_Hoss

Thanks to the FCES.................

Roll/Pitch/Yaw........... Pitch and Yaw trim you will have the most workload with. If you are using a TMWH put it on the trim switch on the stick. I use the IN/OUT pinky switch, when it's OUT I have Pitch and Yaw at hand, if it needs Roll trim I hit the pinky switch and go to IN and what was once Yaw trim is now Roll trim L/R. WWII birds have props and internal combustion engines, every time you move that throttle for Manifold pressure, and the propeller pitch your torque changes, so there goes the nice straight and level trim you just set up. You need to watch the slip indicator ball. If it's left of center with no rudder input, use Left Yaw trim to center it, and vice versa. Pitch trim is the same the faster you go the more it pitches the nose up. All the DCS WWII birds, P-51 and P-47 have the gyro gunsight, so there is no slip/ball indicator underneath it which is always in your field of view so you can correct yaw, and watch it while you are going thru maneuvers. Find that ball and keep it in the center with rudder input while dog fighting and in the center with yaw trim while flying normally. relax the stick, does the nose lift or fall.................. trim accordingly. Never forget just like a good battle plan it all goes out the window with first contact. Good luck. Hoss

Very nice thread, I see you guys are an East Coast CVW, VFA-97 is out of NAS Lemoore though, is your second one going to be VFA-147, they are transitioning too.. USS Gerald Ford is going to be awhile before they make a deployment. The reason I ask is I spent 20 years in the USN, 04/77 to 04/97, eleven of it at NAS Lemoore, at AIMD, VA-94 (CVN-65) and NAMTRAGRUDET teaching DECM. July of 93 I went to the USS Abraham Lincoln as ships company (twilight tour, two cruises). I did three WestPacs on the USS Constellation as ships company late 78 to July 82, with VA-94 I made two cruises on the USS Enterprise (CVN-65) same hull as the Connie, my shop was in the same place too 02-69-0Q. It was in the tunnel on the Lincoln. After I retired from the Navy I came back to Lemoore, the wife and kids were here, the wife worked in Supply bldg. 140 at the base. I got a nineteen day vacation from work when I started with Boeing's Avionics Repair Facility in VFA-125's Rough Raider's hanger MOD, (VFA-122 is in it now F/A-18E/F) So I've been around US Naval Aviation for 43 years now.. I retired June 30th of this year, COMNAVHOUSEPAC keeps me busy, she's retired too.. Future manning of carriers will be two squadrons of F/A-18's, and two squadrons of F-35's, wonder how long it will take to get that module in game. Some highlights, as we transited the Straights of Malacca (CV-64) going into the IO they tried the hostage rescue in Iran, we spent 110 days at sea on that one. When the Ranger was rammed coming thru to relieve us we were later hit by a Liberian Oil tanker too. I was with VA-94 on the Enterprise April 18, 1988 for Operation Preying Mantis. We (CVN-72) were in the gulf when Somalia blew up with black hawk down, we went down and flew really fast very low over the city to let them know we were there. On the Lincoln we went into the Persian Gulf both cruises, heat and humidity was aweful. When they bombed Khadafi in Libya, we were in the IO, when two carriers left we went thru the Suez Canal into the Med, so I have done an abreviated Med Cruise, went out the straights of Gibralter and around the Cape of Africa............. in June........ roughest ride I've ever been on in a Carrier, was a blast. Ended it all in the yards in Bermerton, then Everrett, with the Lincoln. Sorry for hijacking the thread. Fair Winds and Following Seas gentleman. Cheers Hoss AT1(AW/SW) USN ret.

Did the original solder joints look gray and mealy?........... Care needs to be taken that you do not use too high a wattage iron, use one designed for fine electronic circuitry. I've seen crap loads of videos online of guys soldering new parts into their warthog, I wanted to cringe at what I saw. If you have some type of magnification device inspect your solder joints, for that dull gray finish, with a mealy texture. You would hope from the factory they would be nice bright, shiny, concave fillets that last a good long time. Also if you use any type of liquid flux to assist in soldering clean it all up with alcohol, FLUX is your friend when soldering, and your enemy if you don't get it all off. and a little dab will do you. Your computer should be on a very good surge protector or UPS. Power companies are not the most stable electrical sources, power spikes in the summer when they switch loads will fry electronics if strong enough. I have one of these on both of my Entertainment set ups if you can't afford a really good UPS. https://www.showmecables.com/10-outlet-home-theater-surge-protector-7-ft-cord?gclid=Cj0KCQjwg7KJBhDyARIsAHrAXaFlHZd-fwgyHoB_LVf4rzGHpdc-deqaNXD16Xufz2feQrepedB2oTsaAkGkEALw_wcB And I have a UPS on my computer. Cheers and good luck Hoss

ESWAP?................................. quick change modules?

