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That is just his technique. Most guys go gear up, flaps up, once airborne. Then they are out of burner shortly thereafter (without a specific number). It’s typically once airborne and cleaned up, which ends up being a short time after lift off.

Have you also pushed the fire light?

You’d be hard pressed to find out what it feels like in the real plane, because it’s used so extraordinarily rarely. I don’t personally know of anyone that has.

Unless you are landing at the ship in high winds ;). Then half flap landings and 33k max trap is the name of the game!

It is a smooth transition in the real Hornet. As I described earlier.

DEL is very benign. Very much like CAS. MECH is a very sensitive, and unstable feeling mode. It is very difficult to control precisely in pitch. Roll is not as responsive either. Join us on Discord to get more questions answered. https://discord.gg/QJRCM6

I was referring to the real Hornet, not DCS.

I have never heard of DEL occurring in the actual airplane. Never heard of an instance of it. You’d need to remove some of the feedback loops in the FCS logic to cause it. I don’t think that’s possible to do intentionally. That said, DEL flies very close to CAS according to the sim, so unless it’s just for a novelty I don’t know why you’re that excited about it. That being said, MECH has happened in a couple of very rare occasions. Needless to say that is a very serious situation and the jet is much more challenging to fly. If you want to try to induce MECH, shutdown an engine airborne. When it’s done spooling down, reduce the other throttle below 85%. Then start maneuvering more aggressively (place a demand on the hydraulic and FCS systems). Obviously, you never want to do this in a real jet. If MECH occurs it means a lot of things have gone wrong, and your bad day went to even worse because of the challenge of flying in that mode. MECH is something that happens TO you; not a mode that you invoke.

What exactly is your question? I've never had the flap switch in anything other than auto while above 250 knots. When configuring to land straight and level (such as a CV-1 at the ship or a visual straight in), as soon as the jet is below 250 I set gear down flaps full and the aircraft decelerates smoothly without any crazy pitching moments. And again, when taking off, doing a touch and go, or waving off, the gear and flaps are raised immediately after a positive VSI is established and I am not ever near 250 with the flap switch down. Also, come ask your questions on our Discord: https://discord.gg/QJRCM6

AOA probe failure. Or FLAPS SCHED or FLAPS OFF cautions. A few other but those are the big ones.

Also, transponder codes are entered at the IFF button, not the BCN button.

It is not that prominent on the UFC. The military uses that as frequently as the civilian aircraft do. And it sounds like it’s used more in the US than it is in Europe...because it is not very rare to use it here.

That’s not really correct either. We have lots of discussions clearing up misconceptions on Discord. Feel free to join here: https://discord.gg/aQ7aqT

It is not for normal operations. It is to be used as required for extreme circumstances.

For the Hornet and Rhino, up until they received GPS RNAV capability, they still navigated via non-GPS RNAV (they filed /I on flight plans). This is similar to what you alluded to. Now they have true, legit GPS RNAV capability. For the GPS approaches, it is LNAV only (no vertical guidance). While the lack of precision approach isn't good, it opens up a TON more approaches and allows access to airports that were previously inaccessible in IMC. They can also fly RNAV SIDs and STARs, but due to some limitations, there are specific ones they cannot fly and those get filtered out of the system.

Not just the Marines. VFA-106, VFA-204, VFC-12, and NADWC, are all flying them for the foreseeable future, as well the Blue Angels for a couple of years. They should get good use out of the new features too!

The Super Hornet got it a few years ago. The Hornet got it a few months ago with the latest software.

Today’s US Hornets now have its own RNAV certification and can fly GPS approaches. This was a very recent addition.

Expeditionary Growlers have airfield ILS. The Blue Angels do as well. That is it for the US variants. Non US Hornets may have it depending on the country.

ACLS is a datalink with the ship that provides guidance indications, and could optionally be used to auto-land on the ship (known as a MODE 1, or “coupled” approach). Magic Carpet, now known as Precision Landing Modes (PLM), is a new code in the FCS control laws that allow for instantaneous lift creation and destruction. It also provides new HUD symbology such as the Ship Relative Velocity Vector (SRVV). It is used in conjunction with the autothrottles. Unlike ACLS, this has nothing to do with instrumentation on the ship, and unlike a MODE 1, the pilot is still flying the jet. However, the flying is vastly easier. PLM exists on the Rhino, Growler, and F-35C. It was never installed or planned to be installed in the Legacy Hornet.

Magic carpet does not exist in the legacy Hornet.

No hate and vitriol. Nothing but respect for those in uniform. Nothing was personal against any person.

I appreciate your service, but Mover is right. No low level ingress in bad guy country will change my mind. I would rather not have a WSO, on any day, in any fighter, on any mission. As Mover, said, I don’t know any self respecting fighter pilot who would want a WSO. Maybe back in the day things were different (you said you were in an A-6? You said you had time for it so I’m not sure), but today, that’s just how it is.

Are you accusing that Mover or myself are frauds?

200 pounds and 2-5 minutes are incorrect numbers. You get a little more than that. Increased capability? I disagree with that part as well.