WarrenSkip

FYI, When FPAS page is implemented you'll get all that automatically.

NVG is already implemented. rshift+h

I tried dumping fuel while doing it, no cigar

1:44 was my best Full burner the whole way.

The reason you don't like Case I is the reason I love it lol. I just love having to be at utmost concentration for me to hit the numbers and be where I need to be. Case III is a lot of fun for me as well, a bit tense but all you have to fly is the needles.Case II, if you're wondering, is a Case III marshal stack with a Case I approach and pattern. Here is, after a month's practice, getting my first FAIR grade as by a USN pilot.

One of the new Hornet instant action missions is "Valley Run" in the same valley where that F-14 video took place and is the exact same mission. Am I smelling something, something, fast?

No flyco, Jabbers tutorial is correct. Wings level is at around .8nm at around 320-350ft. Rolling out at 10nm in a Case III recovery does not count as the groove.

The groove starts at about 3/4th a mile from when you're at the start coming out of the turn at the 180. Groove length should be 15-18 seconds TOPS, no less, no more. Not sure how you came to the conclusion that anything more than half a mile would equal to 20+ secs in the groove because I have done it. Here's the video, graded by a USN pilot: Long in groove by about 2 seconds. https://i.imgur.com/PVpTvWW.png

No. It just outputs DMS differently. You enter degrees, minutes and seconds, but the hornet stores the seconds as decimal minutes, so 1 minute 30 seconds is stored as 1.5 minutes. As for OPs question, I don't think it is currently possible, but what is possible is to change the map to DMS, cheers.

Where did that very go? :)

Think this is simple enough: jackmckay and maverick, where is your evidence for such claims? When I say evidence, I mean concrete data that show the faults that you highlighted, such as the ones you list in your paragraphs. You claim a lot of things are wrong, so would like to see evidence. A refusal or no possession of concrete data (evidence) should warrant an end to any discussion on this thread and it should be closed. Thank you.

Actually I think if you choose a WPT or TACAN station it should fill in the rest of the page. FPAS page can't show you current range/endurance or optimum range/endurance if you have weight on wheels (without having WPT/TACAN). See PS979's 2nd picture: "With engines running and WOW, only default and optimum are valid." Here, only default is valid and shown because there is no waypoint selected or TACAN selected. If there was WPT or TACAN selected with WOW you would also see optimum range and endurance info.

Try doing Case I Carrier Recovery, you will understand how landing on a carrier is A LOT harder than doing AAR. Of course, Case I Recovery meaning you have to do the carrier landing properly in the real military way and not just landing. Also as you become more and more understanding of how AAR works, you will begin to understand that AAR after you connect with tanker is ONLY formation flying. It is extremely simple thing, which is keep formation. Of course, in the beginning, it is VERY HARD, but after you practice it becomes a very simple thing which you can do properly everytime. But carrier landing doing properly? That takes months and personally I can't still do it consistently like the real pilots. You will understand when you try carrier landing properly and not just landing it on carrier. Check internet for "Case I Recovery" and you will understand why it is 10000x harder for carrier landing than AAR!

I don't know where you see this. The server admins that work regularly 6+ hours a day coding (n addition to their jobs) trying to keep up their servers are actively trying to communicate with ED, which they are right now, to make DCS better. There are a few issues in MP, but those issues are game-breaking for a lot of people. Nobody is griping here, everybody is wanting the same result, which is a better DCS MP, and obviously ED are working on it, but the server admins who are creating these wonderful and extremely complex dynamic missions have to deal with so many bugs that should have been fixed some time ago, and that is why everyone is talking here. ED are working very hard to resolve this in coordination with the community, and the fact that you think that this community which has been, still is, and hopefully will continue to support ED greatly with help is GRIPING ED? That really is an insult to what lots of people do working up to 6 hours a day out of their free time on extremely creative, extremely complex, dynamic multiplayer campaigns on servers with 40+ people regularly trying to fix and deal with bugs present in DCS, of course along with continually finding workarounds for issues in DCS' code. What we are doing right now, all of us, is trying to work with ED, understanding eachother and both our needs and capabilities, to try to make DCS MP a good experience for all.

