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Let's see: -Watching Youtube Videos -Playing Video Games -No consequences vs. -Passing formal aptitude tests -Formal academic training written by real instructors (not the internet) -Formal flight training, where you if you fail enough and you're out (and it's easy to fail) -Literally years to earn qualifications, and if you don't earn them, you're out -Each syllabus is rigorous, taught by experts, accurate, and not a simulation -Literally thousands of hours studying real tactics, real procedures, real techniques, in a vault with real information. Thousands of hours. Just to keep sharp even not when in a formal syllabus. Now your comment that I'm replying to here has to be one of the most misguided ones I've seen on these forums. While being a RL fighter pilot has no bearing on being a video game expert, it does make somebody an expert on flying fighters in real life....which people here are claiming they want to simulate as much as possible in the game. Conversely, being a video game expert has no bearing on flying fighters IRL; unfortunately several in this thread think the gaming makes them know more about the real life procedures and culture (not talking about the unique DCS characteristics which the gamer knows much about) than the fighter pilots. It is obvious that my input is not valued here. I am patient and I always keep my discussions civil. While I cannot speak for the other pilots, I will say that my time on the forums is done. I know you will say good riddance. That is fine. My time here is up. Thanks to the great members of this community who enjoy learning and talking about fighter jets and for those have given me great feedback. If we meet, first round is on me.

The G limit for the hornet is 7.5.

Great. Pilots used to smoke cigarettes in the cockpit too. Modern military air forces are much more professional than decades ago. The attitude of blowing off G limits (in the few places that attitude existed) is antiquated and has not been seen in decades. If you want to say that this tournament is F-14 in the 1990, then fine. But it isn’t. And in recent decades and especially today, limits are limits and they are honored. We don’t smoke in the cockpit, even if some people used to a long time ago.

This is wrong information and this has been the point of emphasis I have been trying to get through in this thread. Merging is NOT an emergency for which the paddle switch was designed. It is not used to gain angles, or to achieve a shot, or to maneuver out of a defensive position. It is not trained to that way. It is not taught to be used. It is not a consideration....both in the context of training and real combat. Again, over G-ing the airplane is officially not taught as a strategy for real combat. A paddle switch emergency in the context of BFM would potentially be you are so extremely defensive and bullets are whizzing past your head that you are seconds from certain death. Now most gun shots happen at speeds where an Over G couldn’t happen anyway, so it’s a Moot point. But if you were fast enough, then you could justify it here. Personally, I doubt I would even think to use it in this example because I have never trained to it’s use nor studied that it should be used at all during a real engagement. It would be inappropriate to quote actual doctrine and tactics here, but I can say that the paddle switch in the the hornet is to be used for emergency only, and Hornet pilots do not consider merely being at the merge to be an emergency. An Over G is a big deal. Maybe “back in the day” people were more carefree and “reset” the Gs. But not in modern times and certainly not in the Hornet. edit: with regards to your quote “ And IMO i'm pretty sure about that....but again it's my opinion, and as the pilot community is representing the population, even amongst the pilots of a same squadron we might have some disagrement between them.” This is universal at least for my country. I can’t speak for other nations, but every hornet pilot in every squadron in my country would agree with this. It does not vary or have disagreement from pilot to pilot. It is considered an accepted fact of life. Again, can’t speak for other locations.

Normally waypoint 0 is standardized in the mission load that gets downloaded to the mission card. So every time the jet starts, that waypoints coordinates gets downloaded. This is not normally an issue because most flights originate at home base and the standard mission load has the correct coordinates for your squadrons flight line in waypoint 0. However, suppose you were to go on cross country, you would land and then startup at an airfield other than home base. In this case you’d need to enter a new waypoint 0 before beginning your alignment at the new airfield. You can either learn the coordinates beforehand to type them in, reference a chart for the coordinates, or my personal favorite : once parked and ready to shutdown, copy the coordinates on the aircraft data sublevel, then type that in to waypoint 0.

An exception. A very rare one. That guy went rogue. It worked out for him, but that’s far from a guarantee. Over Ging happens. Accidentally. And after landing the pilots are embarrassed that they now added more work to maintenance’s already exhaustively long days, and lost sorties for the follow-on flight schedule. Deliberately over Ging does not happen. I got it, you saw a dude on the Discovery channel. Not the norm. Not even remotely in the same universe as the norm. Deliberately over Ging for a shot is NOT a thing.

Holy sh!t. What is your deal with Snodgrass!? Not even real fighter pilots consider him to be some God. Just a guy with a lot of hours and quals. A guy with a lot of hours who even if he Over-Gd would be wrong. Give it a rest with him. There have been dozens of guys with 4000+ hours and a top gun patch and air medals, etc. You’re speaking for the fanboy community. Not the real fighter pilot community.

In real life, a pilot would not.

The override can give you more than 1 extra G. And it’s still not used IRL.