Just got this one a month or so ago, works great, have it mounted under my gaming desk, close to the computer. https://realsimgear.com/products/realsimgear-10-port-usb3-hub 352nd_Hoss BeoWolf

Hope everything is okay............... I'd like to have that set up in my house, wife would leave me but I can live with that!........ Cheers Hoss

I was a kickstarter backer when the WWII planes were mentioned, I've got the P-51, Spitfire, 109, 190, and am still waiting for the Jug and Schawlbe.. I really don't want to give these people anymore money for another product until I receive what I paid for years ago. If they are not going to build these products then they need to refund our money or give us credit for two planes of our choice. Disgruntled Customer.... :shocking: Hoss

That equipment is called GSE in the Navy.... Ground Support Equipment, sometimes as Aviation Support Equipment, and it's a very large amount of different types of gear to support operations onboard ship and ashore.... I have not noticed Tilley on the carrier, does she have one?............. Hoss

There is nothing strange about the planes sliding around on a pitching wet deck. I used to watch them on the ships TV and from Vultures Row. They will slide so who ever modeled that got it right. Imagine how the real pilots felt when the plane started to slide when they were taxing to the CAT..... pucker factor X 10.... I remember driving a fork lift out onto the elevator during an UNREP and it started sliding.... scared the shit out of me.... Guess there needs to be a New Non-Skid coating Mod....... LOL Cheers Hoss AT1(AW/SW) USN ret.

I used to work on those while I was in the Navy.. 77-97.. started on ALR 45/50, ALQ-126A the went to ALR-45F, then ALR-67, ALQ-126B... also ALE-29/39/41.... Ive been retired for 21 years, and still work on F/A-18 Avioncs systems at Lemoore Naval Air Station. Here is some good information on the ALR-67 suite. http://www.dote.osd.mil/pub/reports/FY1999/pdf/navy/99alr67.pdf

Love the VFA-94 Mighty Shrikes skin.......... SHWFOTS............ VA-94 07/85 to 10/89.... Cheers Hoss

Wait till the Jug is released............... or make an update with the Jug in it. Would love to do ground pounding in the Jug on Normandy map. Hoss

yep, a long time ago............. I won't buy anything else until the P-47 and Me-262 are delivered. I just don't feel good rewarding a company by buying new products from them when they can't deliver on what I already paid for. Brings to mind the meme's where the skeleton is sitting at the computer and it says "Just sitting here waiting on DCS to deliver my Jug and Swalbe" Cheers Hoss

yer too old to fly the Jug......... too much power, would be stressful on the ticker.............:music_whistling: Cheers old man Hoss

