Pieterras

Left alt+F9 and take it from the platcam.

If there is no guarantee weapons will be released, then you won’t launch with ordnance that won’t allow you to come back with it, whilst still meeting the CAG’s determined minimum tankstate + X passes. This amount of passes might be lowered if required, (but it is not up to the pilot to make this decision). If you’re scheduled a pre-planned mission obviously things are different. The F/A-18C was very limited in its “bringback” capabilities, if you google “bringback” you will find lots of articles about it. However just dumpling ordnance or empty tanks is and was not a thing. (Although it seems in DCS). hope this somewhat answered your question.

@Slant I shall tell the guys they have no idea what they talk about then 30 degrees offset? who told you that I KNOW: CNATRA SHIT There is no such thing pal and if someone just flies circles at 1500 ft during commencing he is definitely in the way... Watch the video thats how its done... I am not sharing my ideas here.. everything comes from the real guys... I am just a simple commercial pilot

@Slant if you think about it, the tanker can’t just be at 1500ft cause then it would be in the way of all the guys commencing. So when the guys stack up before recovery at their pre-assigned levels the tanker will be on top of them. As the stack collapses the tanker will descent with it. Then guys won’t just rock up on the ball with BOB, ‘bingo on the ball’. CAG will have set a predetermined value of tankstate +X amount of passes. if then someone struggles to get onboard the recovery tanker will be hawking them allowing a quick plug for guys that are BOB and are told to waveoff or Bolter, if that makes sense…

@Nealiusstop being such a smart ass. In the first few topics of this subject you ask questions because you don't know the answers, to then pretend like you do know all the answers. Obviously you will find similarities between CNATRA and NATOPS however @Slant is absolutely right.. CNATRA docs for CQ are 100% unreliable. They are the most divergent from real operations out of all those docs. They are full of misleading or simply wrong details.. (REAL LIFE PILOT STATEMENT) As I said: Forget about CNATRA as its not applicable for carrier ops when flying the F/A-18. There is NOTHING in CNATRA that isn't written in CV-Natops. and if it is, then ignore it as CV-Natops would have mentioned it if it was important. The same can be said for all patterns displayed in the F-18 Natops or the F-14 Natops. Ignore them all and stick to CV-Natops published figures and patterns. It is only that guys like @Nealius try to fill in blanks by info out of sources like CNATRA that aren't 100% correct and then pretend they have the complete picture. Ow and as you asked me to ask what the guys say about CNATRA: don’t use CNATRA for the boat. At all. @SlantTanking is a subject with a lot of "it depends" they could be around angels 7/8/9 in the stack, they could be hawking you low level... it all depends... Again,,, want to read more about it: check here Or watch my video about Cyclic Ops:

@Vox @Jenson First of all, forget all of CNATRA when it comes to carrier operation. CNATRA is a T-45 training document not applicable for carrier ops when flying the F/A-18. In answer to your question, I see many thoughts above although none of them are correct. Climbing in the stack is highly unusual occurrence. I asked the question to some of the real guys and they have never seen it happen. It’s more theoretical than anything, and if it were to happen it would be between points 1 and 3. If this were to happen anywhere, it would be during CQ, and would be Boss directed. Hope that answers the question

ILL GIVE UP....

@TimRobertsen I see in some of the replies given, some informs that is not entirely correct. @Slantseems to have a good grip on the theoretics (if that’s even a word). However fuel has nothing to do with gear settings. During normal Ops, single weight settings are used. The fuel state call is for fuel tracking purposes. Fuel states are updated frequently, and there can only be so much time before an update is required again (by procedure). Often in Marshal or whatever if you’ve been there a while you’ll hear a “305, say state” just so they can get an update. Just the nature of the beast when flying around the ocean with a place that’s tough to land at.

also mission 4 shows waypoint 1 mentioned 3 times in the kneeboard

@Badger633 in the kneeboard

ED's comms are not by definition wrong.. they just operate the boat constantly as CQ. or during Case I and II at least. All voices used in DCS are from ex real life hornet drivers and all calls are correct (apart from the altimeter setting in the response to the "airborne" call during a case III departure. You are correct about needles... Although there is more to it.. Normally the final approach controller would say: "say needles" and the hornet is normally equipped with the ACLS, however in DCS it is not. (yet) Symbology for the ICLS is referred to as bullseye. So a correct reply to say needles would be... "negative needles" for an aircraft without ACLS.

Hi @Badger663 Great campaign so far and very easy to follow.... On deck "Marshal" is providing instructions. Pretty workable however the fact that it is marshal takes some realism away. It would be better suited if instructions were given by the Airboss. This still wouldn't be realistic but better suited. In mission 3 the TCN for the boat reads 2 instead of 72 and in the background you hear marshal giving case III instructions in broad daylight. Great missions however it be even better if the communications on the carrier were a little more realistic.

