Doum76

Come on guys, don't argue on that for nothing, it's anyways useless to know the tanker's speed, final. Just locate it with your radar or Tacan, intercept it, as it gets closer you can easily gauge it's speed as you see him coming in fast or slow visualy and it's a matter of using our brains, we know the tanker is not going supersonic or a Cesna speed so don'T try to reach him going mach 1.8 if he's at 5 nm or going 200 KIAS if he's 15 nm away. So basicly it's just like intercepting anyone flying on a purblic server to fly formation with, adjust speed as it cloose in, while flying formation on his left wing you can then easily gauge and discover his speed IF you really feelmore comfortable with. In any cases i personaly don't even gauge his speed or even pay attention to my speed, i just fly formation with him and just pay attention if i slow down or gain speed watching the tanker, once i'm on pre-contact, if the basket/tanker comes close to me, i'm faster, if it goes away, i'm slower, easy as 1.2.3, just rock the throttle to keep the spot once connected as you eyeball a spot on the tanker's wing to see if you slow down or gain speed, no need to watch your speed. This way if the dumbass AI decide to turn you can easily anticipate it and folow, as you're watching his wing and you'll see it bank, if you watch your speed, it just breaks your concentration for nothing. Like when you'Re flying formation with someone, you watch your lead, not your speed gauge.

Could it simply be the fact you use terms, names that doesn't exist, and you simply confuse him totaly? In other words, open the A1-F18AC-NFM-000 and do a PDF find of « Combat Recovery » and just show him the page you mean.... cuz on my side, i have not a single page that contains combat recovery, so simply clarify us what you mean by this or you just change the names and make them up your own ways and then try to be smart with him with your own personal terms?... anyways i think the guy has nothing to proove to you, someone that open a thread about taxing on a carrier deck with his hook down and wondering why he catch wires. As most of the time you seem like having a fun arguing with people on your many posts. I personaly don'T even know why you came in my threads and arguing with him as he brought way much more answers to my questions that you did.

Greetings guys, I just did some clean-ups on my Uploaded videos on Youtube and decided to make an updated of a compilaton video of the few Aircrafts that can refuel in mid-air, unfortunately, i haven't done it with all of them, but only 6 of them, and decided to make a compilation for those trying to refuel and want some visual references in one video with those few aircrafts, accessible in one movie. They are not perfect but can give you an idea as watch for those visual references when going in for the poke or drinking bottle. I used to made one with annotations to give in references cues and tip for all of them, unfortunately, Youtube took off the options to add notes and annotations. 00:00 = A-10C (DCS 1.5) 05:57 = F-15C (DCS 1.5) 13:27 = SU-33 (DCS 1.5) 20:03 = M-2000C (DCS 1.5) 23:12 = AV-8B (DCS 2.5) 27:41 = F/A-18C (DCS 2.5.2 Open Beta)

In German all i can say but dunno how to spell it is Gutten Tag, as Dutch, Denken Wel, only thing i remember from my cousin's wife taugh me, had a great time for few weeks i went in Leiden, but i can't even remember how to say « Two beers please » Sad that year Russian eliminated Dutch in Euro 2008 :( Pour le français si tu veux, on peux en discuter toute une journée, ça ne me dérange pas du tout, je passe la majorité de ma vie à parler français depuis ma tendre naissance, and most of my day at work speaking and writing english. :thumbup: From what i remember French is one of the language you are taught at school since lots of Dutch in Neitherlands spoke french when i went, and most of then knew Quebec/Montreal/Canada is a French/English bilingual province.... if you seen my Location below my Avatar left of our posts you would had figured out i speak french, well that cute woman at the Info booth in Den Hagg's train station knew right away when she asked me what language i was speaking to my cousin and i replied her French from Canada, she replied quite away « Oh, Montreal, Quebec? » so i presumed you knew i spoke french and you asked me how my french was to tease me right? Oh yeah i just also remembered, « Straat » means streets, so would be easier to aks my way if i got lost knowing the street names :) PS: i Was just teasing you witht hose things in your diagram :)

