Pieterras

The UPDT option is located along the top row of the HSI display and when selected provides the UPDT sublevel display. This sublevel display allows the selection of VEL (velocity), TCN, GPS, DSG (designation), AUTO, or MAP as the update source. Following the selection of one of the update options, an ACPT/REJ (accept/reject) display is presented in which the update can either be accepted or rejected. After selection of ACPT or REJ the top level HSI display is returned. There is no ACPT/REJ display presented when the AUTO option is selected. Velocity update is described in NTRP 3-22.4-FA18A-D and NTRP 3-22.2-FA18A-D NATIP. For F/A-18C/D, if a previous update has been accepted, a CANCEL option is also displayed on the UPDT sublevel which allows the aircrew to cancel the last accepted update.

Night's case III. No further discussion on it required...

In DCS I don't think I ever had to help the aircraft in pitch once trimmed for on-speed AOA. but this is purely in DCS. Turbulence factor of 50 in the ME is nothing like a 3kt gust.. Tbh a 3kt gust... probably be ignored by every pilot once heard on the ATIS, of by ATC, however the factor 50 in the ME means hard work ..

Well maybe spot on is not the the right wording. It is quite simple to be honest. Looking at the facts at first sight it seems that yes the spool up time, over the entire range of thrust settings seems a little slower then the rl. 404 however it is impossible to determine that from - A video comparison, - Timing equipment, - Performance table comparison - By just feel in DCS. The only way to test it properly is to attach the engine to a computer and then see what the actual output is, compare it to the real life output figures and adjust were necessary. And to use a throttle with the exact same mechanics and movement range. We in DCS have no option to determine this. Maybe it’s the equipment some of us use, maybe the curves ? The delay might only be in a certain area of the thrust range, it might not be a delay but simply a lower spool time, but we have no idea wether it is one on one in the range used during the approach, if it is any particular area of the entire range of the engine. What is very easy to state is that the lack of seat of the pants, is the biggest factor when it comes to over compensation of flying the DCS hornet and I would say an added factor is that many have no aviation background and a below average understanding of the actual mechanics of engine performance and or flying mechanics. I have seen the documentaries you mentioned and I find in DCS you have to walk the throttles too. Many guys I have watched on YouTube are overcorrecting but all self induced. Maybe wrong curves, not enough friction, a wrong technique so no 3phase power corrections. And the worst of all, only a few fly with an actual gameplan of how they will fly their approach. Many fly reactive instead of proactive and yes this will automatically bring over controlling especially on the ball. so as I said before yes maybe the timing is slightly off, but it has no effect of how the hornet in dcs can or should be operated. What I don’t get is that we keep slagging of the hornet whilst much less performing modules can’t get enough credits whilst being far from the hornets level of detail, accuracy or ability.

Man, you are about to make me cry... Use throttle to hold AOA? Once you trimmed the aircraft for on speed. Whatever you do it will always go back to that AOA. It might take a while for it to neutralize it’s deviations but it will go back to the AOA it was trimmed for. Spool-up times? If dcs was off in spool-up times this would be almost impossible To notice for the average flight simmer and definitely for the once that doesn’t understand AOA in the first place. As a pilot I can assure you the spool-up characteristics are quick close to how a jet engine reacts and definitely close enough not to cause any issues in DCS. If you find it an issue, then 99% the issue is you. None of anything you say makes sense, you pick up bits left right and center, twist people’s words and can’t connect then in your mind the right way. You just love the sound of your own voice man. please stop waisting peoples time. And if you really want to understand AOA in the hornet read swift’s post again.

Hi @ruddy122 I noticed a few of your posts lately, and I am sure they are with the best of intentions, but I have no idea what point you are actually trying to make. For now I have seen nothing else but some very wrong statements or some very obvious basic airmanship things as. it is good to be accurate and not good to overcorrect. Maybe captain obvious would be a great callsign. but no idea what this even means. - let AOA come to you? - use the stick until the throttle has caught up? - a rock is more aerodynamic then the F18 for that speed? And actually you write you teach flying and many people overcorrect irl, followed by I have AOA sorted now and will focus on carrier landings. Do you actually fly a real aircraft, because none of what you’re saying makes much sense to me, and I have flown an aircraft once or twice. AOA and speed are two different variables and are ofcourse related. Fighters fly AOA and this will to keep them in a constant state of energy or make them aware of their actual energy state. The hornet in particular has the hook on a specific angle bases on optimum AOA for obvious reasons and wanschapen to achieve a constant attitude. There is a very good reason why fighters fly AOA over airspeed. In general, fighters operate more often at the extremes of the envelope, often flying at maximum lift for minimum radius turns. For other applications, AOA minimizes the pilot (usually single-place) workload by giving a simple target to fly. AOA is accurate enough for these applications. In addition, the higher sweep and lower aspect ratio of the wing reduce the sensitivity to AOA errors. Both a commercial plan struggles with. AOA has proved particularly useful for approach to aircraft carriers, where it is important to maintain a consistent approach attitude for each landing. In this case, backside approach techniques are used, where glide path is controlled primarily by changes in thrust while the aircraft is held at a fixed AOA. @Steaemandriver @Bunny Clark Use of this technique during approach on commercial jet airplanes would be contrary to the pitch commands provided by the flight director bars, and to the speed hold mode of the autothrottle, which is often used during approach. In a commercial plan you can see your AOA pretty clearly as it is roughly the difference between your Flight Path Vector and your pitch indication. .