https://www.youtube.com/watch?v=twh7f13WN64 Boeing is pushing ahead with the Block III F/A-18E/F Super Hornet program for the U.S. Navy, which includes new build aircraft and upgraded planes, and will significantly enhance the lifespan and capabilities of the jets. At the same time, there are no formal plans to upgrade the fighter's engines or add conformal fuel tanks to the service’s EA-18 Growler, which could limit Carrier Air Wings’ ability to take full advantage of the added capabilities. Going to conformal fuel tanks would unmask the pods and give two more stations to hang weapons or new pods. On May 23, 2018, Boeing hosted a media day at its offices in Washington, D.C. to provide the latest updates on the program’s status. According to its latest budget request for the 2019 fiscal year and associated documentation, the Navy intends to purchase 110 new F/A-18E/F aircraft in the Block III configuration over a four year period. The service also plans to upgrade at least a portion of its 540 existing Super Hornets to the new standard as part of a service life modification program, or SLM, that will run through at least 2025. Boeing says it will deliver two test jets to the Navy in 2019 ahead of the first of the new production aircraft, which will begin arriving between 2020 and 2021. The service expects to begin using the Block III Super Hornet operationally by 2022 and hopes to have the equivalent of one squadron of the aircraft for each of its nine Carrier Air Wings by 2024. The goal is for there to be two squadrons of the jets per Carrier Air Wing by 2027. “Super Hornet – 100 percent of the striking force of the Carrier Air Wing today,” Dan Gillian, vice president of Boeing’s F/A-18 program, said during his press briefing. “There is no retirement date for the Block III Super Hornet.” At present, the Navy plans to fly a mix of these jets and F-35Cs for the foreseeable future. The Block III configuration is supposed to ensure the Super Hornets can operate together with the stealthy Joint Strike Fighters in high-end conflicts as threats to the Carrier Air Wing and the aircraft carriers themselves continue to grow. All of the new Block III Super Hornets will have a lifespan of at least 9,000 flight hours, which is fifty percent greater than that of earlier F/A-18E/F aircraft. The SLM program will extend the life of existing jets out to the same total flight hours. On top of this, the final versions of the new and upgraded F/A-18E/Fs will feature five major upgrades. These are conformal fuel tanks, a networked Infrared Search and Track (IRST) capability, physical changes and coatings to reduce the radar signature of the aircraft, new mission computers and data links, and a new, single wide-area multi-function display in the cockpit. The conformal fuel tanks, which Boeing in developing in cooperation with Northrop Grumman, are an extremely important addition to the aircraft in their own right. At their most basic, they extend the range of the Super Hornet and free up under-wing space for more ordnance or other stores. The two CFTs hold slightly less fuel than a pair of 330-gallon drop tanks, but the added aerodynamic efficiency of the arrangement makes up for this, according to Gillian. The new tanks will extend the Block III Super Hornet’s range by between 100 and 120 miles on average, depending on the jet’s exact load-out. “Also, not having those draggy drop tanks lets you go faster,” Gillian said. “Speed and range come with the conformal fuel tanks, which is critical when you think about the future fight and needing to extend the range of the Carrier Air Wing.” Gillian added that previous testing with Boeing designed-CFTs during the Advanced Super Hornet program in 2013 had shown that the kinematics remain effectively the same between aircraft with and without the tanks and that there does not appear to be any significant loss of maneuverability with the added feature. The company plans to flight test this existing older design in combination with other Block III upgrades in the near future as a risk-reduction measure. Unfortunately, new engines for the F/A-18E/F and the EA-18G, another addition that could help build on the added efficiency the CFTs offer, are absent from the Block III program. It remains unclear when and if the Navy might pursue this further upgrade project, which has been under consideration in one form or another since at least 2013. General Electric has in the past and continues to propose an improved variant of the Super Hornet’s existing F414 engine. Previous “Enhanced Durability” and “Enhanced Performance” concepts featured new fan and compressor components that would variously improve lifespan and performance. The F414-EPE type reportedly offered a 20 percent boost in thrust. The Navy did include $15 million for research and development into a Super Hornet engine upgrade in its unfunded priorities list for the 2019 fiscal year. However, this is a wish list the service sends annually to Congress in the hopes lawmakers will allocate additional funds for various projects. It’s also unclear whether the Navy plans to add CFTs to the EA-18G fleet or include those aircraft in any potential engine upgrades. The Growlers have to carry around jamming pods on their under-wing pylons in lieu of drop tanks in order to perform their mission. As such, the CFTs would be even more essential to extending their range. Adding in more powerful or efficient engines would also be a boon for the aircraft given how generally burdensome their standard load-out is. Those electronic warfare platforms are only likely to become more critical as time goes on, especially with regards to potential high-end conflict scenarios, and you can read more about their specific jamming and electronic attack capabilities here. But without these updates they might not be able to accompany strike packages of Block III Super Hornets out to their full combat range, reducing the overall effectiveness of the force. The CFTs won't even be available when the Navy gets its first of the new jets. Boeing says they will be ready by the time the aircraft begin flying operational missions in 2022, according to information the company gave at the media day event. There was no specific mention of what Block III Super Hornet updates might or might not find their way into the Growler in the future or when that might occur. The company was keen to stress that the complete upgrade package would greatly improve the F/A-18E/F’s survivability and capabilities within the Carrier Air Wing as it exists now and as it transforms in the future with the addition of the F-35 and other new systems. The exact nature of the Block III’s stealthy airframe enchantments remains unclear. Boeing’s Gillian did mention “simple treatments and coatings” to help reduce the aircraft’s radar cross-section, but did