G B

No. You can do whatever you want laterally regardless of where you are (regardless of whether or not you’re inside or outside those radials). The rule is that you can’t change altitude within those radials, unless you ask for and get permission from Marshal.

On the radial, the standard pattern is left hand turns. The “protected side” of the radial is the side with the pattern on it. HOWEVER, it is a moot point, because as said in the post above, you are deconflicted by altitude. That is why planes can go to any place they want at any direction they want at any time.

To clarify, even if marshal asks for a “see me” at 10, still report the see me distance at the actual DME if it’s less than 10. Don’t just blindly say it at ten if you can’t see the ship.

Correct. Civil=right is standard. Navy=left is standard.

See above. Use a “standard” pattern but Do not feel constrained by it. If you need to deviate....If you need to turn right, or do a random 360, or something else to help your situation, that is perfectly allowed (and happens IRL).

Left turns are standard. I don’t advise you do figure 8s upside down, but I’m explaining that it’s legal. I’m trying to explain that you don’t have restrictive constraints in how you do this. Use left turns as the standard (because they are), and use some type of race track profile like the one I drew. If you need to deviate to fix some kind of mistake, then do so however you need to...on your altitude.

Reference the discussion we had about holding and timing in this thread: https://forums.eagle.ru/showthread.php?t=273436&page=3 Remember, you do NOT have to use any particular profile or pattern. Draw figure 8s. Draw the alphabet. It’s all legal. However, the pattern I drew in the thread above is by far the most common one in use in practice. Do what you need to do to get the job done. Just make sure you’re on your altitude. The biggest restrictions is that you cannot change altitude within 30 degrees of the holding side of the marshal radial, and ten degrees of the non holding side, unless you ask for permission from Marshal. After receiving your marshal instructions you do NOT have to proceed direct to the Marshal fix. You do not need to do a civilian type entry (direct, teardrop, parallel). In fact, I don’t think I don’t know of anyone that ever did unless they wanted to for fun. I certainly never did. It’s not required or expected. Proceed to wherever you need to go to intercept your profile.

Your RL crews are mistaken. That is in no way true. The cut lights are only visible from the same direction that you normally can see the IFLOLS lights. Additionally, even when in the groove, the cut lights aren’t that easy to see. During cyclic ops, cut lights are used as the “Roger ball” and potentially for “power calls” when a voice call isn’t required. Finally, the one and only way to know in cyclic ops when it is time to commence, is by the jets at the bottom of the stack “hawking the deck.” When they visually determine that the launch will be wrapping up soon, they will commence and play out their turn to arrive in the groove with minimal “open deck time.” Edit: I see you are from the Tomcat community. Is it possible that things were once as you describe? Yes. But for at least the past 20 years, the cut lights have not been used for that. I’d also imagine that that was a technique used in some airwings and not others, as that technique is not official nor published in anything official. I imagine that the cut lights (if they were used this way) were an additional tool to supplement the primary method: visual.

CQ: Squadrons do NOT have their own altitudes. Aircraft go where the Boss tells them to go. It is NOT zip lip. Aircraft are given a Charlie or Charlie time. Cyclic Ops: Each squadron has an altitude assigned to them. It is Zip Lip. There is no Charlie or Charlie Time. The stack is collapsed completely visually, with the aircraft commencing when they see the launch will be complete, and aircraft above them coming down as lower altitudes are vacated.

Marshal doesn’t always say “report a see me at 10.” Often they say “report a see me” which you will then report with the distance you are at when you see the ship. Of course, that number better be at least 5, or else there will be a recommendation to transition to Case 3.

In theory, the offset can be any amount. Typically you’ll see 30 degrees. 20-40 is overwhelmingly the most common. 80 is aggressive but sure it can be done. There are different procedures on how to correct to final bearing depending on how misaligned the marshal radial and final bearing is. I have never seen the radials be coincident (a straight in direct from marshal). It of course can be done. But in practice it isn’t, because the dog leg geometry allows CATCC ways to be creative to fix spacing for whatever reason. (They also can control speed...For example “305, take speed 225” or “402, dirty up” prior to 8 miles).

Climb straight ahead. No clearing turn. The arc and departure radial is only used if not in VMC conditions.

Takeoff: HUD left. FCS right. Landing: HUD left. Checklist right. HSI on the MPCD. Never really used on a DDI.

IRL people create the habit pattern of lowering the hook when switching to button 16 (Marshal). Marrying those together makes it easy to remember. It’s at this point that HAIL-R checks are done. That’s the common practice. During CQ, when pilots get airborne and head to the ship for their first landing, that’s when they do HAIL-R checks. However, it is taught to do it before every landing during CQ, in addition to the landing checks. H-Hook, (engine Heat if required) A-Box ACL on the HSI, Antiskid Off I-Box ILS on the HSI L-Lights as required, Landing weight R-Radalt set time the HUD and appropriate radalt bug set

Thanks, everybody. I’m really happy to hear you enjoyed and found it valuable. I can’t sticky it but you know where to find it!

Kilo is a Case 3 term. There’s no way to be joined up with your wingman by angels 2.5. The kilo report is part of the departure, before any joinup or anything else.

Kilo means ready to proceed on mission. Usually “(side number), passing angels 2.5, kilo.” However, if not ready then you say “(side number), passing angels 2.5” and then at a later time you report “(side number), kilo.”

Ball flying mechanics are virtually identical for the Hornet and Super Hornet. Also, he is not using the rudders in the groove. They are not used for ball flying at all.

Nope. Do not reference a visual picture on the canopy or anything. It is an instrument turn. Instrument scan.

In the airplanes I’ve flown that aren’t Hornets, yes I need to readjust trim as I change my power setting. For ball flying, you do not need to retrim for all the hundreds of power corrections made in the groove. I don’t do ball flying in those other airplanes. The only time you’d need to retrim in the groove is if you trimmed it wrong originally and you need to fix it. IRL, I trimmed it for onspeed on the downwind, then I didn’t touch it again, 99% of the time.

You’re supposed to use 27-30 AOB. Something I always tell people is of what they’re doing isn’t working, try something else. Adjust abeam distance, adjust AOB, adjust turn point. Keep adjusting until you find what works for you, within normal parameters.

The approach turn is an instrument turn. Only peek outside at the 90. At the 90 you should feel high and tight, but you need to have faith that it will work out.

Read the first post here in its entirety https://forums.eagle.ru/showthread.php?t=273594

In that case, here’s a nugget for you. On shore we do the takeoff checklist via the checklist page from top to bottom. On the ship we use the checklist page from bottom to top, as that logically covers things in the order they happen on the ship (i.e you arm the seat as soon as your chocks and chains are removed, you do your control wipeout last on the catapult, etc.)

IRL once I set the trim to on-speed, I didn’t touch it again. Some other guys may have their own techniques.