victorlima01

gotcha thanks

I'm having a hard time discerning the meatball with that zoom level. But my mind's eye tells me you're low from the deck's aspect. Try doing it with a bit more zoom when in groove. Hope this helps.

Hmm I did not know that. Always thought that FLIR imagery could be displayed on the MPCD. Hope someone can give us an answer. Perhaps this is one of those lot-specific things and older lots couldn't whereas newer lots had the ability.

Thanks for clearing that up GB. FB is indeed what I meant to say and I thought in this context it could be used interchangeably with BRC. Stopping to think about it for a few seconds obviates that misconception. Thanks. GB, the hornet waveoff pattern for case III you mentioned was wing specific or is it adopted throughout the fleet? I hear some of these things are sometimes CAG or squadron specific.

I'm not sure I follow. According to Hornet drivers out there almost all typical Case III ops are executed with marshalls offset from BRC, necessarily implying in intercepting the BRC radial once commencing. Done for separation purposes. Marshalling at the BRC is usually reserved for special (ie, emergency) situations.

Welp yesterday I was flying on the FPP server and for whatever reason the carrier started n aggressive port turn and we all ended up overboard

Yep I do it the way Tom Cruise describes it. As soon as I'm rolling wings level and entering the groove I'll zoom way in and scan away (ball, lineup, AOA). I have a crappy 22" monitor from 1875 and I can see the ball this way from about a mile away.

Thanks for looking into it... I'll find another use for the 3-way switch. Perhaps the cms switch...

Thanks, will give it a go. Perhaps I didn't have enough of a contrast between what I was targeting and the rest of the environment and that's why it couldn't enter point track. Concidentally it could've happened the first time I was placing the flir on the MPCD and that's why I got confused. I will report back my findings. Thanks again

Sorry for hijacking the thread for a minute, but I have a question that is pertinent to this topic and I don't want to pollute the forums. It seems that I can only switch from area track to point track in the right DDI by pressing my right sensor select control switch after the right DDI has been made the sensor of interest. If I put the FLIR display on the MPCD and I make that the SOI, I cannot switch from area to point track by clicking down on the sensor select control switch. Can anyone reproduce this?

Did you use a powertool or just a regular file?

Funny I should stumble upon this thread today of all todays, since yesterday I was reading the excellent book "Black Aces High" that describes exactly this procedure used by RIOs in the F-14A equipped with LANTIRN pods to find the range to target. I had no idea the Litening's Laser also functioned as a range finder and that it augmented accuracy. I'll adopt this from now on. Excellent explanations. Thank you guys. If only we knew whether this is simulated or not.

I would go with David's advice. Watch Jabber's and most importantly Lex's videos on boat ops. Catching the 3-wire sure feels nice. But you're going to like it much better once you're doing it consistently and just like the pros do it, following case 1 procedures. Like David said, learn how to hit one goal at a time and one day it'll all come together and you'll be rolling into the groove on speed, on aoa, at the correct distance and glideslope and with much better chances of flying a good ball and sticking that Ok, 3. This is how I did it: 1. Watched Lex's videos and memorized the case I pattern and the numbers I wanted to hit (ie: 600 ft 1.2-1.4 nm abeam on speed etc) 2. Started practicing arriving at the initial and level break at 350-400 kts. Most of the switchology should be done by the initial: ICLS, BRC and tacan dialed in, appropriate pages on the DDI, radalt, safe switches etc. I started learning the break between 2 and 4 nm after the bow) to give myself enough space and time for the next part: 3. Practiced slowing down further out of the level break and descending to 600 ft on the downwind. (from step 3 onwards you really have to be confortable at flying on speed/on aoa and controlling altitude with the throttle - so practice a lot of that if you want to be any good behind the boat). 4. Started practicing the IFR turn from 180 to the 90 5. Finally I started transitioning from IFR to ball flying from the 90 onwards This whole process took many hours of practice, but it pays off. I cannot recommend Lex's videos enough. Jabbers' video also does a good job.

Thanks for taking the time to help Raisuli. I'll start studying the lua files

Thank you so much guys. I feel like an idiot. Indeed the detent was just upside down inside the throttles. Thanks for the help though. CB, what a great find. I think I'm going to order it!

where can I read up on the physics? I'm really impressedd by the knowledge some of you guys exhibit here and would like to read up

Thanks man! Whenever you find the time. Not really in a hurry with the quarantine and all...

