Skwinty

You mean the photoshopper is damn good.:megalol:

Now that I have built a head tracker, I have to reaquaint myself with her feminine wiles.:book:

Just as well. Dealing with absolutes is tiresome.

None of those studies conclude that multi tasking is impossible or that humans cannot do it. Of course, learning new things while multitasking will degrade the multi tasking efficiency. The studies even go on to suggest that not only are there multi taskers there are also super taskers.

First define your meaning of multi tasking. Second, no amount of thinking is going to equate the brains and it's states to a single core cpu.

You are right. We shoulldnt be able to fly two helicopters at the same time. :megalol:

I suppose it depends on your definition of "multi task" Consider the different tasks the hand, arm, leg and feet perform when hot dogging a helicopter.:pilotfly:

An excerpt from A Thesis Presented for the Master of Science Degree The University of Tennessee, Knoxville Eric John Mitchell May 2004 “I CAN’T BELIEVE THIS IS HAPPENING….” It’s 1998 and I’ve got less than 12 hours logged as hornet pilot. I’m airborne on my first local “day trainer” flight in a two-seat F/A-18D. At that time, I had amassed over 2000 total military flying hours, over 1000 of them mastering the quirky flying qualities of the departure prone F-14 Tomcat with its antiquated analog flight control computers (FCS). My previous total of four Hornet flights had all been administrative cross countries. It’s my second flight after reporting to my new test squadron after Test Pilot School (TPS) and I’d like to “bend the jet around” a little and take a look at the aircraft’s famed superior flying qualities and extreme high angle-of-attack (AOA) capability. Although scheduled as a test-support flight to chase a Super Hornet during its test flight, the other jet was not ready on time, so I went out as a single aircraft, with my new Hornet Department boss in my back seat, on a good deal flight to help build my experience in the jet. My backseater this day was not a pilot but instead a Marine Corps Weapons Systems Officer (WSO). He encouraged me to start right off with some rather extreme maneuvering right after climbing to altitude in the assigned Test Range. However, I was fresh out of TPS, so I elected to build up more gradually with some loops and rolls, then some level (1g) high AOA maneuvers. Boy, everyone’s right—this jet’s a dream to fly compared to the Tomcat. It seems like its on rails, almost magical in its capabilities. With half of my fuel used, my backseater convinces me to “turn up the heat a little” and try something new. It was time to try an aggressive high AOA wingover-type maneuver called a pirouette maneuver—starting at 18,000 feet, 300 knots, I aggressively pull up, then start rolling left…down to 170 knots now at 22,500 feet, feeding in more left rudder pedal and left and aft stick…nose is still a hair above the horizon but should come down. I’m rolled left wing knife-edge down, but the nose has stopped as the jet decelerates through 120 knots. Hmmm? Oops, AOA is way up at 40 degrees, better add a hair of forward stick to reduce the AOA. Although I’ve got left stick and rudder inputs commanded, the jet stops responding and in fact starts a slight right roll. Darn, I’ve departed—I recite the NATOPS Procedures: CONTROLS—RELEASE, FEET OFF RUDDERS, Speed brake in, Throttles IDLE… My backseater is laughing at me. I’m at 22, 800 feet, out-of-control on a beautiful CAVU summer day over the Chesapeake Bay. I’m waiting for the nose to come down, lawn-dart fashion, just like all the other jets I’ve flown. Still waiting. Finally, the nose is 40 degrees below the horizon, but there’s considerable side force (lateral g) building, pushing me forcefully to the right side of the cockpit. Time stands still. I hear the wind roaring sideways over the top of the cockpit canopy and windscreen. The yaw rate warning tone is screaming at me. Then, the nose comes back up, way up (it’s going the wrong way!). I notice the control stick deflecting laterally. At first I think somehow I must have inadvertently bumped it as I was flung sideways, but then realize that it’s actually moving in response to the same lateral g-forces pushing me around. I try to re-center the stick by hand but its weight under g, as well as the awkward sideways g-forces, prevents me from holding it stationary or being sure where the neutral position really is. As I briefly attempt to hold it neutral, I instantly understand why NATOPS says to just let go and not touch the controls so I let go again—one can’t hold the lightly sprung controls stationary while subjected to these violent forces. More violent sideforces the other way, warning audio tones signaling that yaw rate is building, and disturbingly loud wind-like buffeting noise over the canopy and windshield. I’m grabbing the towelbar-like handles on the metal canopy bow for leverage to avoid having my head smash into the Plexiglas canopy. The laughter that I heard from my boss earlier in the backseat has stopped. We’re falling through 17,000 feet. I think of reaching for the stick to shove it full forward per the falling leaf recovery procedure, but the NATOPS Manual warned of trying that procedure too early, and I don’t think that the steady periodic characteristic of the falling leaf mode is quite established. Additionally, I’ve already seen a moment earlier holding the stick still would be tough to do. I wish my lapbelt was tighter. Finally after a couple more oscillations, the nose comes down and stays down, the sideforces subside, and I’ve happily got a face-full of mother-earth to look at. I pull out from the dive, bottoming out at 8,000 feet over the Bay. I had lost about 14,000 feet during this OCF incident. I’ve had enough fun for the day and immediately return to base and land. I look over the jet carefully after I get out and verify it’s none the worse for wear, as I contemplate the “Jeckle and Hyde” Hornet—effortless to fly 99.9% of the time, but able to truly “uncork” if grossly mishandled. My new boss, an experienced WSO with over 2000 hours in the Hornet later tells me that although I had a good departure, he had seen and been through a worse one before.

