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About TimRobertsen

  • Birthday 06/05/1986

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  • Flight Simulators
    DCS: F/A-18, F-16, Huey and Gazelle.
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    Nice weather and sunny days

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  1. Regarding chasing the needles. For glideslope: once you intersect the GS, at about 3nm, if Im not mistaking, put the VV down towards 3,5 degree down on the HUD. With the carrier and wind within normal conditions (Im guess you're practacing at normal conditions:p : boat + wind at about 25-30 knots), the VV-position should look to be about center between the waterline/0 degree and the -5 degree line. If the GS-needle starts to move up or down, do small corrections. Changing the VV-position by 1-2 degree up or down (I know this isn't directly readable on the HUD, but its more to give an idea of how little change is needed). Now, before you catch fully up with the GS-needle, start slowly moving the VV back to center-position (between the 0 degree-line and -5 degree-line) on the HUD, this ensures that you dont over-shoot the GS-line. If you wait to reposition the VV for on-GS when you intersect the needle, you'll just risk a lot of chasing You'll have to forgive me if this is a obvious/redundant comment. As for the line-up: You'll just have to "lead" the boat a little. Small corrections is the key. Especially with the throttle. You'll see videos of folks on youtube throwing the throttle back and forth; it might feel cool, but its not neccessary (unless the wind/turbulence conditions are really troublesome). Hope this helps a little
  2. Watching the Track But that's probably not the answere you were looking for
  3. As Marlan_ said, plus: 3PTS is typically not the players fault. The in-game groundeffect is crazy (at least it was, I dont know if they've lessened it). After you pass the fantail/In-Close you see the AoA drop, from on-speed to 3-5 degrees. Making you more in-line with the deck. This is further exacerbated if you have winds. If you look at HUD-cams from carrier landings you'll see that the E-bracket really doesn't move much, at all, untill the plane hits the deck.
  4. Heheh! I was just contributing with my 2 cents on the matter, Im not claiming it's a dollar For me, DCS is a nice way of unwinding from the everyday hassle, and I really enjoy forum and the community. When I first got into DCS, about a year ago, I was very hesitant to join any kind of forum, let alone, ask questions, as the internet in general can be an unkind place. I simply have no taste for "arguing on the internet" and Im far too old for it But, I was pleasantly surprised to find that the DCS-community was actually a bunch of good folks just getting together over a shared interest for aviation, and that there actually was room for "stupid questions" (and answeres) I think no one will question you dedication for providing good and solid information. I've read your recovery documents more than once, and I keep going back to them whenever Im uncertain about anything regarding recoveries. They are really f**king good (I didnt want to use that word, but I fall short of adverbs ) We all have different levels of investment in DCS, some are hardcore, some are not, I have a fairly relaxed relation to it. Some days I just fly around the Nevada desert for no reason, and other days I want to get into the nitty gritty of some aspect of flying. What I like about the DCS forum and the folks here is that there is room for asking all kinds of questions and giving all kinds of answeres. For me, thats the beauty of DCS community Im not trying to paint you as some kind of a badguy, Im sure if we met over a pint of beer, we'd be good friends and have a great time; I think what you do, and contribute with, is really solid stuff. Im truely greatfull that someone will dive into a matter as deep as you have done with carrier landing operations, and provide your understanding and information about it for free for everyone to read and learn This ended up being a far longer post than I intended Peace and love, and have a nice weekend
  5. Regarding when to start the approach turn: As @draconus says, Tacan-bug is the way to go No wind: Tacan-bug is aligned with the center of the "E" in "MODE". 20 knots wind: Tacan-bug is aligned with the top of the "M" in "MODE" Any winds between 0 and 20, you start somewhere between Middle-E and top-M. It works fairly well, with the added bonus of not having to take your eyes of the instruments.
  6. This nose-suck, isnt it groundeffect being excessivly modelled? As one gets in ground effect, the Hornets lift gets more effectiv, the nose lowers to be more in-line/level with the flight-path, causing the pilots head (cockpit-view) to go below GS/Ball-center? I get EGIW more or less every time, even with throttles (almost) unmoving from In Middle. In this case I get _EGIW_ when the throttles are bearly moving at all.
