ttaylor0024

The Navy version is configured in the same way you would think to use a stop light. Green- go. Red- stop (slow down) Arrows point to where you need to move the stick in order to make that happen. Basically, the Navy version tells you what to do to fix it that instant without contradictory information. The HUD AOA bracket moves at the same rate your AOA indexer colors change. VV goes above the top line of the E bracket you're going to show full slow, VV goes below the E bracket you're showing full fast, There's a small window for Amber and green/red at the same time as well, with the middle of the E bracket showing exact on-speed aoa. Again, green doesn't mean safe. Even flipping around to the AF version wouldn't work on a Navy jet, because either way you're going to bolter or worse. Just fly on speed an none of this is an issue. Neither version is better or worse than the other as long as YOU understand the symbol in the cockpit. Also, the F-16 has the same bracket, and works the same way in relation to optimum approach AOA, but instead of an E it's just a staple [. The reason it looks different is the difference in philosophy in how to fly AOA on approach. They park the VV then make the AOA good, navy doesn't have the luxury of landing on 12000' runways and actually has to fly good precise approaches that touch down at the exact same point every time.

Nope. He said you have to think of it differently, and this is how you do that. And no, you wouldn’t rather be slow than fast, there’s no safety in being slow. If you bolter you bolter. Just be on speed and nothing else. Green is the least safe, that’s why it’s telling you to drop the nose and go faster. There is 0 safety in being slow. In Navy aircraft you fly on speed and nothing else (0 fast 0 slow)

Green = Go (faster) Red = Stop (slow down)

Your grading seems a little lax. Best grade you can get with an underline anything is a no-grade. Best with any normal deviation is a fair, and best for () is ok. Any pass with any comment that isn’t () will be a fair at best. EGTL will be a cut pass as well (and likely DQ’d irl). You have essentially a window of 2 balls high to get an OK. You can get away with (lo) at the start or in the middle, but will be crushed if you keep it low for more than 1 period of the pass.

Don’t reconfigure in touch and goes. You’re simulating touching down on the carrier and getting off deck again. Leave flaps and trim where they were.

Land on centerline and you won’t get the pull. VV in the crotch is only gouge you should be using for the start power correction, if that. You’re flying the call not VV. Downwind heading is opposite BRC. None of the calls are standard, besides a roger ball call after you call it on your own. A “180” text appearing or something to that effect would be better for training, you won’t hear “paddles contact” or the LSO calling you to call the ball. These calls will just make comms annoying when the LSO stations come out.

Well, it's how it's done IRL. There are case III tacan only approaches, and they work well to set you up with a center/slightly high ball. Doing the normal pattern at night trying to maintain sight of the carrier and not descend into the black hole is a good way to end up flying a submarine.

Night traps are case III, straight ins. Set tacan course to final course on the straight in (landing area angle, BRC -12* or so). Correct, coming but not in yet. You don't use NVGs to land on the boat though.

Newer software packages do both, older does not, which is where my mixup came from

The heading indicator is there, like I said, hard to see because of the video. Looks like it could have been a software update to keep it displayed after looking through my stuff, as ours is persistent (even with the same great circle/steering terminology)

As per your post: 18. Command heading marker. When waypoint/OAP or TACAN direct great circle steering is selected, the command heading marker is displayed just below the heading scale. 19. Steering arrow and dots. When waypoint/OAP or TACAN course line steering is selected, the steering arrow and dots appear on the HUD. So when one is selected, both items happen. Where does it say one is removed in lieu of the other? It's difficult to find HUD footage of boring enroute stuff from IRL, but here's a snip of a hud repeater of a rhino coming into the break. You can clearly see the command heading (although hard to see because of the footage, but right side of the heading arrow) and course, because again, that's how it works. You won't see it on most videos though landing on the boat because ICLS is boxed and displayed.

What you posted said nothing about one being removed when the other was on. Steering arrow and command heading marker aren't the same thing. How I described it is how it actually works.

That's normal...

