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Thank you. That’s very kind and appreciated. However, this forum is not about me. I just like to chime in once in a while just like everybody else.

I have never stood so corrected.

Ha. Somebody said that?

Yes diminishing returns are real. That’s why IRL there’s a limit to the number of passes, even for FCLP.

Touch and Goes are done IRL in order to keep the tempo high and get more looks at the ball. Trap to Cat takes a significant amount of time. While not as much time in DCS, it still is faster to do touch and goes and reenter the pattern. IRL the LSO will let you know what wire you would've caught during your debrief; maybe DCS one day could do the same.

Only in the Rhino. Not the OFP in the Hornet. At least not in the OFPs of the past decade.

There is no such thing as a Theodore Roosevelt Class.

Your schedule on the airplan could have you go “double cycle”. So you know which event you are supposed to tecover in. It is not necessarily the next event, but that will require getting gas airborne. You don’t have to make it back to the recovery at a certain minute. You should be established in holding overhead about ten minutes prior to the event time, but you can still be late and join the recovery at the top of the stack if need be. It’s even possible that the airplan will support an “open deck.” While less common, the deck will behave more like CQ in that is open for recovery whenever you get there, for a long window.

It is done by squadron, but as you mentioned, each squadron has its own modex “series”. However, it is not just one squadron per altitude, but two. They will circle 180 degrees out from each other across the circle.

ATC is not used during the SHB. It is clicked on (if desired) after configuring in the break, not during the break. I did fly charlies for a while but it just wasn’t my tape (or channel). I enjoy that HUD tape as much as you do. And as you said, it’s a very challenging thing to pull off, but damn is it fun!

During CQ, either Marshal or the Boss will tell you which altitude to take (usually the boss). During cyclic ops, you will go to your squadron’s altitude (it is permanent while you’re underway). That’s all IRL and not DCS of course.

That wasn’t me. That was a legacy hornet. The pilot flew an ATC pass. That’s allowed with a SHB. Dirty up and click on ATC. The impressive part of a SHB is not the pass; it is the energy of the break combined with break location....ending up with an on-and-on start that is impressive.

Occasionally when the SHB gets gooned up, CAG will “turn off” the SHB for a time (for his airwing...for that underway). It eventually will get turned back on. There’s NEVER been a navy wide ban. Never even a discussion. That’s why your post was so interesting to me.

6 knots. In this case, a wind component of 6 knots from the starboard direction.

I also think you missed my last sentence :).

Now this is actually realistic ;). It’s common IRL for the ICLS and IFLOLS to not be in perfect alignment one way or another. Remember, in the groove you aren’t supposed to be using ICLS at all. ICLS is a tool to help you get to a good start.

ONLY during cyclic ops. NEVER during CQ. And even during cyclic ops, if conditions warrant, a “99, low vis calls” may be announced on the radio, and the recovery will no longer be zip lip.

Aviators are taught to scan meatball, lineup, AOA. Not the VV. It’s not until the fleet with some experience that some salty aviators may use some VV gouge. That gouge is to place the VV in the “crotch” of the ship from the start to the in-the-middle position (assuming you’ve got to a centered ball start). After that point, you cannot fly the VV any more and have to use the IFLOLS. The VV is always a good tool to show a trend of your energy state, but it is not the primary instrument. Even guys who use the gouge I mentioned, STILL scan the IFLOLS the entire pass. And that gouge is, once again, unofficial...and only used by SOME, experienced aviators. Meatball. Lineup. AOA. What the real guys use. Not a single pilot ever disregards the IFLOLS for even a part of the pass. I know you’re saying real guys wouldn’t do what you described. I’m just illuminating more information to the discussion.

The SH break has never been permanently banned. It’s been around before the 80s, and hasn’t stopped since.

You are not stupid. I see the ball as well. He is not clara.

No problem. Like I said, I’d be VERY careful with that CNATRA document. Lots of artificialities in there just for T-45 students. A good number of things in there does not apply to what winged aviators and fleet pilots fly (the “real deal”).

There are radial intercept procedures for CASE II and III departure. The departure reference radial (DRR) is only intercepted if required.

It is only used if the airspace is too tight for a CV-1. Overall, it’s extremely (and I mean extremely) rare to do a CV-2, either for real or practice. It gets pretty interesting when the airwing decides to practice it :).

Long hold the course select switch by the MPCD (>.8 sec). That should activate the CSEL on the UFC.