Lex Talionis

The 400 kts whine is a thing. Pretty subjective to weather it is accurate in the game however. Given the only way to know how it "should be" is by recording the sound, externally from the cockpit, transition from 350ish kts to 400, in flight. Just some perspective ... :)

The par can be used when navigation instruments are degraded, EPs etc. Or simply used as a "pilot relief" approach given another *brain* is QAing your flying in real time. This changed a bit if i was leading a section as it help to have each aircraft tuned to the ILS for SA if anyone went "blind". Each approach has their place. Technique: if i ever needed a quick approach and was not ready for shooting one, and needed to expedite, if the PAR was available, "request PAR to active runway, full stop". No digging for approach plates, setting up a system, just fly what they tell me. This was the "go to" philosophy when i was in the fleet. It is interesting to see preferences change between peer groups. And what new aviators choose to take away from flight school. .... not trying to validate any one over the other

G limiter overide should simply act as if there is no limiter. If you have the stick at a position where you are not requesting max G from the FCS , and you paddle off the G limiter, there would be no percieved jump in controls as the FCS is not limiting anything yet. If you then pull into a region that exceeds the maximum G limit as calculated by the FCS, the aircraft will respond as if the limiter is non existant. If you have the stick in a position where you are requesting max G from the FCS, and you paddle off the G limiter, the jet would then "jump" as the restriction would then be released and the FCS would give you everything you are demanding. All that said, to try and isolate how this should "feel" is incredibly problematic as you are comparing anicdotal information. It is all very subjective from the way a gamer has their controls set up, the physical differences in controlers alone, to the varying difrences of how individuals perceive. ED really needs to model damage correctly (on all aircraft). A proper over G damage model will remove the focus on the nuances of what should be a rarely used function of the aircraft. A much larger issue in my opinion, they need to fix the difrences in G limiting at hi speeds. 7.5 G at 700 knots is 7.5G at 250 knots. G is G no matter the speed. Hope this helps:)

To avoid the misconceptions that i believe are about to ensue, i will try and frame the conversation i am (or thought i was) engaging in ... I thought i was addressing the negligible difference between the winds created from the boat moving and the angle. I stated that the boat should not be moving in such a way as to create an appreciable x wind component. i.e. perpendicular to natural winds. There is no need for a wizwheel if you simply insure the boat steams into the wind. What's more, i stated my solution for the game witch was to simply have the boat move at 27 knots with no winds. .. excessive brain power exertion avoided. Play the game, everyone happy. my comment to the circumstance of unavoidable side slip forces was in referencing times when the boat must make all WOD (no natural winds) and there is unavoidable x wind between BRC and the angle. In either case, the side forces that may result are to be expected and this is why navalised aircraft have the landing gear that they have (among other reasons) If there are misconceptions that i am advocating X wind components, i am not. And yes, there are attempts made to try and keep the wind down the angle. I am simply stating there are times when it is unavoidable. Regardless, as long as the boat is doing what it is suppose to (i.e. steaming in the wind, total WOD 25-30, etc) , the x wind component will never be any greater than if the boat was making 100% of the WOD (no natural winds) for which pilots are very much so expected to fly in if the situation arose, no wizwheel required, no mind splitting brain flexing, everything is transparent to the pilot through "that pilot sh!t", play the game, everyone happy. Everyone just throttle back a bit.... oldpop, would love to chat with ya on discord. We have many pilots to share stories with. Hope to see you, and anyone else who wants to chat.

... you are all welcome to chat with us on discord. In addition to real life pilots, we have a few LSOs open to questions. Regardless, and avoiding the argument from authority, an element of side slip can be inevitable from a landing zone that is literally moving sideways away from you. It is why the gear are made like tree trunks as apposed to AF planes. As long as the boat is pointing the correct direction in the wind, your good to go and the rest is transparent to the pilot.

...lots of brain power going on in here. In short...The angle of the deck is negligible. Should be easly mitigated by "that pilot sh!t". The boat should not be steaming such that there is an appreciable x wind component. In all of our sand box servers we just make the boat move at 27kts. (Shrug)

.... first case III is done in the rag, at night, solo. was a good time. Save those stories for discord though;)

There are different operating scenarios, "CQ" and "Cyclical ops" .... during cyclical ops, much if not all is done without coms so the clock dictates when things happen. In this instance the aircraft from the prior cycle is in martial waiting for the next cycle to launch, the deck to be cleard, then descend from martial and recover. The "flights shal arrive in port holding at their assigned altitudes" needs to be put in context. Their recovery is contingent on the clearing of the previous group so they "shall "martial. During CQ, or just about any other scenario, flight deck readiness can be in various states, to include ready now upon your arrival. If ready and the boat can recover you now, no need to martial. To answer your question, yes, the air bos can clear you direct to the initial if he desires. The term is "your signals Charlie " or something to that effect. Fun fact: the term "Charlie " comes from way back in the day (WW2 ish), when aircraft orbiting overhead would wait for the boat to turn and steam onto the wind. In turning into the wind, a large "C" would be created in the watar by the wake of the boat indicating the turn to head wind and ready for aircraft recoveries. And to clarify, this is all in the context of case I. Hope this helps. Can find us in discord if you have more questions. Link below...

