victorlima01

vctpil, I have a similar background to yours. I also came to DCS after using HGS from the 737NG for a number of years. So in my mind naturally by aligning flying to the steering line in the heading tape the vv should be immediately underneath it. According to a rw hornet and rhino pilot, the steering line in the heading tape is wind corrected. If you fly towards it you'll arrive at the selected wp, no matter the winds aloft. I can't remember what he said in regards to the vv not being under the steering line, but what Kio said makes a lot of sense in my opinion. I haven't tested this hypothesis but if you're telling me that placing the wp marker on the heading tape doesn't get you exactly over it no matter the winds than the system is bugged as I suspected and you discovered.

Ha! Great analogy. As for being 2019... there's a plus. I'm not a fighter pilot. But I don't have to be. I just identify as one.

Migo I was running into the same problems as you. Turns out if you ease up on the break once you're at the middle of the 180 degree turn you'll be much closer to 1.2-1.3 abeam distance. And at 1.2-1.3 nm abeam, you can pretty much maintain your aob around 27 degrees. Once you're at the 90, revert to visual and use the needles and the tacan as well to help you line up (tacan needle crosses over as you pass through the wake). It takes a little practice but eventually you will begin to get a feel for how you're looking at the 90 and adjust your aob accordingly to roll-out on centerline and on speed. 1.0 nm abeam is a little too close for comfort in my opinion. You'll need an agressive bank angle, which means more power, which tends to mean more fluctuations as you're easing into and out of turns. I was trying to not use the acls needles on case I patterns not to create a dependency on it but turns out most real world guys use it - and not to help with line up either, but actually to help with glideslope from the 90 onwards. Or so I've been told

you are correct. Both Hornet pilots who frequent this forum say they never saw a bag being dumped, even when deployed in a combat cruise. Of course in a full blown war scenario with dogfights and BVR engagements every other day the reality might be entirely different. But that hasn't been the case for these past few decades.

Yup that did it for me as well. Thanks for your post

I’m not following. Yesterday I flew a mission where I had four different targets, and they were all programmed under PP1. I don’t really understand why there are so many PP slots available since you can program all necessary targets under only one.

So, getting back on track... it's clear from the photos that there is no solid black bar. And I think Greg confirmed as much in his discord, but I can't be sure. So why are we still seeing this? It really is a nuisance. If Wags says it will stay in, then I'd like to at least have confirmation that lot 20s behave like that.

We all knew you were talking about the shit hot break. However your terminology is off. I don;t think military landing is a thing. And while eventually all rw operators learn and perfect a sh break, you'd be hard pressed to find one who would call Natops-abiding pilots p*ssies. By the way a shb is still Case I. It's just a technique used to break the deck.

Sounds like a cool mission. Do you mind sharing? I don't have the courage to tackle ME and set one up myself. Sorry for hijacking. Back to normal programming.

Just put on wide receiver gloves, wrap your stick in Tennis racket grips and you'll be an authentic Blue Angel.

This has happened to me before and exactly for the reason Revelation mentioned. Try again and see if you can rproduce it.

I recommend spending a bunch of time flying on speed on AOA with gears and flaps down. Once you learn hor to fly straight and level and keeping it there within 20 ft, start practicing level turns with different bank angles. Notice how you'll need a lot of left hand to keep the plane level during turns. You'll finally grasp how to fly on speed and at AOA. Once that is done you can begin practicing descents with different vertical speeds until you learn what you have to do with your left hand to start descending and most importantly how to keep a steady rate of descent once you reach the vertical speed you're looking for. Got that down? Good. Watch Lex's Youtube videos and start working on the pattern, starting at the initial. For this I recommend Bankler's excellent Case I mission, which wil tell you how well you adhered to the pattern. I do not recommend just practicing straight in approaches. You'll have no use for it ever, unless you're doing case III. And even in CAse IIIs you'll eventually transition to ball flying, which means you have to master "on speed, at AOA" flying. Finally, whenever you're flying on speed, on AOA, your left hand will always be stroking the throttle. If you're flying straight and level you might just find the sweet spot and not have to mess too much with it, but more often than not there are small tendencies that have to be cancelled out by minute power setting changes. It's a lot of work, but there's nothing like flying a mission and trapping on the 3-wire after skillfully executing a Case I pattern. Happy flying

Sure, except it's extremely unlikely Boeing will give this information to Eagle Dynamics. I thought that was a given, my bad

