! Thanks again!

Sry, to bother again… But I had a second thought about what you said, that it is the angle from you to the target waypoint… That should mean, that the number would rise up to 90, while you being straight and level, and are passing right overhead that target waypoint… right?! I never saw that number rise up to 90, but I gonna check that this afternoon…

Perfect! Thanks!!!

Hey everyone… Got some trouble interpreting the “steering cue” on the HUD while doing a CCRP. While being laterally offset the “steering cue” shows you the degrees offset to the target waypoint, got that. But while being pretty directly overhead the target waypoint it indicates as an arrow pointing down with a number… okay, it shows that the target waypoint is below you (arrow pointing down), but what does the number on the arrow INDICATE? Thanks for your help!

Hey everyone... I'm having the same problem concerning the VV. During a case 3 recovery with considerable crosswind the ghost VV slews to right/left (what it should, according to the crosswind) but also slews above the horizon (what it shouldn't do). If you now flew the ghost VV pointing on the horizon you will get a certain rate of descent. So in this case the ghost VV is only useful as lateral reference, but not useful as a vertical...