Muchocracker

>misses the entire point of what i said Yeah, if you wait longer to drop them you're not going to run into it. The issue is you shouldn't have to do it that way.

To me at least i think they had ran on the assumption that the flaps work this way the whole time and changed some the FCS scheduling around it to help with the balooning. Which obviously didn't fix the underlying issue that you shouldn't even be having using the flaps this way in the first place.

pft, i wish we had the full MSI trackfiles by now Unfortunately not, it's only for onboard radar trackfiles. Just like the radar attack format.

this is a completely unrelated forum this to this???

.....That is what ths this changelog being talked about did

the change did not correct the slew rate. It was only for adding the ability to set L&S and DT2 on the SA page

Regarding the balooning. This is on the fault of the aircraft and not what you are doing which is following normal NATOPS landing checks. Currently the flaps behave like the FCS GAIN switch is operating in ORIDE. Meaning that when the flap switch is set to half and full. They are setting the deflections to fixed values instead of scheduling them as a function of airspeed to 30 and 42/45 degree limits for half and full settings. So what's happening is your dropping to full flaps at 250 knots and it's throwing them full deflection well over a 100 knots higher than they should be, causing balooning. Best practice to to follow that part of the NATOPS and it's been working for me for a long time. Set half flaps at 200 knots, then down to full below 160 knots. Almost entirely removes the balooning issue.

If this PPLI is in fact your buddy. Then the radar is looking in almost the exact opposite direction of you. DCS's RWR's don't have rear and side lobe radiation modelled. So you're not going to get any warning unless you're in its defined beamwidth (main lobe)

i'm aware, and i didn't mention this on purpose to not make things confusiing. It wasn't relevant to the issue at hand.

See. All of the other autopilot modes are still actionable and even some stay activated when the coupled mode is disabled. When you create a designation with any of the sources (rdr, tgp, helmet, hud, waypoint) it is dropping all of the waypoints out including the sequence and focusing on only the designation and providing steering cues for it. To go back to the waypoint sequence you have to wipe that designation. Which can be done either by using the Undesignate/Nose Wheel Steering switch on the stick. Or by hitting the boxed TGT option on the top right of the HSI where the waypoint selection usually is.

It does not disable all autopilot modes idk where you're getting this from. All of the other modes but coupled are still actionable

Again. Just "turning it off" doesnt do anything because the designation is still there. Remove the designation and it will allow you to select a waypoint and turn the auto sequence/cpl autopilot back on again. You can't do both of these things at the same time it's just not how the hornet works

You're overriding the waypoint selection and the autopilot by actioning the TGP into an AUTO track. Any designation source will do this. The whole system revolves around having one or the other as the primary selection. You have to undesignate the SPI in the HSI to reset everything and use auto sequence again. Turning off the TGP is not going to do that. Nor is changing master mode

Maximum trap weight is the #1 cause that i am seeing from most people crunching their gear, the other part is people slamming it on the deck and not flying the glideslope. -You have get the jet under 34 thousand pounds (use the checklist page, it also accounts for external stores automatically) -Follow the glideslope all the way down. Easing Guns is a very common bad habit that a lot of people have (inlcuding me sometimes). Easing Guns over the roundown above the unrestricted weight is also going to exceed the strength safety margins of the gear. Keep that one also in mind.

Aircraft only auto trims to 1G when the flap switch is set to auto. With Gear and Flaps down it's more trying to nullify pitch rate instead of targetting a specific G load. And you are correct. Airspeed should be the last thing you look at when getting the jet on speed. The VV and the E-Bracket are the most important, while airspeed is almost entirely dependent on your gross weight.

that's why the deck has marker lights on the landing area perimeter and the centerline, that is what you're flying off of. Not how illuminated the deck is. When the carrier switches to case 3 approaches it automatically turns those lights on when somebody calls in. Some servers will turn those lights on manually through scripting. Was added in recent updates.

huh. I knew about the stick being locked. Never noticed the throttle was. Replicated it myself and reported that additional issue.

So something i wanna understand (been reading for some time now into radar theory to understand most of the concepts) is the pulse intregation schemes between HPRF and MPRF. What's the reasoning for HPRF using less CPI's and not using binary integration vs HPRF with uses much more and but only effectively requiring 3 detections out of 8 with binary integration? Could never really find an answer on this.

you'll know the jet isnt in A/P when nothing is colonized on the UFC page. CSS you'll only know if it's engaged when the jet "feels" sluggish in the controls, CSS dampens the inputs in both pitch and roll. Hitting the paddle switch exits both.

I've used it a couple of times on grayflag but no when other people were trying to land at the same time. There were issues with it straight up not going into ACL RDY at the lock on point after it was released. But idk if that's around anymore, will have to check that out. As kind of my final piece here. I'm almost certain that the cause here for some of you is you're just out of TILT limits as wags and i mentioned previously. You have to be much closer to centerline for the ACLS controlled phase of the approach or else the jet is going to be commanded to roll super hard and get kicked out of A/P. You have to remember that the ship is moving away from you and slighty left to rightbecayse you are following a bearing line that matches the angled landing area. You have to constantly adjust to the right to keep on centerline. If you're trimmed out and on speed it's very easy to do. But if you're fighting to stay at altitude and be stable trying to use forward stick to stay on speed i can see why you're having a hard time. Before trying to attempt carrier landings, get comfortable with flying on speed and the transitions between. It will help tromendously.

i already see it You are so out of centerline that the autopilot system is freaking out when engaging it and it is kicking it out out coupled mode. See that line to the right of the velocity vector? You need to have the VV on that line. That is the centerline of the landing area on the ship.

If you are in an autopilot mode before the ACLS latch you have to completely disengage autopilot and then reengage coupled mode to get it into CPL P/R. Otherwise it stays in CPL HDG or it freaks out and kicks the jet out of AP

This is not a bug, you are making a feature request. Avionics behavior is intent to match the OFP's in accordance to available documentation and that alone. Not to "personal needs"

....why? In case 1 pattern's your rolling out into the grove at most 1 mile aft of the boat. There are so many issues with try to doing it this way let alone getting the ACLS to stabilize before you're already right up on the ramp. All of case 3 happens at 50 DME and in. Not "300" where are you even getting this from??

Care to send that source?