Forum post of the month? This hurt to read after a month of doing it properly and it turned out LSOs dont really care /s. PNU - Pitched Nose Up, something that contributes to a bad grade. Might I add that LSOs wouldn't say "do some of that pilot shit" since they are pilots, in fact one of the best pilots in their squadrons, and they know exactly what would lead to a DQ or no-grade and what wouldn't. This would.

AOB of 27-30 is not set in stone. When on-speed with the Hornet and anywhere from 1.1-1.3nm abeam, you use anywhere from 27-30 AOB. How do you know how much you need? The closer abeam (1.1) the less AOB you use (27-28), then the farther abeam, the more AOB you're going to need. Let's say you're 1.1 abeam, until you reach the 90, try to keep 27-28 AOB, when you reach the 90, look at the ship and learn the sight picture, does it look like you're going to under or over-shoot? Adjust accordingly. In the end, this will take lots and lots of practice. A month after being helped a lot by a USN guy on discord (I play quite a bit since a couple months due to holiday) I think I now get consistent FAIRs/OKs (mostly FAIRs though), so practice practice practice!

Mixing Air-to-Ground weapons is not possible in the real Viggen as it's systems weren't designed for it. The CK cannot handle mixed weapon loads with the exception of AKAN.

FAIR pass on the Hornet as graded by a current USN carrier pilot in-training (300 FCLPs and carrier landings)

He literally said that he watched it.

Nothing to do with his question. That's targeting ageing so when a target disappears of your radar view, you get to see his ghost for 2,4,8,16,32 seconds after you lose him on radar.

-750FPM is the most that you should land at.

Throttle will move to control AoA not speed when on approach mode. Basically, you would never have to worry about AoA once on-speed, all you would have to do is move your stick, making the process way way easier. IRL, from what I know, experienced pilots use ATC on approach all the time for Case I, but only experienced pilots, while non-experienced pilots go manual. Obviously the experienced pilots use ATC so they don't have to use throttle, and it is only for them, since you know, they are experienced enough that they don't have to train with manual.

He means for approach, where it doesn't work as it should currently and shouldn't be used for approaches ATM.

Part 6, Page 92, Step 13: "Set velocity vector and keep it there. Keep velocity vector on the crotch." This is called Spotting The Deck, and it should not be done. Your path should only be controlled by your initial position at the start, ball, AoA, and lineup. You should not reference or aim for any part of the boat with the VV, that's deck-spotting and as A.E.W said in one of his videos, a dangerous habit. Page 97, that Plat cam is not the same as the LSO cam. LSOs dont use the plat cam for reference. As/If I find more, I will post here. In any case, thanks for the guide Chuck!

Well as shitty as the answer is, it is practice. Start off with formation flying, because in essence that is basically what AAR is, formation flying. Practice a lot and you will get better at keeping position. Approach the tanker at very similar speeds, you want to basically reduce approach speed once you are in pre-contact range to around 1-3 knots difference. Have small movements and stay calm, it's very psychological, shoot down the tanker once or twice to feel good if you are upset :) Once you put the probe in the basket, don't look at the basket at all, in fact ignore it. Just fly formation with the tanker, look at the tanker. The absolute worst thing you can do is look at the basket. Power on/Power off usually works, so if you even feel you are getting back from the tanker, add a little power, and remove a little power. Very small movements. You constantly have to move the throttle to adjust your position, and most beginners do overcorrect. That is, they wait until the aircraft actually moves forward before they push back the throttle again. Don't wait for the aircraft or else you will constantly correct your own overcorrections You will need to look for a stable reference, for me it is the actual tanker, I fly form with it. Whenever you feel like you're overreacting and getting frustrated just a bit, back off the throttle, breathe deeply for 5 seconds, go back to pre-contact At one point, it'll click, and everything will be fine