@Cruizzzzer 1: You will accelerate to 350 when transferred to TWR. So you report the "see you" call to Approach, and he/she will say "update state, contact TWR" From this point it is ZIP LIP again and you then descend to 800ft and accelerate to 350kts. although you might already be at 800ft all depending on where you get visual... if not visual at 10 you are allowed to go to 800ft directly... There is no requirement to go burner, although that doesn't mean you aren't allowed to use burner to speed up... If you are not exactly at 350kts at the initial... this wont be a big issue. 2: Can only be answered with it depends. How you will configure depends completely on what your instructions will be from approach... If you wont see the boat before 5, very likely all the guys behind you are now also not going to be able to continue with a CASEII. Hell you might not even be alone, as it is perfectly possible to have a wingman on your right, or you might be a wingman yourself... If being vectored for a straight in, this will likely still be achievable as you are already at 800ft meaning your descend on the FB will not start at 3DME but less then 2... as it sais, likely you will be vectored for a Case III, and even a Delta might be given... you will simply have to adapt to the conditions and use common sense and pilot shit to make it work.. 3: Nice looking kneeboards, and it seems you have used a lot of the information coming from my manuals implemented in your kneeboards. Please delete everything you have ever read in CNATRA out of your brain when it comes to carrier operations as it is simply not applicable on the fleet. Use CV-NATOPS as your only source, that will polish out the incorrect things out of your kneeboards. Especially a lot of the numbers are incorrect, of something that works for you, although not correct in what is teached in the USN Also happy to go through some of the details with you if you like,, just send me a PM

It already reads CHKLIST and I personally would leave it like that,, That is how it was recommended in the era of the type of aircraft. I wouldnt want to outsmart the system... You can ask yourself how will I know the actual flap position or ask yourself.. Where am I going to read the checklist from on downwind? On modern carrier aircraft carriers that allow PLM all flight controls incl high lift devices as flaps/flapperons are in continuous movement... no pilot action required.. So I would say dont try to be smarter then the system, although some guys surely have good reason to bring up the FCS... it is not procedural so lets stick with CHKLIST I would say;) But your baby man

@Minsky It is up to you.. The following display setups are specifically for the F/A-18C Hornet. These are the display settings taught to pilots in the FRS (initial F/A-18 training squadron) but they are not standard operating procedure. Therefore, use them as guidance to improve SA, but freedom is given to deviate as required. In marshal: (any case) Left DDI: HUD Right DDI: Radar (For SA) MPCD: HSI Just prior to leaving marshal until touchdown: Left DDI: HUD Right DDI: Checklist MPCD: HSI Yes @MARLAN_ made a valid point, however that is not teached in FRS, at least not at the time of the legacy hornet. It’s possible some guys see they are clearly below max trap and then put up the FCS page. Those are both techniques. No wrong or right... It all comes down to personal preference and technique..

@MARLAN_ What do you mean by Hail R DDI configuration? DDI configuration is not specifically mentioned in the HAIL-R checks other then I for Instruments.

.

First of all my apologies for going so hard into @Jagohu's topic, But I was clearly WRONG in this case. @Wags @NineLine @BIGNEWY After some extensive research it indeed appears that the "Altimeter" is not part of the reply by departure.. Correct phraseology would be 306 - "306, Airborne" Departure - "306, Departure, Radar Contact" I also will make sure this will get updated in my manuals in future revisions... well done on all the latest updates... Huge step forward in carrier realism... Hopefully one day Cyclic Ops would be implemented too as that is what carrier ops is all about..