  7. Aah, well, being that you usually do recoveries light weight, easing the AOB should put you at a better position at the end of the approach turn.
  8. In my experience, even at max trap weight, the hornet turns really quickly at 30 AOB (below max trap weight it turns even quicker) These are the numbers I fly by: Abeam distance, at max trap weight, 0-5 wind: 1.1nm - 30 AOB 1.2nm - 27 AOB 1.3nm - 25 AOB Abeam distance, at max trap weight, 10-20 wind: 1.1nm - 32-33 AOB 1.2nm - 30 AOB 1.3nm - 27 AOB It's very understandable that you end up left of Lineup if you do a 30 AOB with a weight of 30-32k. The hornet simply turns too quickly at such a low weight. At a weight down around 30k, you might want to try to place the hornet abeam at 1.1nm and do a 27 AOB, or maybe even less (27-25 AOB), depending on the wind conditions of of course. Strong wind gives you a wider turn-diameter, so you want to tighten the turn, higher AOB, if winds are strong. Windspeed at 600' is almost double that of the windspeed at sealevel, so for the first portion of the approach turn you can drift unexpectedly close to the BRC. Needless to say, there are a lot of factors at play. Also: If you fly light weight, at 1.1nm Abeam, you might want to fly about 3-4 seconds past the Rundown-alignment before starting the approach turn, to give yourself a little more room for entering the groove.
  9. What's your AC weight? Sounds like you are flying very heavy That is if, by overshooting, you mean you end up right of linup.
  10. In short, with no wind: The faster the carrier moves, the more you have to crab. http://www.blueridgejournal.com/navy/lingo.htm#Crab Aiming for the crotch works fine under most conditions, but when the carrier is moving fast (somewhere above 20 knots, 'ish), crotch-crabbing just won't be sufficient. You'll have to do more crabbing; how much? Don't know/depends on the condition. Like Pieter says: Do pilot stuff and make it work. Here's an example where Im approaching a carrier which is doing 29-30 knots, no wind. As you can see, entering the groove, I start up a little bit left of linup, but within just seconds I drift far left of lineup. I try to compensate by doing more crabbing. Which works, to some degree. But! When Im am In Close you see that my excessive crabbing has led me to overshoot the linup and I end up right of linup At Ramp and In Wires. So, all in all, crab at the start of the groove, and the then crab less and less as you close in. With a carrier doing up to 30 knots, you might have to crab as much as up towards the Island, and then slowly work it from there towards centerline as you close in.
  11. Thanks man! I really appriciate you helping me out! I'll try things out and see how far I get! Then I'll get back to you
  12. I just find it unfortunate, and a little inconvenient, that you can dial in fuel weight with no external fueltanks, but can't when external tanks are equipped. Regardless of what percentage the Internal Fuel-slider is at, the second you start dialing in a number, any number, it starts dialing out the number for full fuel capacity.
  13. Doesn't the wing chord on the Hornet change from the wingroot to the wingtip? So much so that there really isnt one angel, but rather multiple, depending on what you're looking for? There might be a geometrical average, or the chord-angel at max lift or max pressure, and so on. Just wondering
  14. There is, in DCS, I can't remember what its called, something auto-pilot-cycle. You'll find it in the controlls-meny. When you have the joystick in a position which gives you neutral flight, you push the button and release the joystick (let it re-center). Then DCS will perceive the joysticks center-position as the neutral/center-position in the Huey. Tricky to explain in text, but you'll get it the instant you test it There is also a cancel/off-button for this function. You'll quickly find that you turn it on and off many times throughout a flight, as the Huey's neutral stick-input varies with flight-conditions. Edit: I think it's called Force Trim. And, if Im not mistaking, it also neutralizes the pedels in the same way, maybe.
  15. Thanks for replaying I have no experience with either of these alternatives, but I'm sure I can learn. Any idea on where I can find info on how to go about this, f.ex. similar modifications which have previously been done? Or if there is a forum with folks who could guide me? A follow-up-question: Is there a way to attach an object to another object? Im looking for a way to have an object function as the tacan-antenna on the carrier. It's possible to create objects, but they are stationary, so the carrier just moves away from it. Or if there is a way of creating an object which moves at a given speed, in a given direction? So that it would appear to be attached to the carrier.
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