I feel boring with my job besides you and ttaylor ... I don' wanna sound like a dick .. i'm just a digital graphic artist, but a. Your blue title is missing a dash in between F/A and 18C b. Space is missing between SPEEDBRAKE and your brackets (as required) c. I would had aligned the « T of circuit « F/A18c NATOPS...» with the « f » off « 8000... switches off » Had to say something trying to be funny since you two jobs looks cool and mine is basic :P (poke)

Thank you guys for your replies, i think i'll just stick to the normal pattern iV'e been doing for a while and when i want to vary my landings, i'll simply go try out more « Shit Hot Breaks » over the carrier. :)I was just curous at how the thing was done when higher than the 800 ft break, was more a personal inquire, since it's a Sim and if you feel like doing always a 800 ft pattern no one will chew your ass off from doing it.... well, maybe that guys on multi-player that doesn't pay attention to whats going on around an airfield and goes doing a supersonic pass perpendicular to the runway and smashing into people trying to impress them by a 10 ft away pass. :P

Agreed, but i simply wanted to do something diffrent than my over 180is Carrier landings to break the routine. :) Just trying out something different from land to sea just to add some spicy and not always doing the same thing. So if i come in at 1,500 ft, i should jsut extend the downwind 15s? It's jsut for the heck of trying different thing,s i love landing the Hornet so i try many possibilities for diversity, like high wind condition FCLP, now i wanted to try a higher break as per airfields that doesn't allow Carrier altitude breaks for the heck of it.

Thanks, that's what i was wondering, so basicly they keep 1,500 ft downwind until the 180 initial, so basicly they drop no matter the Rate of descent to end up a proper descent for the final?

So far what i found on a forums closest to my answer is the folowing, still miss some info, but form what i understand, the break is done at X altitude then you descend to the airports Traffic Pattern Altitude, which is what we would find on a chart, which we don't have, so i presume i need to find a real chart with sorta 1,200 ft as break or 1,000 and i'll have my answer. Here's the post found. « You start at the initial. At NBC ours was at 2,500 ft and 5 miles. You come inbound from the initial aligned with the runway and either maintain initial altitude or in our case descend to 1,500. This is 500 ft above pattern altitude for a reason. It allows twr to bring you in over any local pattern traffic and easily sequence you in. Generally a level left break at 350 kts 5 Gs (not sure on G) and then descend to TPA. Then it's a normal pattern only your turns are not squared off. One 180 degree turn for break and one 180 turn to final no less than 1/4 mile and 300 ft. Maybe 35 can add but only squared off overhead I've seen is sometimes Air Force when doing combat spread? That's basic overhead. Carrier Break is a bit different. Initial is the same but break is at 800 ft and TPA is 600ft. I've watched F-18s come in at 450 + knots and probably hit right up against the G limiter in the break. Also seen guys light the burner in the break which is always cool while not really necessary. Speed varied depending how much the guys are pumped up from coming from the boat or whatever ACM they've been doing off shore. No one seems to mind until the airport manager gets ticked off because he's a C-12 guy and spends most of the day behind a desk. Then you have what we did and put controllers on "speeding ticket" watch and write up anyone who exceeds 350 kts at the initial. But yeah, that's it in a nutshell. Varies by base but you can find the altitudes and procedures in either the AFD, IFR Sup or the Area Planning manual. I agree with 35 AOA, it's not really needed for civilian aircraft unless you fly something extremely slick like say a Glasair. An RV has way too much drag to require an over head. Oh don't get it confused with a 360 forced landing pattern. That's done over the approach end with throttle at idle in a constant turn while varying the bank angle to simulate an engine out. Two completely different things.»