I find that external views dont work if if you save the track first. Only save after choosing your external views. The views chosen will show in the replay.

Indeed. Check fig 2.16 and the preceding text for FCS page explanation.

https://publicintelligence.net/u-s-navy-f-18-natops-flight-manuals/

I think you are giving the SIM to much credit. I agree that the SIM would have helped getting instrument rated, but as for flying, he could have achieved that in 50 hours had he initially gone for flight training at the closest flight school.

Here's another story. At least he was a qualified pilot, just not on this type. http://www.historicracer.com/aviation/accidental-fighter-pilot/

Lets go one further. All simmers I have met, and I'm one too, yearn to be a real pilot. I have yet to meet a real world pilot who yearns to be a simmer. The two are worlds apart.

Wouldnt you feel some sense of "this is not cutting the mustard" if positions were reversed. I know a lot of pilots and they all dislike simulators. There are of exceptions of course.

The last SAAF helicopter pilots reunion (50th ) at Swartkop air force base there was a sign at the main hangar entrance. "All helicopter pilots to be accompanied by an adult" That must surely apply to fighter jocks as well.

Western steppes? :)

Spend more money. Lots of money. You will not be able to replicate completely until you buy and fly the real thing.

I enjoy the rotary wing more so than fixed wing. I have a very good friend of 25 years, who flew choppers for SAAF. He has never flown any of my Sims for more than 5 minutes and I understand why. He will however stand behind me and pretend I was one of his pupes which entailed verbal abuse and a smack around the ear. Needless to say I learnt quickly.. :joystick: :thumbup:

It's in combat mode. At least 3 fights in a single serving.

Me too. I have never had any confusion between sims and the real world.

Hand Over The Alcohol Son. Don't know why pics are out of wack. They were fine on my tablet. Haha and I want to fly jets.

Looking forward to the next episode.

Following the loss of three aircraft over a four week period in 1996, the CNO ordered a safety stand down to review what was known in order to find out if there were any operational restrictions that needed to be placed on the aircraft. The Navy placed interim restrictions on the F-14 in the low altitude, high speed environment. Afterburner use was prohibited for F-14Bs and F-14Ds at all altitudes except for operational emergencies. https://fas.org/man/dod-101/sys/ac/f-14.htm

This is the most damage I can cause by landing short of the trap. Anything shorter means colliding with the fantail. New nose wheel oleo and a dent or two. :pilotfly: