Lex Talionis

... lots of moving parts here. Google "Z diagrams" . In short, a typical run should be: roll in around 8,000 agl around 2.2 miles from target, around 30* dive angle, 5* VV offset above target, 450kts on the wire, 3,000 pickle altitude. safe escape. 7.5gs off target pull. stepper / faster is always better than shallower / slower. again, lots of moving parts and math in this, but just about all free fall ordinance can be delivered this way. One of our guys made a vid of this. The numbers are not real world, but they are adapted for the game . Hope that helps :)

.... took me a few passes to wrap my head arround your scenario but i think i have it. At #3 : 61 in the patt would never be told to climb to 2k n the upwind and sent to the stack. If you want him gone, he will be told to depart like everyone else 500 feet brc. And would then return to the break to try again or told to stack. Aircraft in the patt at 600 feet are not told to climb through break aircraft altitude of 800 feet. Altitude deconfliction is retained by simply telling patt aircraft to depart and re enter. Whats more... instead of trying to control the aircaft, let 61 figure themselves out and turn x-wing when they can. When the section (11 and 12) arrives at the bow, they can assess if they can break inside of 61, or if they need to allow 61 to finish his x-wind turn then break "with interval" behind 61. If the section runs out of distance after passing the bow trying to figure out their interval such that they can not break by 3nm, then they simply spin and return to try again. Lather, rinse, repeat. With only 1 aircraft in the pattern however, the section should be able to find a hole before or after 61. Even if 61 extends so far upwind that he turns x-wind at 3nm, the section should be able to break in front of 61s x-wind. Typically the only time a section cant break because of sequencing issues, it is due to a full or close to full and strung out patt. Segway to #4 Simply hold the cats untill the patt is un scrued up. On to #5 Who is mr poopypants, and what is a "high speed straight in final? A case 1 "straight in" is simply not a way to enter the patt. Only way to fix "incorrect" is to tell poopypants to enter the patt "correctly" or go home. Its a bit hard to explain in txt. My vid may shead some light on it. Or you can catch us in discord. Hope this helps :)

1 yes 2 no , you do not spin from the pattern. From the pattern you either [edit] depart or turn x-wind to stay in the patt for another trap attempt. 3 yes, once they arrive at the break. The spin is s tool for aircraft that arrives at the break and the patt is full. The boat patt is more pilot driven than you would think. And this doesn't mean everyone is talking on the radios. It means everyone knows the patt "rules of the road" and follows them. Hope this helps. :)

.... very rarely would the plane be configured without flaps. It was just not flown that way.

.... the amount of pitch is manageable in the game (currently). And within the realm of reason ability for acuracy. Keep in context: you are trimmed for aprox 140kts and just added about 17k thrust per engine. Nose is going to rise quickly, your left hand can't be slow.

I hear ya. Yes the mechanical operation may have changed, but as it is utilized by the pilot (for those that are pilot operable) it is transparent. The front seat stick actuating meat puppet "trims" for the same thing regardless the aircraft or how it is mechanically realized. As to my opening paragraph, I wasn't trying to contest anyone's desire for accuracy. My opening statement was an assumption in the context of this game and how i have seen the majority of players play it (including myself. I have no delusions of grandeur ). Wasn't meant for anyone to take personally, my apologizes.

..... is the seat armed ? Hope this helps :)

Flaps are what changed the logic, but there are no "regular " procedures (except EPs) that had you flying around with just the gear down. I have not tested how the game does it. My apologies if i was mistaken in that the question was gear only .

25-30 per LSO school (lso natops chpt 6.6.6 Recovery Headwind Requirements). Where 25 is taught as optimum across the board. Each aircraft does have independent minimums. Except (i think) the COD where it literally states "25 kts" as a NATOPS limit. Having the boat steam 25 kts in the game seams to work best. Any less, typically used hornet numbers don't seam to work, any faster and the planes seam to slide around to where it is unmanageable. Hope this helps.:)

The jet does not auto trim configured.

:)

All aircraft pilot controlled trim works the same way (required pilot shiz is the same ). Trim hasn't changed, just the way it has been pictorialy represented in various aircraft. It's probably more that untill now, no one really cared about it and/or utilized to the level of acuracy landing on the boat requires. Practice this: When: 5,000 feet, fully configured, lvl flight, on speed. Then: Speed up to 200 knots, trim for the new airspeed while maintaining lvl flight. Then: slow back down to on-speed, trim for new airspeed while maintaining lvl flight Repeat and increase the transition with increased proficiency. When ya get that then start: When: 5,000 feet, clean, lvl flight, 350 kts Then: power idle speed brake out, decelerate through 250kts fully configure, power as required, intercept on-speed, all while trimming and maintaining lvl flight. Then: power MRT, clean up, intercept 350, all while trimming and maintaining lvl flight. Repeat and increase the transition with increased proficiency. Try and maintain +/-100 feet and +/- 10 deg desired heading, while doing this exercise. Hope it helps :)

Yup. :) but that is only if the thrust curve and where L/D max occurs is acurate in the game.

4.2 AOA is max range, 5.6 AOA is max endurance. Typically your flying at max e while your refueling on something that is orbiting, and max r on something that is dragging you to a destination. At least that is what you would hope the tanker would fly.

In the U.S., Yes. Exceptions are found in MOAs and IR/VR routs. But 10k is a drop in the bucket for most of us so it is a bit of a moot point. It is getting above FL290 without RVSM that si the real kicker. to really nerd out: https://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/documentid/1031968

I understand this is a bit of a hot topic and it was brought to my attention by a participating member in the conversation. We ("Speed & Angels " and affiliated pilots) try not to actively seek out controversial issues but if the powers that be would like to contact us on our discord, im sure the harrier pilots would be happy to answer questions where they can. The link is below. Hope this helps:)

.... marine all weather has less to do with the aircraft and more to do with the multiple crew to help mitigate the human condition. AWs are intended to be all deltas. If they had charlies, it was a fluke. No idea how it is now however. Only changes between the air frames was deltas had ATARS birds. Just a camera in the nose instead of a gun. And this was on only a couple of planes (literally 2). The corps had a very hard time keeping aircraft flying back in the lancer/moonlighter days. Hope this helps :)

per military common practices: In the hornet PCL, and contrary to some other aircraft flight manuals, the hornet uses what is called a "nose wheel lift off speed". typically around 120-130 kts. Once the nose starts to "lift off", pull and hold optimum AOA (on speed/vv centered in E bracket). Confirm that you have not settled and are in fact climbing away, 2 "positive rates" meaning both the altimeter and the VVI are indicating a climb, gear flaps up. Hope it helps :)

To put into context ... The E bracket is simply a HUD pictorial representation of the AOA gauge. The indexers are simply another independent pictorial indication of the AOA gauge. The AOA gauge is simply an arbitrary numbering system to represent a relative AOA of the wing. (i.e. 12 units AOA on the gauge is NOT necessarily 12 degrees of measured angle of the actual cord line of the wing to the relative wind) The elevator trim of any aircraft controls the angle the cord line of the primary lifting plane (the wing in this case) will hit the relative wind at. This will yield a lift vector of X that will happen at an airspeed Y regardless of attitude if the aircraft is allowed to seek this airspeed once trimmed ("hands off trimmed up" among other phrases). Trim can be synonymous with "equilibrium" in this context. One very common misconception is that you trim for an attitude, this is incorrect. What does this mean to you as the front seat stick actuating meat puppet? A pilot trims for an airspeed (elevator trim), and the aircraft will seek it greatly reducing the work load of the pilot. For which the pilot modulates the power to achieve the attitude they want. (climb, descent, lvl, etc) In the context of ball flying, we do not care the airspeed, we care for the more rudimentary AOA (and for a few other reasons outside of this scope) such that the hook remains at the correct angle to hit the wire. This is the E brackets function: trim so the VV is in the center of the E bracket. Once trimmed, if the aircraft is flown correctly, the VV and E bracket will move together. Not only will this keep the proper angle for the aircraft, their fore the hook, but the aircraft will actively seek that AOA and try to remain "on speed" for you. This only works with the primes of, you have the aircraft "no kidding" trimmed up, hands off, for "on speed" (i.e. center of the E bracket i.e. amber donut, etc) You would be amazed how many IPs let alone real pilots there are that miss understand what trim really does. I have a vid addressing exactly AOA and trim to help understand this. Hope it helps. :)

The "180" is 180* from BRC. Not the angle. All attitudes are flown off the rad alt at the boat. The NATOPS has this diagram you may consider adding to. It is at perspective and not plain form however. Hope this helps.

All good, just great to hear you get something out of it. Also, please check out Banklers case 1 trainer. He's done a great job with taking those numbers in the vids and creating a means to self evaluate that "pilot sh!z". The annoying LSO voice is yours truly.

A resource for game players that have questions for pilots. All my guys have provided either a dd214 or a FAA cert of which i verify. We host regular "events " for various games of which many pilots participate in. Typically we suck, but its a good time. Personally i develop hardware, modifications for existing controllers and new designs when nothing exists on the market. Good times, dont take things to serious, help where we can. Dispell much of the BS that floats arround. Many claim to be lagit, we actually are and are more than happy to prove it.

Military rated thrust, is the maximum thrust the engine can produce per the eng manufacturer's specifications, and without AB. This typically happens at 100% n1, if not, than very close to, +/-5%ish Max thrust is with afterburner. These are terms also defined in the NATOPS. We make afterburner detents for the warthog specifically designed for the 18 requiring minimum tweaking. Thay are free to any member of my discord channel, only pay postage. Link is at the bottom.

Come and chat with us anytime .. all of the pilots in my group can be verified easily and are willing to do so. Unlike many others. . link is at the bottom .. :)

Contrary to popular belief, your pass is not graded by the wire you catch (or do not)