not offer any additional specifics. In the past, he has said these changes could reduce the radar signature of the jets by as much as 10 percent. There are no plans to give Navy's new and upgraded jets a fully enclosed weapons pod that could further improve the Super Hornet's low-observable characteristics. Boeing had previously proposed this system as part of the Super Hornet International Roadmap and the Advanced Super Hornet concept. The infrared seach and track system (IRST), already in development as part of the earlier Block II upgrade, will give the advanced fourth generation aircraft an additional means to detect hostile low-observable aircraft at long distances. In addition, coupled with the new Distributed Targeting Processor-Networked (DTP-N) and Tactical Targeting Network Technology (TTNT) data link, multiple jets will be able to fuse data from these sensors, as well as others, to form what Boeing and the Navy call a “common tactical picture,” or CTP. A single Block III Super Hornet will be able to passively scan with the IRST, spot targets, and present the pilot with a rough bearing overlaid on the aircraft’s radar screen. The sensor-fuzed CTP allows two or more aircraft to not only get a bearing on an opponent, but determine their range and altitude. Boeing says this data will be accurate enough to create three-dimensional target tracks and allow F/A-18E/F crews to actually engage their opponents at extended ranges. The company declined to say how far out the IRST, which the Super Hornets will carry in the front of a modified drop tank, will be able to identify targets. Separately, U.S. Navy Captain David Kindley, the F/A-18 program manager at Naval Air Systems Command, who was also on hand, said the modular nature of the sensor would allow jets to fly with it only as necessary. “This airplane as it sits looks very much like a high-end air-to-air type fight[er] – God forbid we should be in that place, but that’s kind of what this airplane is designed for,” Kindley said, referring to a model of the Block III Super Hornet next to him at the time. “Tomorrow, if we go to a different place, this is an external tank that can be replaced by a no-kidding external tank that without the first third of it is an IRST. We can put smart air-to-ground ordnance on the aircraft and it can be in a different role.” hough Gillian and Kindley did not make the case directly, the implication here is clearly that the F/A-18E/F Block III aircraft will give the Carrier Air Wing a cost-effective alternative to the F-35C in low-end conflicts, such as Iraq and Syria. At the same time, though, it will offer a complementary capability of higher end fights against potential near-peer adversaries, such as Russia or China. To further enhance this flexibility, in addition to the DTP-N and TTNT systems, the Block III aircraft will also have an updated satellite communications system, another hold-over from the Block II program. Information from the aircraft’s own sensors and mission systems, as well as the data it receives from other sources, will feed into different displays on a single 10-inch by 19-inch flat panel touch screen that replaces the existing multi-function displays. The completely redesigned cockpit architecture, known as the Advanced Cockpit System, will also include additional backup displays and manual buttons in case this single screen fails in part or in full. Dual seat F/A-18Fs will have this functionality in both the front and rear cockpits. Boeing says it has already been testing the glass cockpit systems in both physical and simulated formats and that it has solicited feedback from various Navy aviators, including elite pilots from the service’s famous Navy Strike Fighter Tactics Instructor program, more commonly known as Topgun. The goal is to have a new user interface that is intuitive and will require as little change to existing training regimens as possible. Boeing also has other cockpit updates in the works adjacent, but separate to the Block III program, including three-dimensional tonal audio warnings. This means a pilot will not only receive an auditory warning about a potential or incoming threat, but will hear the tone coming from the direction it's coming from. There has also been some investigation into the possibility of adding voice commands to various systems inside the jets, but so the sheer volume of noise inside the cockpit of a modern fighter jet has been a major limiting factor. The company hopes that all of the Navy’s Block III program and its other associated improvements to the aircraft will make Super Hornet an increasingly attractive option for foreign buyers, as well. Most recently, Boeing finalized a deal to supply 22 F/A-18Es and six F/A-18Fs to Kuwait. Though Boeing’s Gillian couldn’t say what systems they would have in common with the Navy’s future aircraft, he did say there was some overlap with the Block III jets. In addition, these will be most advanced versions of the aircraft to date when they roll off the production line. That contract also serves as a bridge to keep the production line hot between the Navy’s most recent orders and those that the service expects to place with funds it receives for the 2019 fiscal year. Beyond that, Boeing says it is either actively competing for bids or is otherwise in discussions with eight other countries over potential Super Hornet or Growler sales. The biggest potential buyer would be India, which is running tenders for new fighter jets for both its Air Force and Navy, with the former service looking to buy more than 100 new aircraft. In addition, Boeing has announced it could join together with Indian firms Hindustan Aeronautics Limited and Mahindra Defense Systems to manufacture the jets in the country if it wins the contract. We overheard in the lobby ahead of the media day that representatives from the Indian embassy would be arriving later in the day for briefings on Super Hornet. Other possible customers could include Bulgaria, Canada, Finland, Germany Japan, Poland, and Switzerland. According to Gillian, Japan has only expressed a preliminary interesting in the E/A-18G, though. A number of these competitions are already controversial, however, and may not come to pass in their current form at all. The Indian Air Force is now on the third iteration of its fighter jet replacement program and Boeing almost ended up cut out of the Canadian competition, a saga unto itself, after a trade dispute. As it stands now, the Navy remains the primary Super Hornet customer and is set to operate the jets for years to come. Whether its commitments to the program expand beyond where they are now, such as adding new engines to the jets or adding conformal fuel tanks to its EA-18Gs, remain to be seen. For many years to come there will be two F-35 and two F/A-18 squadrons on US Navy Carriers.