Thanks for the chart, but i never learned to read chart and i don't find anywhere on there the Break altitude, even so, it doesn'T tellme how to execute it, besides the holding pattern.. From what i'Ve understood on my side, is, Shore landing, if not done at Carrier numbers, most likely looks alike a USAF break which usualy is around 1,000 ft, that is what i am trying to find for the Hornet. Again, how we achieve it. First thing that comes to our mind when we start leaning the Hornet is the Carrier things, as Shore stuff doesn't interest us so all we end up to are is the carrier numbers and that is all we see, but thigns is, in RL quite a fe other stuff happens outside it, 800 ft is pretty clear as mostly on seas, there is no mountains clsoe by, no buildings. This is why i made my post, as to know if anymore knows how to execute this out when done higher than 800 ft, and what is the Hornet maximum required Rate of Descent for landings, is it 800 ft as i mostly read, or as i'Ve seen in a video from a stydent, -1000 FT is ok or did he skrewed up? :)

As i said, we do not have the charts, but what i want to know is, if we do at 1,200 ft or what ever, where we descent etc.. if you go back at the video you link of me of Waggs, reads the comments, and read the ex-pilot (Matthew McGee) comments on Shore landings, you'll understand what i mean. :) As i said, his video is based on FCLP as per carrier landings, this i know all of it, i want to know if, done higher than 800 ft. When done at 800 ft, which is likely the Carrier break pattern, we do it as landing on the carrier, but when done at 1,000 ft, 1,200 ft, 1,500 ft, how do we loose the altitude, how is it done, my quesiton is how we do it higher than the 800 ft pattern. :) In other words when done at 800 ft i perfectly know how is done since i'Ve done tons of Carrier landings, though doing it properly on my side is a different story :) i Want to know how the lost of 2,000, 4, 000 and 7, 000 more ft is lost or droped.

Greetings all! Stupid question guys... Ever since the Hornet came out, i've been doing most Carrier landings, i've started a few days ago doing some shore landings... Since the Hornet came out in May, i'Ve done about only 3 shore landings until 5 days ago. I'm just having some questionning here on the typical shore landing pattern, i'm talking here normal sore break, and not FCLP as officialy goes form the Carrier Break procedures to practice. But more likely shore landings, from what i've read, breaks depends on each airfield's rules (As stated from NATOPS « See figure 7-2. Enter the pattern as prescribed by local course rules. »), lots of them are 1,000 ft some are 1,200 ft AGL, some others 1,500 ft, some 800 ft etc.. so since i don't know each airfield's rules from the Persian Gulf map, i mainly practice at 1,200 ft. My question is (no details in the NATOPS on Fig 7.2 as per when we descent), since it's pretty high, how does one execute the downind, on Carrier pattern, we do a level break, so once establish downwind, we drop from 800 ft to 600ft, and when we start the 180 leg, we are already at 600 ft.... So for that case, do we ; 1- Drop from 1,200 ft to 600 ft also downwind, but that means we'll have to extend the downind way passed the runway threshold at our 45 degrees left shoulder, wuntil we get 600 ft. or 2- Keep level at 1,200 and start a descent when initiating the 180 leg, with mostly runway'S threshold at 45 degrees of our left shoulder, ending with a huge rate of descent, ending with a more or less more than -1,000 FPM (which gets me to think, i thought the Hornet's recommended maximum RoD is about 800 FPM and less). or 3- What i simply do since i have no clues how to perform it, once i get downind after my wing level turn, i simply start a -650 FPM to -750 FPM descent, initiate my 180 turn when the runway's threashold is about slightly passed my heads level, more likely like the carrier's abeam position and waiting to see the rundown. And continue a more or less -650 FPM to -750 FPM and adjusting in the turn as anticipating where i'll want my flight Patch Marker to be on the runway for the touch down. Does anyone knows the real answer please, no speculations, no « what i do is » etc.. as i can land any of the possible ways i stated, i just wanna know the proper way to do it if someones knows the right procedures. Here's a video of how i've done it, or if you rather have, i also attached the Track done in the Open Beta's last version as week of September 3. Any helps is apreciated, thanks fellow flyers. :) :pilotfly:

Haven'T read all replies, but have you played with your seats height (the hornet's pilot seat that is, not your chair :P), i personaly saved my default view in the Hornet after i saised a few clicks the pilot's seat. (i personaly rather see the pitch ladder or more view at the bottom of the HUD as per landing view or bombing, than seing a pitch ladder up for refueling purpuses, but, that's my personal choice:)) On another note, i personaly make it quite simple, i personaly use the Heading tape when i need reference for something, since it's always there no matter how much pith you have, bank angle, seat configuration, snap view adjustment, the heading tape should always be there, for refueling for exemple, when i'm far i set it up on the tanker's pod, but as i get close, i noticed that most of the time, no matter how people set their views, once extended, the refueling probe on the Hornet, is more or less at the same level as your flight path marker / horizontal line on your hud, so basicly when your FPM is about the same level as the basket, it's mostly at the same level of the probe, after a while of doing it, you'll even be able to anticipate where the basic will end from a distance without even using the HUD reference, as you eyes will gauge here to put the FPM away, as it happens when landing and in a turn, your brain get used to it and anticipate the positionning of where the FPM will need to be... Go on youtube and watch many video of the Hornet refueling, from different people, you'll see what i mean.

My guess is, the NVIS is not to allow you to read, but not to blind you with bright lights as green light are dimmer and allow you to read gauge at night with lights without the NVG. As pointed in many threads about NVG'S, the NVG in DCS are made/set for infinity, sharp objet at the distance and blured close objets, unfortunately for us in VR, the NVG takes the entire screens/eyes, so we can'T look beblow the NVG sight area like on normal monitors.

No issues on my side either like BarTzi, as he said, a track would be helpful.

I think what he meant is, if you ask a question about doing something non-sens and obvious, don't expect all answers to be what you expect to be. Like that guy once a while ago in an old thread, coming up with the fact he landed in a field at 400 kias or so... things turn out in, why in hell did he ever came up with the stupid idea to try this out....

Awesome video as usual. :) You just made me realised i'm a laysy person, instead of spoting 2-3 diferent references spot on each tankers, i simply align the refueling pod to my HUD's center scale line then i slightly offset a little left of it since the probe is right of the canopy which also alows a peripheral vision of the basket for small adjustment if needed, which makes it easier for any aircraft as i get a pod always the same spot since all of them have a pod or a boom you can center, versus, a logo that can differ from many user made liveries, or a hook which is on one aircraft or the other, or when we ever get a super hornet tanker, as per height, i simply realised the probe extended at average refueling speed, can vary a bit, but is mostly at the same level as the flight path marker, so it'll be simply where you flight at, again, i just like making my life easier since i am laysy ... :helpsmilie: if i start aiming too many references i gets moving all over the planet. :( Too many references spots makes me break my concentration so i use one i found good and use my peripheral vision for close in adjustment, good thing i am not a real pilot. :)

I presume your putt he finger on it, thinking ahead with upcoming NVG, inclising NVIS upgrades sounds like the reason it's green.

Well that is some pure discrimination and favoritism, what about Joe, why can't Joe get something!

On my side only time i ever have turning issues it'S whne i select A/P HSEL, even though i'm mostly facong straight my HSEL setup. But again been quite a while i haven'T used HSEL, i most of the time only use ATTH and BALT.

Goog luck :)

Look at your throttle, there is a flip switch on the left side of the left engine throttle handle, that is your master switch light, jsut look for the bindings in the controls options (can't remember the default keys as i binded it to a HOTAs switch), flip it on and off and you'll see it move while looking at your throttle to spot the switch easily

Hum, maybe the fix is 10 times easier to be fix by ED than you actualy though and told them, as i think it's mostly a pilot error or in any cases, on your side, as i just tried on latest Open Beta version and latest Stable version, both night mission created for 3 AM time, tried both, Hornet parking hot and cold start on both DCS versions, all 4 situations all lights were working, no issues on my side, most likely something wrong on your side.

What the hell are you talking about...... :P People migrating from Battlefield, Arma and such video games can sure become DCS Multi-Player Aces at spamming their +/- 10 loaded AAMRAMS in a row at the speed of sound in their FC3 F-15C or now in the Hornet in less than a few hours of training. :P [sarcasm here] :P

To be honest on my side i have no issues at all with the IFOLS, though i would love so much they come up with a solution so we can decide if we wan't lights on or off on the carrier, it's such a pain in VR if the sun is not directly above the deck to prefectly see the landing strip. And what is more annoying than contacting the tower on each passes while doing patterns and trying to get al the action required and start looking elsewhere or anything to acess damn radio meu to get tower... I say, power to the people, let the people decide if they wan't lights on or off. :P