Yup....just because you have the minimums for case 1 dose not mean you can only recover aircraft case 1. The volume of aircraft and rate for which they are recovered is taken into account. The limiting factor, as long as no one bolters, is the max number of aircraft allowed in the pattern. Aircraft in the pattern can be recovered at approximately every 45 secconds. Ideally an aircraft entering from the break only occupies the pattern in the downwind and is immediately recovered no longer occuping a slot in the pattern. As long as no aircraft bolters, thus returning back to the pattern potentially filling it up, you can have a constant stream of aircraft entering the break with no disruption in recovery and no need to martial. Only reason for martial is if inbound aircraft need to wait for pattern congestion, or flight deck readiness, to allow their recovery.

Yup. Would recommend not using it to learn how to fly the hornet arround the boat however.

I move together and walk .... so both. There is also a technique called "3 part power corrections" you can try. Where you add power momentarily from a relitive neutral position to induce a correction, take it off to arrest the previous correction, then return to the relitive neutral position to retain the glide profile. A bit hard to explain in text. Do whatever works for you. Will take practice to achieve that pilot sh!t.

..... we were not allowed to use auto throttles in the legacy hornet rag. In the fleet you are considered more "a professional" and could use either technique as governed by squadron SOP. I never used it except to find the physical throttle position for the AS i was looking for during cruise, then promptly turned it off. Given this game and the ATC does not physicaly move your throttles, i can't use that technique so i revert back to "that pilot sh!t". I always preferred *not* flying glide slope with the nose. What's more, auto throttles is widely used in the super hornet. Evidently it has gained popularity and confidence by the commands over the years. It was about 50/50 during my time in the legacy. As for the game, the harder things are to master the more i get out of them. Its a game, "fun" is subjective. Hope it helps :)

ACM mode is not an emergency.

Rudder is a bit of a necessity for slow speed BFM. Of which the hornet excels at.

To further and overly explain what others have already said:) .... if you are in fact trimmed for on-speed, the vv and E bracket will move together if you do not use your right hand and "pitch" it out of position. Right hand is for controlling roll. Your left hand controlls the virtical position of the vv/E bracket. The E bracket is just a different pictorial representation of the AOA gauge. So, as technique, use your laft hand for virtical position of vv/E bracket, and right hand for lateral position of vv/E bracket. But we dont think of it in terms of where we put the vv/e bracket. If you can isolate those functions between your two hands: line up is a function of your right hand and the ball is a function of your left. Understand, the vv is where you are going in that instant. The boat will not be in that location at any other point than that instant. So you should not use the vv to control your glide slope or you will only fly to a point on the water where the boat used to be when you get there. This is why your primary GS instrument is the meatball and not the vv. Same goes for line up. You need to be able to perceive where your "line up " is moving to as much as remaining on it at any given time. Your scan is "meatball, line up, AOA" from the start to about in close. Then it simplifies to "meatball, line up" to about just past the round down. Then it further simplifies to only "meatball" untill you trap. I have my students say it to themselves as a mantra while flying. Be exceptional hard on yourself to remain dead on line up from the very start for a myriad of reason. One is because the meatball is only 100% acurate when you are on line up, but also because once you are crossing the round down, you have made your bed and must deal with it in that regard. So establishing an energy state that keeps you stable on line up is key for the overall success of the pass. Technique in scan is a large player in all of this and it boils down to what you see transulated into "that pilot sh!t". Because the carrier is always moving to your right, it will bias to that direction based on your "pilot sh!t" ability to mitigate it. This is all non auto throttles technique. A bit of a hard concept to type out. Hope i have done it justice. If ya want to chat more you can catch us on discord.

All good

..... lets all just throttle back a bit. Hornetmadd, be happy to add more context to the conversation on discord.

.... Happy to talk to ya on discord.

Sorry for the confusion, yes, FCS does not tell you "trim" but it will show you if your control surfaces are equal. You will still need to deduce why it is flying the way it is. The auto trim to 1 g flight is in pitch only as that is where it applies. Not in roll. I dont think the super shows "trim" in the hud. Trimming should be that simple. Pilots (myself and the way i teach it at least) don't need to know where their trim is in the form of actual control surface location (except for takeoff). We just understand the energy state of the aircraft based off the instruments and then decided how to manipulate the trim appropriately. Would highly recommend watching my vid on AOA and trim. Assessing trim for pitch is a bit different than assessing trim for roll or yaw. This can become quit an in depth conversation in aerodynamics. Welcome to catch me on discord and i can give ya the full meal deal.

#5 ... "endurance" is the ability to remain airborne. .4 in your picture is the speed at which you will remain airborne the longest for those given conditions. 1:58 is the time you will remain airborne at that speed untill you reach 2000lbs fuel. In contrast "Range" is the most efficient speed to travers a distance. .54 will give you the most efficient range of 607 nm. The top line (417 :35) is max range and endurance at your current fuel flow.

The FCS button is not "trim". It simply sets the control surfaces to a preset position. To properly trim the aircraft one should be using the trim hat on the stick. For SA on where the control surfaces are and if they are "equal", consult the FCS page. With a clean jet and all other things equal, wing control surfaces should be the same on each wing.

When you change asometric load, the jet needs to be trimmed. If you had previously trimmed the jet with an asometric load, dropped the load to a clean jet, your still trimmed for the asometric load and will need to re trim.

Yup. The override is an emergency tool. You basically remove all flight computer safe gards for over G protection. Asking the flight computer for the ability to over G the airframe can be quit disturbing. BFM is violent in the real plane. - hope this helps

Have a tutorial specifically on this. EDIT: had to read this a few times. AOA and throttle, no idea how this could have become mixed up. I understand your frustration. Maybe "trim for airspeed" has some how become conflated to mean trim with throttle. (Shrug) Easy answer..... ya trim for an airspeed. -hope this helps :)

Happy to help ya out. Come find us on discord and send me a message.