Wrong. 1000% wrong. That is not how the airplane is flown, that is not a valid tactic, that is not trained to, that is not in any manual. *Pulling the paddle switch and over Ging the plane will break the plane.* Why is this missed on everybody? The. Hornet. Limit. Is. 7.5G. Period. It was built for that, and no more. Nobody uses the paddle to gain a positional advantage or for weapons employment. Nobody uses it to improve turn performance. I’ll tell you that even if bullets were whizzing past my head, I don’t know if I’d think to use it, simply because it isn’t taught nor is it trained to. By the way, if bullets are whizzing past my head, I’m probably in the regime of flight where I’m too slow for the paddle switch to help me, so it’s a moot point.

“Nobody else around” doesn’t really happen. But in the case that it did, what matters is if the deck is ready (more specifically, if the deck will be ready by the time the pilot reaches 3/4 of a mile). If the deck will be ready, no need to Marshal, and the pilot can be positively vectored and descended to the final bearing. If the deck won’t be ready, he will hold even with nobody else around. Additionally, the most likely time you’ll see the situation with nobody else around is CQ (as opposed to cyclic ops). CQ requires that there is 20 minutes of “comfort time” airborne before the first landing. Thus, regulations require the pilot will hold even if nobody else around.

For your first couple of questions, check out this guide here: https://forums.eagle.ru/showthread.php?t=280143

You can read NATOPS to see what triggers the warning tone. Bottom line is that it’s easier to hit than trigger in the bolter/waveoff pattern than almost any other phase of flight. So yes, even IRL it happens if the pilot accidentally causes a sufficient inadvertent descent. The key is to fly as perfectly as you can, and if you trigger the warning, either hit the silence button or climb back up again.

Judging by this response, it’s evident you really don’t know how any of this works in the real world.

Mic. Drop. ^

Yes I thought it was made clear. Last last last ditch. That’s literally the ONLY time ever. And even then many pilots may feel apprehensive. It is NOT: -A going in gameplan. -A technique to improve turn performance. -A tool to get a few more angles for weapons. -To be used for comparing jets performance. -Trained to at all IRL. *All of that is from a Hornet’s perspective. While I can’t talk to the nuance of other jets, one thing is the same for all jets: Over Ging will break the jet. Control surfaces deforming leading to undesirable (possibly uncontrollable) flight characteristics, depending on the circumstances of the over stress.

1). The marshal radial is almost always offset from reciprocal of final bearing. Usually around 30 degrees. I have never seen it exactly overlay on top of the FB, as you see in DCS. 2) The ship usually does not turn during the actual recovery. There are rare exceptions. However, the ship can turn while airplanes are marshaling, and even after they commence, until the first aircraft is on the final bearing.

I am not sure how there are so many misconceptions about this. -The Hornet is a 7.5G airplane. That is it. That’s what it was built for. -Exceeding 7.5G will break the airplane. -The Paddle Switch is for dire emergencies. Such as: a dive recovery where you’d otherwise hit the ground, a last ditch defense where you assess you’re certain to die anyway. That’s about it. -The paddle switch is NOT (as in NEVER) used for normal use, used for fighting unless in extremis as described above, used for calculating performance such as turn rate, used to build E-M diagrams, etc etc etc. -The paddle switch is not trained to be used. It is not trained to be used even in extremis (the pilot would have to think of that on his own). -Again, the Hornet is a 7.5G airplane. Not a 10G airplane. Using the paddle switch could/would cause the jet to break, in unpredictable ways. It’s not built for that. It is not flown that way. I personally would not use it unless about to crash into the ground or the enemy is at my 6 and there are bullet whizzing past my head...and I’d be praying the airplane stays in one piece. -If you pull the stick too quickly your input may be too fast for the G Limiter and you may be able to have a transient G above 7.5G. We train to avoid this, however IRL the jet will pop an MSP code of 811 is the jet truly overstressed. So sometimes the jet will pull 7.8G or something and not pop the code; sometimes it will. Do not interpret this to mean that the jet is rated to more than 7.5G. TLDR: the jet is is 7.5G. Paddle switch is for emergencies. Performance calculations are done for 7.5G. The paddle switch will break the jet. It’s use isn’t trained to. Clear?

ADF. LOL.

Call commencing when you commence the descent (which is at your assigned fix).

The switch is used to enable recording of raw FLIR footage to the 8mm tape. With the switch on, and the FLIR on the left DDI, and the left DDI set to record, the system will record raw footage (b/w) from the FLIR, instead of the shoulder camera recording the DDI itself. This explains why in some YT videos you can see footage of the DDI sometimes, and raw b/w FLIR footage other times. Remember, the normal DDI recording system operation is to have physical cameras mounted near the pilots shoulders to point at the DDIs and record them to the 8mm tape.

This is incorrect. It will work on an aircraft carrier, so long as the jet has not been moved (i.e. towed) from the parking spot where it shut down.

IRL the stored heading alignment is only used for alerts. 99.9% of the time that is never used.

The ATFLIR does have different FOVs, and does not have progressive zoom.