TimRobertsen

Have people been able to clearly discern the ball beyond 0.3 miles?

Is it possible to use this in singleplayer? It it still is in use, of course.

Uventa, og kult å se at norsk dukka opp her!

Doesn't TAS stop at 70?

As far as I know (I am not a pilot), and as you mentioned: strong wids over the deck. If the wind is somewhere above 30 knots, the carrier doing maybe 10 knots, and the hornet is really light, flying with flaps full, it'll take you some time to catch up with the carrier when you're in the groove. Plus, as I have understood stuff, an aircraft becomes (slightly) less affected of gusts when it is traveling at a higher airspeed.

Yeah, I got tired of having to force the stick forward to avoid the ballooning, it's a good workaround which gives a smoother landing-configuration-process. Another neat trick, for speeding up the landing-config-process, is to deploy the flaps when the velocity vector is at 8.1 AOA on the E-bracket, and immediately give a quick tap on the trim-up-button. This will lock the trim to the AOA you had when you tapped the trim-button, completely bypassing the entire trim-process, and taking you straight into flying throttle-for-pitch. It comes in handy for fast breaks Although, this will produce ballooning, since the you are locking the AOA/trim at an airspeed far above the airspeed for straight and level 8.1 AOA-flying. But, the ballooning is not much of a problem since you're usually halfway through the break-turn when you trim. This has the added benefit of putting you at on-speed, at steady level flight (all good and dirtied up), when you level out of the break-turn. Giving you a nice and chill downwind leg

Or deploy the flaps when the AOA is around 8-10 degrees, that way you'll avoid most of the ballooning. The AOA is a bit more constant indicator, in contrast to airspeed. Depending on aircraft weight, the speed for avoiding ballooning varies quite a lot, from 160 (light) to 210 (heavy), if Im not misremembering. However, the AOA will give you the right point for deploying flaps regardless of aircraftweight.

If you are configuring for landing: Dont add trim before you extend the flaps. Add trim after the flaps are extended. @Double Dutch Learn the different functions (flaps, flaps-ballooning, gear, E-bracket/AOA, flying throttle-for-pitch, and what they do/their dynamics. Then play around with it. And before you know it you'll find yourself doing >65 point Bankler Case I recoveries

Hmm, it seems hasty/risky to adjust the IFLOLS as late as when an aircraft is allready in the groove. I would have guessed that the IFLOLS, and the wire-tension, would have allready been set before an aircraft enters the groove, thus making the aircraft-distinctions redundant in the ball-call. This is a bit of nitpicking on my part, but I was just curious of the underlying reasons for it.

If you set the AOA, and it then starts drifting, this might be the cause: (If not, it could be a bug)

Ahh, is that also why remaining fuel-amount is stated?

You'll have to excuse me if this is really stupid question, but do you know why they state which type of aircraft it is in "ball-call" "206, Hornet ball, ..."

Try out different curvatures for pitch and roll, and see what works best for you. I think mine is set somewhere around 30-40. But this differs a lot from stick to stick. I fly with a PS4-stick It doesn't have all that much range, so I need some curve. But, in my experience, the most important controll, during AAR, is the throttle and how you work it. When you get a feel that things are about to slide out of control: missing the basket and you want to pitch up/down to catch it, just pull (slightly) back on the throttle, slide back a bit and start over. It might be worth trying to refuel from a KC135 MPRS, it can fly a bit faster at higher altitudes than the KC130. Refueling at 180kts IAS can be sluggish Or just set the tankers to fly at lower altitudes, 5000-10000ft.

This might help you If the autostart-script uses the same commands, it should be easy. I have a funny feeling the script doesn't use the same commands

It can be done in Mission Editor with the trigger "Cockpit Perform Clickable Action", but this is very tedious. There might be some other way that I'm not aware of.

That's if you press it. If you press and hold it, you'll see that the aileron-trim slow works itself towards the center: reset Yaw trim will also re-center, but that happens regarless of whether you press or hold it. I was a little unclear when I wrote "rest all the axis", I was thinking of the unsymetrical trims: aileron (which is the one in question by OP) and Yaw. Elevator- and Yaw-trim will, of course, as you guys mention, go to the TO-position, but it nulls out once you have weight off wheels (if you push/hold the TO-trim button with flaps in auto; if you push/hold with flaps in half/full it will only reset when you are airborne and the flaps are set to auto). Regardless, it is, of course, not particularly practical to have to land after you have dropped some bombs so that you can reset your trims. But it is an option To avoid all of this, it's best to just drop bombs symmetrically Where @Bunny Clark is a little bit wrong is that the TO-T-button does have a dual function: TO-trim and aileron-trim reset. There is a zero position Pushing and holding the TO-T-button on ground (with flaps in auto) does neutralize the aileron and yaw trim axis. It is, almost, a magic button Try it out: Do a shore landing, with flaps in auto, and aileron and yaw trimmed in any direction. Push and hold the TO-T-button, and then take-off, with flaps in auto. Once you're airborne you'll see that the axis trims are nulled out, and the hornet is perfectly balanced, as all things should be The weird thing is, if you do land with flaps in auto and pitch trimmed, and then push/hold the TO-T-button once on ground, aileron and yaw will be neutral and elevator will go to 12, then when you take off (with flaps in auto), once you're airborne the "12" will be nulled out but the pitch-trim will revert back to the pitch-trim-setting you had when before push/holding the TO-T-button. The pitch trim will only reset with cycling the flaps. So, all in all, it is a bit odd that the Hornet doesn't have a full-trim-reset-button, since all the trim-axis can be neutralized, just in 3 very different ways. Pushing the TO-T-button in flight does actually reset the the yaw-trim.

I'm getting the FLOLS overlay when I'm in the LSO station/view. Has anyone else experienced this?

There is a trim reset, but, you have to have weight-on-wheels. With weight-on-wheels: press and hold the Take-off Trim button for a couple of seconds. That will reset all the axis. Unfortunatly, there is no in-flight trim reset. You might be able to do trim reset during a touch-and-go on a runway I haven't tried it

Thanks guys! I thought flaps were always set to full during carrierlandings.

The usual go-to-rule is that the total speed (carrier speed + windspeed) is around 25-30kts. But what if the windspeed is 30kts or more. Does anyone know what speed a carrier would maintain in such conditions? I would assume that the carrier has to keep a fairly decent speed to maintain stability and control. I'm no maritime-man, but I'm guessing you don't want to be floating around willy nilly during storms

I think they are sorted by file-name. So, to sort them, just go into the folder and add numbers infront of their name, or just rename each file so that they only have a number for name.

Heheh! Wow, I did not know this, he is apparently quite the hustler

Grim Reaper isn't that bad. He's got a bunch of usefull and entertaining videos It might be worth checking out @Rudel_chw's start-up trainer. It is very thorough!

I fly with a TWCS (not quite a Warthog ) and it works just fine! The main thing that I quickly found out was that you're gonna want a stick with not too much tension/self-centering, as you almost always fly with the stick out-of-center.

Easing up on the collective is (almost) always a good go-to-solution And, of course, climbing with forward speed. Finding the neutral position of the collective, in level forward flight, where the Huey doesn't bank or yaw much, and then do slight adjustments to initiate a climb, is what I've found to be the best way to do it This might sound silly, but the collective is "powerfull", so pulling too much is usually not necessary. Just nice easy small adjustments goes a long way