Buzz I can't speak for them but that is how I interpret what they said. 20 years of service combined and they never touched it an never saw anyone touch it. These guys are pro and have incredible SA, so in the off-chance they put themselves in a position where over-stressing the airframe is the only chance to possibly save their lives, they did messed up somewhere (at least in training). I don't think it's the only reason though - I think the logic behind it was: "the aircrew must be able to quickly overcome FCS-imposed limitations in any emergency they deem necessary." That is my interpretation though

Hummingbird I don't think anyone is offended, but I for one am at a loss: it seems you want things to be modeled to a very precise level of realism, which leads me to believe you like to keep things as real as as possible (as do I). And smashing your paddle switch every time you merge is so unrealistic that the guys who flew the Hornet have never heard of it. I understand your argument might be: "There hasn't been a documented combat dogfight in a long time so who knows, in an actual life-and-death furball they might do it." But according to them that is simply untrue as well, since they train the way they fight and you simply never resort to it unless you're about to become one with something else. Using the paddle switch to gain angles and win a knife fight is simply not in the syllabus, and since no one does it who nows how the jet actually behaves? So how could it be "modeled correctly"? Anyway, if you do it you're going to down your jet and your skipper might want to have a word with you. My 2 cents. Happy flying

The above is correct, although both rw operators who hang around this forum have both stated that actually what they were taught to do in the rag (FRS) with unguided bombs was to designate via any means available (ball and chain, pod etc, waypoint designate etc) and still release in auto, rolling in as you would with ccip and sweetening up the diamond as you dived and finally holding the pickle button until release. They had much less experience rolling in with CCIP, saying it's pretty much a back-up mode. After learning this I tried reverting from CCIP to their method only to discover that it's much harder in-game because of the difficulty of sweetening up the designation (in my case due to a horrible TDC and also because of a crappy 22 inch monitor). So now I just use CCIP as always and my accuracy is much better.

Doesn't it depend solely on the controller pointing his laser where he wants and with the correct code? So you could theoretically have more than one laser source pointing to different targets with different codes and your weapons will find their mark in one pass f they're using the correct codes, even if they're released simultaneously. Or you can have one controller shift his laser once target is eliminated.

How about 2 rw Hornet pilots in this very forum who just said that it's modeled correctly? I understand where you're coming from, but in this specific case two real Hornet pilots just answered it for you.

Works in game, but if you're striving to do it as it's supposed to be done that will get you kicked out of flight school. You should never use the marker when ball flying. Once in groove all you've got is ball, line-up, AOA - which does in fact translate to the marker being somewhere close to the crotch. But it's the result of your ball/lineup/aoa scan, not the other way round. Took me a long time to drop the habit of using the marker as my sole source of information. Now I forget it's there.

My 2 cents: I really struggled with AAR in the beginning, and coming to grips with it has made for a whole new experience. There are plenty of tutorials and people willing to help those who are having difficulty, like I did. Learning air refueling in the end made me an all-around btter pilot and got me into form flying, to the point of joining a virtual squadron. So I think people should just take the time to learn it. Honestly, if someone buys the Hornet module for DCS they're looking for "as real as it gets". AAR is a part of pretty much every single combat sortie out there. I for one am looking forward to it being an integral part of this campaign

What Lex just mentioned is what finally got me to snag 2 and 3 wires and be somewhat decent in form flying and AAR. You should try this before walking the throttles.

It'll probably be fixed when they release the completely new carrier module

What's been fixed? I don't think anything is broken at the moment. Approach mode simply hasn't been implemented yet and it'll probably be a while. Wags and the team are probably focused on weapons systems, tgp, ag radar etc. Honestly I could do without it. I've just become so used to flying manual, plus I think the challenge is invigorating. And like someone else said, approach mode atc is used pretty much by the experienced guys. I like to think of myself as a JG at best.

6-9 months! I made a whole baby in that time, surely you meant 6-9 more days. Just kidding man, I know these things take a lot of effort and I will patiently await with my wallet ready. Really looking forward to this - take all the time you need!

Not the way the game is simulated right now. I can't remember NATOPS off the top of my head but I think the real bird behaved the same way: you set your desired airspeed with your left hand and engaged ATC. Realistically speaking, few Hornet pilots used ATC at all, and I'd say none ever used if for tactical flying. At most when marshalling or for x-country flights (or a flight lead to make things steadier for his wingmen)