tekrc

maybe, maybe not. during the day its much more subtle but still there. even if its dimmer than this in reality would still be cool to have shown

would be amazing if we got this view firing the gun at night!

how do you change it?

pretty much it. its an autolevel and limits bank angle. changes usual stick system to correction adjustment stick. tanker you want flying straight and level and 33 pilot should only have to make small corrections to stay connected.

thats a fair guess. one less gauge to make. still feels a bit odd. the gauge on the 27 goes up to 9. honestly Id just use that and let the other .5 not be on the tape but someone had another idea it seems. honestly I didnt even notice untoil I tried refueling, got transfer complete, and was only at 9.5 instead of 12.

when I load 100% fuel, it loads to roughly 9.5 on the gauge. but the gauge goes all the way up to 12? to my knowledge there are no external tanks available so why is there so much extra room on the gauge?

uncle was definitely earlier. he was telling stories from the 70s wasnt in any later than 85 not sure about entry. I agree it could work a fair bit smoother than it does. though I dont want the basket rolling out from someone calling 100nm out etc. I like how the 135 does it where once youre close enough the boom deploys after initial contact. side notes I also realized the 78M doesnt tell me his altitude when I ask to rejoin like the 135 does? would be nice also the 78M has 3 baskets and used to use all 3 in fc2. what happened since then where we can only have the wing baskets fueling? guessing a realism thing? which makes me wonder why it has 3. this has been mentioned but dont remember seeing anything official for a response

never seen the drogue lights myself. Ive only seen the refueling lights on the plane being fueled so thats what I mentioned and since we have that already I pointed it out to those that dont know most definitely is more difficult than boom. its something my uncle who flew A-6s mentioned more than once on the subject. with boom refueling, you fly up to position and the boom operator handles the rest of the hookup as shown in several videos. while pilot still has to hold position after, the hookup is more difficult. in drogue fueling being off by about a foot contacting the basket or just rough air can cause lots of issues such as breaking the fuel line which also appears in video online and happened to one of the pilots on his wing. deviated too far and it broke off instead of detaching. if this happened on a boom system, the operator would simply disconnect to avoid damaging the boom or the receiving plane. some of of the risks of drogue fueling simply dont happen in boom fueling. he also mentioned the tanker racetracks that were used. wide ovals with long straits and waited until on a straight leg before attempting hookup to reduce chance of issues and makes it easier for the pilots thats what I was told. I dont know what or when you flew so I cant speak for your experiences. weather or not a type of fueling is harder or not I imagine would be up to that pilot's opinion more than anything. so that part is pointless argument to start. I was more saying more things can happen as you pointed out the 33 fights you the whole time you are in a turn... so straights would probably be preferred over orbits and in reality too if this is accurate. for the record this isnt meant to contest your validity. more explaining where I got info for what I was saying and reasoning for thoughts

there are refueling lights built into the 33. left alt+r. also western planes have lights on their refuel ports and probes for the same reason. and from what Ive seen, thats how the system works. as soon as you extend the probe, what is basically an auto level autopilot kicks in. its set up so you only make the correction needed and re center the stick. typically drogue refueling isnt done while turning for a few safety reasons. in addition, drogue refueling in general is considerably harder than with a boom since you dont usually get position lights for a basket. just the lights on the basket pod which I think shows if you are closing or opening distance? you do have on your hud a steering circle guiding you to contact position when in refuel mode. if you combine that with auto throttle with a tanker flying tracks and not orbits, its honestly not that hard to do. easier than most western planes have it as for an override... havnt tried. MAYBE the autopilot override command or overriding the fcs? (cobra switch) untested myself though so no guarantees

I had this happen too but dont recall the exact conditions. this reminds me of when the f15 flight model first came out. contact with the tanker for even half a second meant infinite fuel. ah.... good times... strange to see repeat of it though

once again.... wasnt sure what you made this post for. one of the reasons I asked. don't see anything specific being asked. but if the thread is here anyway and it was on topic, I added stuff that could help others that read since many people dont think of it that way or just ignore the thing entirely. its for anyone to learn from. not trying to say you dont know things. im putting it there for those who dont know. when I was referring to different symbols I wasn't talking about the 29-33. not sure why it was in my head at the time but was thinking of a ga system another pilot friend was talking to me about unfortunately most of the post you refer to talks about the ship board lamps it seems like. which are a little useless since I personally cant see them from farther than +/-.3nm thanks to LOD

its still an aoa indexer. works the same way but the symbols are reversed. its still slow down until donut and hold it (the auto throttle is helpful here as it is on US aircraft. just hold idle until on speed when on final and engage when you have the donut) but its the same idea as any other. gets you on speed or more precisely on aoa no matter what your current weight is. I point people to fly the aoa instead of a speed whenever I get asked what landing speed to use as this will always be more accurate. a landing speed will change by weight. but your landing aoa is always the same I always thought of it as the light was where your speed was and ignored the arrow. bottom light? too slow etc sorry if I'm missing something but I'm not entirely sure what you are getting at with this post?