My video still works

There are no comms IRL. That’s why the twr comms have been withdrawn in 2.7

Hi guys, for who fancies using the new feature available on the LSO Platform. I thought I share the meaning of the lights. During cyclic ops... A ball call is NOT made and Paddles keeps the talking to the absolute minimum. However he/she can communicate with the pilot by the use of light signals. A steady (3 second) flash of the CUT lights is the LSO acknowledging control of the aircraft on final approach. The LSO acknowledging that the pilot has meatball acquisition, line-up reference and angle of attack. so in short. The pilot doesn’t make a ball call, BUT the LSO will acknowledge the pilot with a flash of the cut lights. Subsequent flashes of the cut light mean "add power" and the degree will be indicated by the duration of the cut light signal. the longer the duration of the cut signal the more power will be required. Waveoff lights mean "Waveoff" Alternating waveoff and cut lights mean "divert". This would normally only be used in Situations where no communication between paddles and the pilot is not available. happy landings

@Bbow Sorry for taking so long in replying. The simple reason was that I had a good idea but wanted to check with some of the real deal. As you can imagine it would be hugely complicated to adjust every jet for every config, weight and height equally then your ladder would only work if you fly airline style and stick to a certain climb profile, flight plan and descent profile. Making the whole idea of the ladder fall apart. So to answer you question it is based on; typical fuel flows for most configs and weights is around 24 pph a side at Max E. That’s equal to 12 every 15 minutes. It doesn’t really work in DCS as the numbers seems to creep up to 1600lbs/15 min. But irl 1200 was used on the legacy and the idea doesn’t change. hope that answers your question boss:) don’t look into it too much

It’s as simple as, when you see the ball you call the ball. You don’t have to be wings level and definitely don’t call it twice.

@HungryCoyote Hey man there is only one video you should watch... There is no such thing as keeping the ball in the center.. EVEN IF IT LOOKS COOL,,, it definitely IS NOT. \ Hope you will learn a thing or 2 from my video; Let me know what you think

Well done boss, I enjoyed working with you, and am sure we will cross paths in the future again. excellent job

Hey, Norman hope you’re well, in answer to your questions, it doesn’t. I absolutely agree that night as see looks horrific at times. The arc is more a way to penetrate clouds then for anything else. You would have gained enough altitude by the time you reach 7dme to keep it all safe. hope that helps.

Hey man, iIt has been online a while, however the place they have put it on the forum is the most inconvenient to get the msgs across, so pls spread the word

Ever wondered how cyclic ops would look. How to actually plan your commence or how to really fly the ball? check this out: The only real correct carrier ops vids for DCS

@Fisherman82 @Cruizzzzer cruizzzer, Nice kneeboards. You seem to be a decent understanding. Certain things aren’t entirely correct, but it’s pretty close. Irl, case III departure, although not procedural you fly mill power on departure and pitch for 300kts. This gives you a pretty good climb rate and that’s exactly what you want as you want to get above the clouds ASAP. What people don’t see, to get, it the requirement to ARC. The arc is ONLY designed and required if IMC. This safeguard safe separation on departure. So if you can make your way through the gaps in the clouds or are above the clouds when reaching the 7dme.. then just forget the arc... you then fly outside 10 and proceed to where you need to go either overhead the ship to rendezvous or on-route to your mission area. If during the arc you get above the clouds, then bin the arc, and get on with your mission. Normally each squadron has a DRR (departure reference radial) for the cruise. sq a = BRC - 20 sq b = BRC + 20 that kinda stuff. So what if your area is 180 degrees behind the ship? Well the DRR could be briefed to be different on that cycle. But again, you will definitely get above the clouds before you have flown 180 degrees arc. also remember as soon as you SAY KILO, departure will say cleared to switch. So if you say “passing 2.5 Kilo” departement says, cleared to switch. You then push strike and strike does not deal with case III procedural calls. So you don’t say arcing/established outbound or anything like that anymore. hope that clarified things a bit.

I think the context is not entirely understood here. But as @Stearmandrivercorrectly stated CAT III and CASE III are far from the same. But let’s get factual. CASE3 is a procedure designed to guide you from the marshal stack to the minimums, it’s as simple as that. however at the minimums you have options, compared to Commercial operating minima. At 3/4 mile you get told to call the ball. By who the LSO ? NO by the approach controller. Something many people seem to misunderstand. You will then call the ball as a pilot (if visible obviously) and then the LSO will reply with roger ball etc. When visible with the ball FLY THE BALL, and ignore the approach symbology. now if you can’t see the ball at 3/4nm you say “Clara ship” because you can’t see anything, you’ll get 1 of 2 replies from paddles 1) paddles contact 2) continue If 1, then paddles will give you a talk down. If you get the ball somewhere in the pass then say “ball,” but paddles will still talk you down If 2, then proceed to the published minimums. If along the way you see the ship and IFLOLS, call the ball. *Or* if along the way paddles sees you, they’ll call paddles contact and then talk you down. Paddles could give a 99’ taxi lights on call to help the LSO to see you. hope that clears stuff up a bit.