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Regarding number 1: the reaction time depends on the magnitude of the VSI. There were always be some lag, but it could range from small to large depending on a number of factors. If your VV is .5 degrees below the horizon, lag will be minimal. If you’re screaming down at 2000 fpm, lag will be greater. This “lag” is why Magic Carpet (now called PLM) was invented for the Rhino and F-35. Regarding number 2: there should not be “oscillations.” It is difficult to find a “perfect” power setting that will hold 0 VSI over a period of time. IRL, nobody just sets the throttle and then just leaves it. Small power corrections will be required (albeit subconsciously) to maintain 0 VSI in the landing configuration while straight and level.

IRL, end speeds are determined by charts and tables in Aircraft Launch Bulletins (ALBs) that are referenced by the shooters. A number of factors, including wind, weight (given to the shooter by the pilot) and environmentals, will determine the parameters for the shooters to set the CSV (capacity selector calve). It’s a bit more complicated than most people realize. For example, a sufficiently asymmetrical loadout could have a more powerful shot than a symmetrical heavier loadout. Regardless, to the OP, 200 knots is pretty high. Don’t think I know of anyone that’s seen it that high. For more information on catapults, a quick google search yielded this resource. http://www.navybmr.com/study%20material/14310a/14310A_ch5.pdf

I have :). And I’ve posted one such break to the public. Although, not as fast as the OP’s video. To the public. Not every “first aircraft down” breaking the deck performs a SHB. Numerous factors involved, not the least of which is pilot experience and proficiency. Paddles may give some slack on some of the more minor deviations, but if it gets really screwed up (and it does!) then there’s no slack then.

It’s awesome.

And GQ, and postponed port calls, and no hot water, and...

Commonly unknown fact: after you place the handle to spread, you must wait for 5 seconds AFTER the wings reach the fully spread position to push the handle forward to the lock position. Lots of people just spread and push (so to speak). Super Hornet is different though.

MPCD = HSI or SA 99.9% of the time. I don’t think I’ve ever put the HSI on a DDI.

I won't get into any details here. Although, I think you guys will rethink a few things once you get the AZ/EL page.

IRL it’s used all the time, as intended. I understand there are limitations with a simulated version, however.

The LB switch is supposed to be raised while in tension in the catapult. The landing gear handle is raised once airborne.

The faster the speed, the less pleasant, and less survivable the ejection. 250 is a good reference ejection speed. High speed ejection is physically possible but I wouldn’t exactly call it safe.

Don't forget the red Launch Bar warning light.

Much appreciated!

That aligns with the IRL procedure I described on the previous page. Throttles advanced to mil, LB switch raised to retract.

Yes that’s common.

The pylons are canted. The inboard ones are the worst. They were initially straight during the design phase, but during testing they calculated there would be weapons separation issues, and the “fix” was to cant the pylons. As it turns out, it was a miscalculation and it was a nonissue, but by the time they realized it, the damage was done and the canted pylons were here to stay. It’s very unfortunate. Do a Google Image Search for Super Hornet Pylons.

Not just the size. The geometry too.

And Rhino :).

The E/F pylons’ drag is in a completely different league than the legacy hornet’s. Interpolation wouldn’t work. Apples to oranges.

No. The Blue Angels have special waivers that were granted after very particular flight testing.

Typically it’s not even on unless it’s Case 3.

Fun fact: when the Blue Angels perform their Dirty Loop, they enter at up to 310 knots with the gear down (not to exceed that speed throughout).

Realize that IRL that signal is not given. When the aircraft is fully tensioned and the run-up signal is given, the pilot advances the throttles and then raises the switch on his own. No signal.

I have always immediately dropped gear and full flaps immediately below 250. Never felt any crazy ballooning. Was nice and stable.

While they are so similar, it's surprising how vast the number of small (and sometimes large) systems differences exist between the two jets. In terms of both hardware and software (not counting the obvious tactical systems).