victorlima01

Automatically chosen by marshall. and so far I've only been assigned the reciprocal of final bearing. I hope they'll soon add some random offset radials.

They need to remove underline oks or change the way Jell'o awards them. I got a couple already and I'm not the ball flier out there. Talking to GB who was an LSO for over a decade and the only time he awarded one was for a retiring pilot's last trap.

Nope, no joke. If you're leading a 4-ship you're expected to break expeditiously and lead in a fashion that doesn't result in -3 spinning. If you do 300 kts you might cause a bottleneck behind you. So aim for 350, break right at the bow and that should give ample space for -3 to break without bursting the 4nm limit. Leads should have no problem handling a tight pattern. Remember Goose: "do some of that pilot sh*ˆt

Another way to go about this is flying 4 min circles at 300 GS instead of racetracks. This is just geometry though. Also, I know a pilot who establishes a "pseudo-fix" 10 nm behind her assigned marshall DME . I think that's what Jell'o describes doing back in his day. That way they'd have 2 min (10nm at 300 kts GS) to go in a straight line after completing a circle to arrive at the marshall at the EAT. I think the rationale is that this straight leg would work as a buffer where you can adjust your GS while flying straight towards the marshall to arrive on time. Edit: I found GB's method to work best for me though back when he taught it at Lex's discord.

Water brakes. http://www.navybmr.com/study%20material/14310a/14310A_ch5.pdf

Pretty sure Creepy has proven to be one of the guys. :thumbup:

If you look closely we're T-6 from release.

Sometimes this community makes me lose interest in humanity.

I think most rw hornet/rhino drivers will leave HUD on left DDI and HSI on right DDI or MPCD

Friendly reminder: Would really appreciate it if the simdads around here wouldn't antagonize the precious few Hornet and Rhino pilots who're willing to drop by and help with what they can. I know I'd be out of a medical students' discussion forums in a heartbeat if such rude commentaries were driven at me. Nothing to do with skin thickness... I'd just not see the point. Thanks G and Creepy for you continued input. They are valued.

I stand corrected (twice). Thx for the input guys. I should've remembered: better to die than to look bad. (that's a joke I know both of you would just land the damn thing)

From talking to experienced naval aviators I've learned that the HUD in modern naval aviation is so relied on for a safe pass that you'd probably divert - if not flying blue water ops. In blue water ops I think most guys would consider a hud failure pretty much an "almost inflight emergency" That is why it's always repeated on a DDI in case of failure. Kuddos to you for having practicing without it. I've tried and failed miserably. I bet it made you better behind the boat.

I can imagine. To be honest, I can't. But I'll take your word for it! Thanks for the insight.

G B, did you personally find night launches worse than night traps?

Really great. Thanks.

GB did you ever get a chance to break the deck so, ahem, reagally? ;)

no hear, no comment :)

great read, thanks. I'd never stopped to think that just to be in position to break the deck and be "eligible" for a shb you have to be really smart about your position in the stack (considering your side number will let you hold at 2).

I just read a book - "Black Aces High" - where it was implied that cyclic ops are maintained during combat sorties (at least during the Kosovo Conflict explored by the book), and jets had to make it back from their missions in time to catch that recovery window. As a matter of fact the author describes an event where a 2-ship cap couldn't make it back in time for their assigned recovery cycle because CAOC demanded they prosecute an unrelated target and since they still had fuel they went for it. But since they arrived late and had to wait for the next cycle the jets couldn't be refueled/serviced/rearmed in time to go back up for the next scheduled squadron sortie. The skipper got extremely irritated...

Oh I thought you flew charlies for a time as well and that the tape was yours. Well coming from a Layman pretty much everything is impressive. Slowing down from 600 kts to on speed on aoa in a descending turn 600 ft above the deck to arrive at a precise location at a precise speed at a precise altitude and attitude really is mind blowing. In retrospect that's what you said. What simmers usually fail to acknowledge is how high the stakes are and how physically demanding and brain-intensive these tasks are. And it's all done just to shave a few seconds off recovery cycle and to look good... And knowing that ATC can handle a s!&@t hot is a true testament to how rugged and flexible the system is. The change in energy state with so many variables happening at once would lead me to believe that using it in such a scenario was a big no-no. Something new every day. Thanks

It is. AFAIK no such thing as a back-up reticle. I fly with a monitor and track IR and what works well for me is putting the basket in the altitude indicator box of the HUD and leaving it there until you plug. I couldn't do AAR before that. I'll try using the reticle as well.

Well now you're just showing off lol! Really cool GB! That was a Charlie and not a rhino correct? Also, why was the ATC symbology up at the hud? I thought you couldn't have autothrottle during a shb

IIRC each squadron in the air wing gets assigned a stack number and this is determined by the CAG and his staff. Thus it's one of those things you just know because every single time you come back to the boat you'll be holding at that altitude until signal charlie. And if things change, you'd be briefed beforehand. Lowest altitude is 2000'. So the squadron that gets assigned 2000 has to be at that altitude inside 10 DME from the boat and they will break the deck. So your assumption is correct: When you make the "see me" call it's assumed that you're already at the right altitude for your squadron. I'm assuming this is one of those things a naval aviator simply doesn't forget and would probably prefer to eject or hold at the wrong altitude and maybe get disciplined before asking twr to remind them at what altitude they should be. I think GB once said it's better to eject than to look bad/stupid :lol: Edit: also I'm sure if lead screws up and is at the wrong altitude one of the wingmen would say as much (or if that's the case, the NFO riding in the back). Nuggets who'd be more prone to making these silly mistakes wouldn't be leading a section or a 2-ship anyway...

Will the pass grades be recorded in a greenie-board of sorts? Gotta work on my sh breaks, my squadron's got the 2k stack. :lol:

Yep, exactly what I was thinking. Will give it a go