Are you using TARGET software with your WH?............ if so you can either use the In/Out function on your stick to double up commands with the IDLERON axis commands or your UP/MIDDLE/DOWN position on the throttle to do this, so you can have six different commands with both throttle and stick functions using the Edit Layers buttons. :joystick: You can also use the axis travel to do the same thing, it might take you a bit to fine tune it, but I use the axis on the stick to control/command tail wheel lock/unlock in BoS for every plane in game just like the FW-190 tail wheel lock works, that way I'm not hitting buttons to do that while I'm trying to concentrate on getting to the runway and back. Cheers Hoss

Those do look fantastic................ nice work Cheers Hoss

I had been sharing articles with my old group on "physiological episodes" (PEs) while flying the USN,F/A-18, F-35's, and T-45. I read this article today on a work related news release and thought I would share it with this community. I don't think we will ever see this modeled in this sim.... thank goodness, I have a hard enough time now NASA Hypoxia Study Put USAF Pilot-Physician In F/A-18 U.S. Air Force Col. Jay Flottmann is one of a handful of individuals the service calls "unicorns"--qualified both as a fighter pilot and a physician. As a member of the NASA team charged with studying a troubling surge in hypoxia-like cockpit episodes in the U.S. Navy's F/A-18 fleet, Flottmann provides critical expertise. Flottmann, who has extensive experience flying F-15C/Ds, F-22s and T-38s, recently flew several F/A-18 sorties to help the NASA team better understand the vexing problem of why Navy pilots are experiencing so-called "physiological episodes" (PEs)--reporting symptoms like dizziness, finger tingling and impaired judgment commonly associated with a lack of oxygen to the brain--in greater and greater numbers. The most significant lesson from Flottmann's report is that the F/A-18 aircraft system, the physical conditions of flight and aircrew flight equipment have a "profound impact" on human physiological systems and human performance, according to the NASA Engineering and Safety Center report, dated Sept. 14 and released Dec. 13. In other words, Flottmann's assessment supports NASA's conclusion that it is the complex interaction of the human and aircraft system, not one or the other, that causes the episodes. Most notably, Flottmann observed troubling tendencies among the pilots themselves, such as not conducting the typical anti-G straining maneuver (AGSM) properly, or at all. These tendencies, coupled with the unforgiving F/A-18 flight environment and certain aspects of the flight equipment, resulted in constricted breathing and a noticeable cough, he concluded. He noted in a follow-up email to Aviation Week that this was a very small sample size, and it is not accurate to apply this conclusion to all Navy pilots. Three sorties Flottmann flew three sorties in the F/A-18 overall--one in the D-model legacy Hornet, equipped with liquid oxygen (LOX), and two in the F-model Super Hornet equipped with an On Board Oxygen Generation System (Obogs). Flottmann, who is used to Air Force procedures, flew with U.S. Navy flight equipment, including the helmet, mask, combination harness, survival vest, anti-G trousers and gloves in addition to standard flight suit and boots. Flottmann noticed that while the function of the Air Force and Navy masks is similar, the ground "fit test" and custom fit procedures are vastly different. Unlike the Air Force, prior to the flight with the Navy, Flottmann's mask was not tested for air leaks with equipment that simulates altitude exposure and pressure breathing. Flottmann also noticed the Navy's propensity to tighten the chest strap much more than Air Force pilots typically do. In addition, the survival vest equipment (radio, first aid equipment, etc.) is largely located along the lower torso, with much of the weight along the front and side of the abdomen. These two factors contributed to a perception of added weight across the chest that Flottmann described as a "slight 'squeeze' while breathing normally." During his flights in the Obogs-equipped Navy aircraft, Flottmann also noticed a subtle difference in flow and pressure when breathing off the Obogs system. Whereas in most Air Force breathing regulators (with the exception of the F-22 and F-35) the system provides air as the pilot inhales, the F/A-18F Obogs seemed to provide a constant safety pressure, blowing air into the mask. This "positive pressure" can result in subtle changes in the way a pilot is breathing, Flottmann wrote. Indeed, the front seat pilot of Flottmann's