@raus What you assume is something that is very misunderstood within the community. There is no such thing as the LSO saying 3/4mile call the ball.. There is also not such a thing as the LSO saying "paddles contact" all the time. First you need to understand that the boat can operate either CQ or Cyclic... (CQ to gain or re-gain qualification, and Cyclic is the Normal way of operation) During CQ Case I a ball call is made. It would actually be something like "206, Hornet ball, with your last name". During Cyclic Case I a ball call is NOT made.. The whole idea of cyclic ops is to reduce emissions and protect the boats position. Another thing you need to understand is that during case I or II there is no such thing as 3/4 of a mile... VERY MISUNDERSTOOD IN DCS... During a case I or II, the groove length is based on time.. Ideally 15 to 18 seconds.. FORGET THE 3/4 of a mile and NEVER use it again when speaking about case I or case II. During Case III a ball call is always made.. AND during case III the 3/4 of a mile comes into play... Now how would that go... -You commence on Marshal BTN 16 -You will then be transferred to Approach on either BTN 15 or BTN 17... every other aircraft will be on a different button to declutter the frequency. -At 8 miles the final approach controller takes over by saying XXX, Final radar contact... ( HE WILL BE ON THE SAME FREQUENCY AS THE APP CONTROLLER ) -At 3/4 of a mile the FINAL APPROACH CONTROLLER will say something as 204, On course, on Glidepath 3/4 of mile call the ball... -You will reply with you're modex, type, ball, (and possibly AUTO) -THEN the LSO will answer with a roger, ball something like "Roger ball, X knots" or Roger ball, x-knots, port, starboard, axial. “Axial” is used for a starboard wind of about 3 knots. “Starboard” is used for a starboard wind of 4+ knots. “Port” is used for a port wind of 3+ knots @Golo After the initial marshal call, there will still be a "see you at 10" Marshal will then transfer you to TWR and you will NOT check-in with tower during Cyclic.. This is where the ZIP-LIP starts. I made a video that explains it all.

forget the 500.. Climb to 600 on BRC,,, turn left with your interval... As simple as that..

Map only visible on HSI at Scale 10 in Syria

I could

@TimRobertsen Minimum speed will be 3kts... otherwise the carrier will have no control over its direction as WOPR said.. it needs some flow over the rudder to steer.. Equally in those high winds landings might be conducted with flaps half and the angle set to 4 degrees instead of 3.5

@Vettefan just passing on an answer from a friend. I am far from that smart myself

@Vettefan hey man, good to see my manual made it in the topic For grades: the GPA and boarding rate minimums are mostly used during initial CQ and undergraduate CQ on the T-45. In the fleet, recurrent CQ, it is more pass/fail than formal GPA. As an example, getting a cut pass and throwing out shitty passes could DQ you. But if you consistently get aboard safely, with maybe a turd or two, you’re going to “pass.” It’s the subjective judgment of Paddles if you are proficient enough to continue on to cyclic ops. Remember, recurrent CQ is done in the first couple of days of an underway period, with the remaining weeks (or months in the case of deployment) being cyclic. In the case of initial or undergraduate CQ, if a pilot is consistently struggling with something, a quick pep talk over the radio is one of the techniques used. If a person has no chance of passing, then they will get out of the jet after their next trap. Usually if somebody is able to complete all of their traps without being sidelined early, then they were good enough, and if necessary, previous grades can be “massaged” if in Paddles judgment the pilot should pass. The GPA and boarding rate requirements for CQ are formalized in the Navy’s CQ instruction. That is the master document across all of Naval Aviation. It is not up to individual airwings or the rags or Paddles. It is written down in the instruction. here s a bedtime story that tells it all https://www.cnatra.navy.mil/pubs/folder2/3740_9D_ch5.pdf

like this

Hi Team, The current implementation of the CCS is incorrect. When controlling pitch with the trim in CCS the attitude of the aircraft should be controlled, without adjusting the trimmed state of the aircraft. The aircraft should resume o normal 1G flight logic when disengaging the mode. Currently, when disengaging CCS, the aircraft pitch will not go back to normal logic, but seems to be trimmed out of normal logic.

@Bunny ClarkYou are absolutely correct.. I just tried it myself and it does not work the way it should... I am not even going to bother with providing prove of how it should, as NATOPS states quite clearly how it should... In CCS mode you should be able to fly the aircraft through dampened control inputs, or by the use of the trim switch... At the moment it works correctly for roll, however if you control the pitch with the trim switch, it does not return to normal logic when CCS mode of the A/P is disengaged.

@Bunny Clark It was and it wasn't.. The pitch when controlled with trim would keep the aircraft in a trimmed stated for that pitch setting, instead of returning it to neutral, when CSS was cancelled

The Turbulence feels like turbulence and is not really directly speed related. Gusts are not implemented in DCS. Although the way the turbulence is implemented in dcs it seems like gusts at time. Just 2 different things:) I wish I flew the hornet have to do it with the Dreamliner for now

Influencing the nose irl is a thing. It’s not always required though. Generally if you need an absolutely immediate correction, *or*, a large correction, influencing the nose will be quite helpful. Of course, some of it is pilot shit: if you make a correction with power only and you’re not getting the result you need (or if you anticipate that you’ll need a boost), use the nose to help as required (while not leaving the E-bracket). Gust and the turbulence factor in DCS are 2 different things. I am not too sure where you got the 12kts from but that is far from how a 12kt gust would feel. To be quite honest I don’t actually know what the turbulence factor stands for in DCS. Ow just to be clear:) I am not a navy pilot whatsoever. I fortunately have good friends that are and have backed up all ai have ever written. I just fly a large plastic plane