Incorrect, the steering arrow and dots = CDI on the HUD, which is in the middle. The command heading marker is up in the heading tape. When you box your source (WPT or TCN), the command heading marker will show up as a wind corrected direct to heading to whatever you have selected. Putting in a course does not remove this, in fact it's very handy to have the command heading marker up because when you're on a radial tracking it inbound, no matter what the wind is, place your heading on that marker and you will not drift off your radial. If you continue looking in the examples a few pages prior to the page you listed, you'll see an example of the course line being up without the command heading marker on, and that's because in the description it says ILS steering, which means that ILS would be boxed, ILS doesn't work like TACAN with radials, it's just basically two frequency bands for for localizer (and two more for glideslope) and your aircraft compares where you are in relation to the two as your localizer / glideslope, meaning there's no way for that to have a command heading marker. You should be able to have both up at the same time, you should be able to see your tacan course line even if the tacan symbol isn't visible on the map's scale.

They are, you can see them

That's not the ball, that's the AOA indexer. The ball is on the boat.

Yep, the green bars are called the datum lights. But yes, the goal is to keep an energized ball, which is you forcing the ball to move around. From the start position to the ramp the zone for 1 ball of movement changes from 16’ to 1’, so as you get closer you’ll see the ball move very fast if you’re not keeping it moving and where you want it. Keep it on the high side to creaster so if you do settle it’s only 1 ball low at most in the wires, none of this 2+ ball low stuff. Idealy, you’ll never see a low ball

If it’s ANY below the datums get it back up, not just Red ball. Looking at the cockpit view this time you’re definitely deck spotting. Do some no-hud passes.

You’re still settling in close and have a tendency to drive it in low, get the ball above the datums. Again, if it’s on the high side of the lens you’ll trap. You nearly became a fireball on that 3rd pass, very very close. 1 wires will always be a no grade on a 4 wire boat, a bolter is a higher grade than that. Watch the ball and ask yourself if it’s where it’s supposed to be. You’re looking for an on start, too much power in the middle to energize the ball and raise it up, then bring it back down to on the datums on touchdown. You need to move the ball around or you will be behind and react to how it’s moving. Don’t try to fly a center ball in right now. As far as lineup goes, look at the far end of the landing area

Can't really tell because the stream quality isn't spectacular, however this is what I have. LUL.(LOX) ND./IM _\IC_ _SAR_ C 1 Lined up left on the little low start, nose down on the fly-through up in the middle, underline fly-through down in close, underline settle at the ramp for the cut pass 1 wire. You don't catch a rising ball, you get it above the datums. Dont go low, don't hang out low. You likely missed a ramp strike by about 2'. Best tip is in the middle get the ball about 2-3 high, then slowly bring it down on the datums the rest of the way to touchdown. If you have a stable ball on the high side you'll still trap.

Below the box with the number in it is a scroll wheel. The scroll wheel will go through all the presets if you turn it right or left it will go through the presets and then to an M, which is manual. With the M selected, type in our frequency and press enter

It takes time. My advice- you can be your own LSO just by watching the ball. Wire doesn't matter much (in DCS you're targeting the 3 wire, but a little settle or too much power will change that). 1 wire is always bad on a 4 wire boat. It's going to be annoying at times but just keep at it.

I added a bit more flavor to my first post in this thread to help you out. When coming through the 45 you need to be transitioning from an instrument scan to a visual scan. Start looking at the ball and sight picture to visualize where you are on the approach. Rolling out in the groove will be a small power off (right now anyway because power off corrections are way exaggerated currently) during the wings level transition, then bring the power back on to stabilize yourself. Other than that, practice practice practice

NEP.LOX _LOIM-IC_ _LOBAR_ C Not enough power on the low start to underline low in the middle to in-close to underline low flat at the ramp, cut pass 1 wire. If you’re ever low, get the ball above the datums. Never settle for being low, it’s dangerous. A center ball and you only have 10’ of clearance coming across the ramp, be low and you’re cutting into that small safety net. Catch a hard sinker off the burble and you’re in for a bad day. At the 180 you should be 600’. Start the turn with the hornet V (tips of the VV on the horizon in the hud) to get about 27-30* AOB and ~200fpm descent rate. At the 90 you’re looking to be 500’ agl and that’s the first point you look otside to see if you’re undershooting/overshooting. Being the VV down to 500ish Tom down to cross the wake at 370’, and then lining up with the carrier box with a creaster ball. Move the ball up, then slowly bring it down to on the datums at touchdown. If the ball is anywhere above the datums visible and stable (not rising fast) you’ll still trap.

How about, “Where was the ball the entire way down?” “How was my lineup” Only two things that matter once on speed