not that different from doing auto in the huey. the weird pitching is your autopilot kicking off. drop collective to just above where you have control authority to keep rotor rpm up and keep control, establish forward glide speed if possible/needed, flare to slow down near ground effect and bring up collective to cushion landing. not a by the book procedure but general autorotation rules that work in basically any heli. exact process varies by person but do what you do for the huey and should be fine

the aim--7 is a pretty capable missile. just takes a little more skill and cant turn the plane away. that gives it the same limitation as the su 27 so honestly feels fairly balanced. only disadvantage is against mig 29's with R-77 or f-15s with spamraams

in all honesty I prefer the A/A+ even though the b is easier to manage. realistically the things that make the A hard to handle: compressor stalls and so on, dont make much of a difference as long as you are smooth with throttle and mantain above 80% rpm (flight idle) really not that hard to get along with I like the challenge of the early engines and dont understand all the complaints sure its less of a t/w ratio but the whole idea is to learn your strengths and play them. not just go for the better model to begin with. if you learn the early model, you will likely do even better with the newer one. the old engines are perfectly capable below 15k ft if you didnt want a challenge you are playing the wrong sim.

I can already visualize how I want to make a video using this! now I have to learn how to get all the camera angles

theres actually a lot of things missing in dcs. like on the p51 the having to juggle the throttle to keep plugs from fouling and the oil pressure under red line doesnt exist. probably the biggest challenge in getting it started and its sort of optional but not much for jetwash or wake turbulence so im curious if HB are going to try it since its 3rd party

good info. which makes me wonder if we are going to have the burble modeled.

pilots do have to maintain currency for carrier operations. but not for acls specifically. have to do day and night landings or touch and goes in a period of time or they have to re qualify. acls is more or less the ship telling the plane what to do to correct itself so im not sure if a grade is given or not. pilot doesnt have to do anything except initial line up, configure gear, flaps, hook, DLC, and speed brake, turn on the auto throttle and engage the acls, then monitor for disconnects in which case approach continues on manual.

mode I ACLS basically means auto land. you dont have to do anything as long as the system stays connected and on path. usually used in very low visibility. not so much bad weather because the system at the time wasnt very good at correcting for large deviations. in that case hit the tanker and wait for calmer air. otherwise in case I operations it was either used to get down to minimums then manual final, or manual all the way depending on traffic. the system is enabled/disabled on ship. if the system isnt running the pilot will never get the ACL READY light on annunciator and instead will get VOICE telling pilot he will be guided by voice prompts from the lso

that makes more sense. I thought the system worked slightly different. I was more confused by the missing a/p coupler light than anything.

ok I think I was reading the wrong light then EDIT: the A/P COUPLER light never comes on so I was watching the cmd control light. nevermind

from the manual for the D at least dont know about earlier since I dont have those (so may not be the same on all models. I get that): ACLS approaches apply to properly configured aircraft utilizing carrier or shore−based AN/SPN−10 or AN/SPN−42 ACLS radar facilities. Three primary modes of operation and two submodes are available. 1. Mode I approach automatically controlled to touchdown 2. Mode IA approach automatically controlled to a minimum of 200 feet and one−half mile; manual control remainder of approach 3. Mode II approach manually controlled using AN/ SPN−41 or AN/SPN−42 vertical display indicator and/or heads−up display presentation for glideslope and lineup information 4. Mode III approach manually controlled using only CCA−controller−supplied information 5. Flight director approach manually controlled using HUD flight director presentation derived from AN/ SPN−42/46 information and navigation system data for glidepath intercept and following. sounds like your'e modelling mode 1A then and not the others? However, watching the video back, the ACLS does NOT disengage until less than a second before the wheels meet the deck. guessing it was on until the hook hits the deck. (see the CMD CONTROL annunciator indicating ACLS is active and the audible click at the same time it comes off probably the auto throttle switch releasing immediately followed by the thud of wheels on deck) effectively means this is a mode I landing and the bounce still can not be pinned on the pilot Im not trying to argue with you but what you say does not appear to match the video

except the acls was the one landing the plane ;) cant pin this one on a pilot. side note: it would be really cool to hear audio feedback from the lso when on frequency for carrier traffic. like which wire did we catch and correction callouts in the groove and or the ability to call clara/ball to control how many of the corrections we have to hear

if theyre ejected (which is what I was explicitly talking about) you cant see them moving. models of ejected pilots are there but never see them move around. try with a friend, eject and see if they can see you moving or not when you walk around as ejected pilot. no head movement and no physical change of location either. ejected pilots just stay where they land for other clients. so if you eject on a bad landing for example and have your pilot walk clear of the runway, for everyone else the pilot wont move at all