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With no hydraulics the aircraft can’t fly. Eject. Even a few types of triple circuit HYD failures can be uncontrollable.

We train for all sorts of malfunctions and emergencies. Single engine, INS failure, fuel leak, etc. and sometimes compound emergencies as well. Of course normal procedures are practiced thoroughly as well.

There is no change, even for an aircraft like a Hawkeye with much more asymmetry. The ship will try to keep the winds over the deck as much as possible. If the winds are artificial (ship generated) then there be a slight “crosswind” component from the right. As an aside, a hornet single engine does not really have much asymmetric thrust.

Yes you can waveoff single engine. Paddles may be a bit more conservative with their Waveoff window.

Flaps half. 33k max weight. Paddles has to run the ARB for the wind over the deck requirements. Yes it can be done and has been done. Beats ejecting!

Not trying to play semantics. Everyone in practice called it MPCD every time, regardless of lot. I flew A-F, lot 8 through 38, in USMC and USN squadrons. Never heard anyone say the word “AMPCD” out loud once, regardless of what’s in NATOPS. Agree with your point about DDIs. Just the way it is I suppose.

Just as an aside, nobody IRL (at least in the US) calls it an AMPCD. Everybody says MPCD.

Data Cartridge is not a term for the F/A-18. In the legacy hornet it is called an AMU. In the rhino it is called a DMD. It is colloquially known as a “mission card.” It gets paired up with a “maintenance card” and both go into the jet.

That NATOPS item means set the Bingo window in the IFEI to whatever value you choose. Most guys initially set it to 8000 pounds to confirm that fuel tank #4 is transferring properly. After that it is set to Joker. After that it is set to Bingo. After that it is set to something logical for personal preference (a divert value perhaps?). NATOPS is just saying to put something appropriate into the Bingo window, not to necessarily set your actual bingo value Standard final reserve is 2000 pounds as I stated earlier. Under normal circumstances, jets should not be airborne with less than 2000 pounds. 2000 pounds is the “minimum fuel on deck” By “reset bingo” I meant change the number in the window from the Joker value to the bingo value. There’s no reset button. It’s just the term used to change the number from Joker to Bingo.

Typically people will use a “Joker / Bingo”. The bingo will be calculated based off of expected furthest distance from home, plus additionally padding for weather, or other contingencies, as the lead sees fit. It is usually not a fuel state that gets you on deck exactly at the minimum amount. Usually there’s some extra. Once Bingo is calculated, Joker is almost always set at 2000 pounds above that. Once Joker is hit, a flight member will call it out and the lead will instruct to reset bingo on the IFEI. This is all for land based operations. It is not the same for the ship.

In training at the field (not the ship), 2000 pounds is the standard minimum fuel on deck. As in, you shall not be airborne with less than 2000 pounds.

There are no published mins. If the weather sucks and you can’t get out of it, so be it. Find the tanker with your radar.

The drag doesn’t matter at all for the actual trap. The weight does. IRL the pilots DO care about max trap weight and make sure to not land overweight.

As stated earlier, max trap is really 34000 pounds. Normally with an unexpended loadout (typical CAS loadout) you’ll probably have somewhere around 4000 pounds of fuel (or a little more) at max trap.

34000 pounds is max trap. 33000 pounds is the limit during certain nonstandard conditions (half flaps, 4.0 degree glideslope, MOVLAS, etc).

He wasn’t talking about flaring. He was talking about aerobraking. Those are different things. You can aerobrake in the rhino but not the hornet. Either aircraft can be flared.

Fly On Speed.

No flaring at the ship.

I’ll agree with that!

Wouldn’t call that video perfect just off of his groove length alone. Of course none are perfect. That’s impossible. But there’s a better benchmark than that one.

OFP is not tied to lot. It is tied to a certain point in time. Hornets of all lots get upgraded to the latest OFP when it comes out. Wags stated above that it is 13C for DCS Hornet.

No, Hornet pilots do not ever tap the brakes for gear retraction.

Just like the Navy: No ILS.

The UFC says ILS. They didn’t want to write the four characters of ICLS. The Hornet and Super Hornet do not have the ability to enter an ILS frequency. Only a channel for ICLS. Only exceptions: Blue Angels. Expeditionary Growler squadrons. That is it in the US. You are declaring things to be true that aren’t. What is your source? You heard a guy tell you this? It’s ok for people to be misinformed, but you are repeatedly propagating falsehoods. Why don’t you prove the things that you’re saying? I know that you can’t. But try to show us all that were wrong with proof.