Hey guys, I have a TM Warthog hotas and stick that I've been using for the last year. I managed to misplace the AB detent that I wasn't a big fan of in the first place, and ever since I've been having to kinda feel exactly where the mil setting is without inadvertently slipping into low blowers. Obviously this isn't really ideal. I later read about someone who filed down their detent to make for a smoother transition from mil to burner (which is the reason I took it down in the first place) Does anyone know of a workaround - maybe a do-it-yourself detent? Thanks

Thanks for the quick reply and for trying to help. I guess I should give you an example of what I'm looking for: for example, the bottom and rightmost switch on the HOTAS is a 3 way switch that I'd like to assign the following 3 functions: AA master mode when switching up, AG master mode when switching down, and nav master mode in the middle position. I have no idea how to do this. I know it can't be done via DCS assigmnments menu. I've no idea what a lua file is or does, but I can certainly search for documentation if you tell me this is the only way to do it. I'm guessing if I can learn how to setup one of the switches, the others will be easy enough. Thanks

Hi guys. Sorry to revive a two year old thread but I think it might be better than creating a new one. I've finally decided to tackle this problem with my Warthog HOTAS and I was wondering what's the easiest way of going about it (making 2 and 3 way switches work the way they should). Thanks!

+1

This. Also, just hold the trim for 3 seconds. It'll get you pretty close. With just a bit more tweaking once you've decelerated to on-speed you'll be at nominal AOA

Actually everyone does that, except for the fight lead who breaks the deck at charlie, if he's proficient enough to go for SHB that is. (or anyone thereafter who finds a hole in the pattern to go for shb as well). I used to think that everyone who had the chance would always try to go for a shb. Apparently that is not the case. When a wing begins the deployment guys are usually a bit rusty and are more cautioous. Also, to maintain adequate separation you have to follow these rules and do pilot sh@*&t to adjust as necessary. You can't just break at will, you have to look towards downwind lest you break into someone already there. And soemtimes that means lead will break 1 nm after the bow and -2 and -3 a good deal after that. Dash four might have to spin if it were a 4 ship. So if -3 breaks at 3.5 nm he's obviously going to be at 600' and somewhere around 140kts at the 180 (as a matter of fact maybe a mile before). I don't claim to know these things from firsthand experience, but I've picked the brains of guys who lived it in a daily basis enough! To each his own... it's just a game after all. I like pretending I'm a JG on his first criuse. Majapahit likes to pretend he's Cag. It's all good.

Yeah that's what I meant. You'd probably head home if you were degraded to that point. But there's a lot of conjecture to that statement to be frank.

Not really sure this stuff is documented. But it makes sense! What I've learned came from talking to a couple of pilots when they had discord channels. But every time we tried to get them to give us hard numbers or rules to live by they'd say "do some of that pilot sh%$t and get it done safely and expeditiously. And if you think you might be looking bad just point your nose down and become a submarine. :lol: But general rules to live by according to them were: level break at idle +/- boards out at the usual 3.5 to 4gs depending on your airspeed and easing out of the hard turn somewhere in the middle of the break to get you 1.2 to 1.4 abeam depending on weight and aoa onspeed. This easing out was done by feel and looking at the geometry, if that makes sense. In so doing you'd hit 250 somewhere halfway around the break and then immediately dirty up and deal with any ballooning accordingly so as to roll out at 800 and begin descent to 600 on speed and aoa. The lots they flew had the aoa thingy on the hud making trimming for on-speed a breeze, but Ive read here that if you actuate the trim for around 2-3 seconds that'll put you spot on and that's what I've been doing with good results and without having to look at FCS page on the MCPD. On the real bird you'd just feel it trimmed out I guess. One thing I did ask once was regarding what to do when flying lead in a 4-ship which means having to break right at the bow. In my experience "bow breaks" make for a very challenging transition from break to abeam at 600 on speed/aoa, and I was breaking and descending. The answer was that in general level breaks are recommended and you'd do pilot sh*#t to descend accordingly if you were little high at the 180. I'm sure every hornet/rhino driver has his/her preferred technique. Cheers, Victor