first F/A-18F mission admitted that on Obogs-equipped aircraft he routinely coughs after nearly any maneuver, particularly high-G ones. Flottmann noticed the pilot coughing after even minor G-loads during the flight. This cough said to Flottmann that the pilot displayed classic signs of "atelectasis" (both acceleration atelectasis and absorption atelectasis), in which the tiny air sacs called alveoli in the lung bases are partially collapsing due to a combination of high G-loads, 100% oxygen and the restrictive anti-G suit. Flottmann himself experienced familiar sensations following the F/A-18F sorties--a mild chest tightness that reminded him of a sortie he flew in the F-22 during a safety investigation of PEs in the Raptor. Flottmann also found that neither front seat pilots, though experienced aviators, executed the typical AGSM that Air Force pilots typically perform to help their bodies cope with high G loads. "Following both missions, I asked each pilot about his AGSM and both admitted that they really did not 'do that' very well," Flottmann wrote. "When I asked about debriefing the AGSM, it was my impression that he did not understand how to evaluate and instruct to the proper techniques shown to enhance G protection and endurance, namely an appropriate breathing pattern." Notable difference In addition, unlike in most Air Force fighter regulators, the F/A-18 does not provide a graduated increase in breathing air through the mask over 4gs to aid inhalation, called "positive pressure breathing for G" (PBG). If pilots are indeed not performing a typical AGSM, this would likely result in acceleration atelectasis, Flottmann wrote. "I am convinced that the 'elevated oxygen content' in the breathing gas (both LOX and OBOGS) coupled with the operation of the CRU-103 breathing regulator negatively affects human performance," Flottmann wrote, noting that he spent the rest of the day clearing his ears, felt more fatigued than usual, had a mild headache, and noted subtle breathing changes he described as "a propensity to breathe deeply, as if I was trying to inhale deeply out of necessity." Though much of the Navy's investigation of the F/A-18 PEs has focused on cabin pressurization, Flottmann had no such issues, he wrote. Overall, Flottmann's observations led him to conclude that the flight equipment, particularly the survival vest and harness, resulted in mild constriction and chest tightness, particularly in the Obogs aircraft. "Although the sensations were subtle and mild, it is apparent to me that they occurred as a result of the man-machine interface," he wrote. Based on his observations, Flottmann recommended the Navy implement PBG in the current CRU-103 regulator, which will improve human performance, especially during high-G flight, and also mitigate what he suspects is absorption compounded by acceleration atelectasis. He also recommended the Navy investigate the potential of allowing the oxygen content of the breathing gas to be scheduled. Finally, he urged the Navy to conduct centrifuge studies to compare and contrast the wear of the flight gear ensemble and how it affects breathing. The Air Force eventually conducted similar studies during the F-22 investigation and found flight gear configurations and fit contributed to how hard the pilot has to work to breathe. Cheers Hoss

You will probably have to delete the game and reinstall like I did, but the pipeline is really full and extremely slow................. especially on the module updates.................

After spending 20 years in the Navy and 12.5 years of that on Carriers, tractors are not used during flight ops to move aircraft, only after flight ops to respot aircraft for ease of lauching the next series of flight ops. Aircrews taxi and park their own aircraft for take off and after landing, with the help of the the ABH flight deck directors. You will never see a flight crew man their aircraft in the hanger bay and ride the elevator to the flight deck either. Only the plane captain does that to ride the breaks if need be along with the wing walkers with chocks. Cheers AG-51 Hoss AT1(AW/SW) USN ret.

Training video broken at testing elevators, it just sits there and does not progress any further................. bummer................. anyone else get it to work the whole way thru? Hoss

More than likely overheat it and crash and burn............. Hoss

Thanks, it's been awhile and I forgot about files going there. Needed those screenshots to do my cmc file for CH profiles. Cheers

Where to screen shots/captures go once they are taken? I have looked through the root folder and can not find them, is there some mod we need to install to store captures? Thanks