Pieterras

here to show how realistic carrier ops can be operated within DCS

here a video of how to operate realistic carrier ops in

https://youtu.be/g60P1fzhcdY

The Waist Catapults are unique as they have to be set up in order to properly recover aircraft. On Catapult #3, the JBD Safety, Weight Board Operator and Holdback Operators are also in charge of "wrapping the waist", which consists of bolting metal "buttons" into the track to ensure the arresting gear wire does not fall into the track during recover. This video is a compilation of the Weight Board Operator wrapping their buttons and the Holdback Operator wrapping their buttons.

Hey man, have a look at my latest video;) should explain a thing or 2

Whilst more and more videos appear online about operating on and around the carrier in DCS World, many consist of: - DCS workarounds or bad techniques, - A mix of CQ and cyclic ops procedures, - Low vis calls, and zip lip being confused, - Case III calls implemented during case I operations, - And most of all CNATRA P816 mixed with the CV-Natops. Whilst I have dedicated last years furlough to write manuals on how real life Navy carrier procedures could be implemented in DCS and how cyclic ops actually works, often a video shows more then 1000 words. Don’t judge me on my editing skills as that is all new to me, this video shows ONLY REAL LIFE procedures being used, and is as accurate to the realism as DCS currently allows it to be. If calls are not made in the video, then they aren’t made irl, unless interfering is done for safety reasons. The video is checked for credibility and will hopefully create a better understanding of cyclic ops. please leave me a bit of feedback, as that would be very much appreciated. This video will show a full case I cyclic ops recovery flown in DCS world with the F/A-18C Hornet breaking the deck. It is for educational purposes only and with the intent to show the dynamics of Naval flying on an aircraft carrier. For those who would like to know more about operating the F/A-18C hornet within DCS world according to real-life procedures, check out my manuals and leave a comment below. Aircraft Carrier Operating Procedures for DCS: https://drive.google.com/file/d/1hShIyjq1Cf8MQSAcwk5k1IhSMdvqpUok/view?usp=sharing Cyclic ops explained: https://drive.google.com/file/d/1gCUyoDQ-DGGBCFEOvgpER9L1w7hc0TT5/view?usp=sharing Have a look at this amazing channel for full immersion into the world of the Hornet and Naval Aviation! Raw footage from a GoPro mounted on the pilot's head, as well as HUD tapes, provide fully immersive experiences of what it's like to be a real Hornet pilot. As desired, no flashy editing or cheesy music to ruin the realism that you seek! https://www.youtube.com/channel/UC9up8Psjy3Sv6Wu1SZ6yGOw For who is unfamiliar with: "wrapping the waist" check this out: The Waist Catapults are unique as they have to be set up in order to properly recover aircraft. On Catapult #3, the JBD Safety, Weight Board Operator, and Holdback Operators are also in charge of "wrapping the waist", which consists of bolting metal "buttons" into the track to ensure the arresting gear wire does not fall into the track during recover. One of the better videos that played a huge part in the inspiration for this video: For any questions please leave me Dam or a comment.

@ Bones all depends on your interval... If there is no interval the wingman would break 17 seconds behind the lead. Not 15 not 16... just 17 seconds... also all explained in detail here: Cyclic Ops: https://drive.google.com/file/d/1gCUyoDQ-DGGBCFEOvgpER9L1w7hc0TT5/view?usp=sharing Aircraft Carrier Operating Procedures for DCS: https://drive.google.com/file/d/1hShIyjq1Cf8MQSAcwk5k1IhSMdvqpUok/view?usp=sharing

He Man, I have explained all this in detail in here: If a lower level is vacated. you will make the stack collapse and will therefore descend to that lower level before commencing. HOWEVER you can only descent between position 3 and 1 If one of the altitudes is not occupied because the squadron is not flying this event, Then this would have been noticed in the airplan beforehand. One of the Squadrons that normally stacks higher would likely take the lower available level and this will all be arranged before before they even launch of the deck, by passing by other squadrons ready rooms, shaking hands etc ... THIS DOES NOT HAPPEN ALL THE TIME, but is perfectly possible. 2000 is also reserved for a squadron, or likely 2 squadrons as normally each level is taken by 2 separate flights separated by opposite places in the stack. Your last example wouldn't make much sense.. in that case it would likely be 2 squadrons stacking at angels 2 and 1 at angels 3. again all arranged beforehand by studying the airplan... Have a read in my cyclic ops document and send me a PM if you still have questions Hope that helps !

To allow for realistic cyclic ops, or at least create one in the mission editor, some fundamental things are required. - AI Logic to allow for specific cats to be or not to be used. We kinda need the option to allocate them which Cat to take or not to take. - AI Lights off on deck during daytime. - proper departure patterns during case 1 and 2 and no clearing turn during case 3 - AI logic to create a landing interval or 50 seconds between stack levels. Now 1 group lands whilst the other group commences. - the option to let AI fly in a 5 miles orbit above the ship, whilst the boat is moving. - zip lip ops !

After great feedback from many about the Aircraft Carrier Operating Procedures for DCS, where I tried to communicate real life experience from a good friend to the community, It got time for some of the advanced squadrons to learn a bit more about CYCLIC OPS. Whilst many enjoy the aspect of talking on the radio, nothing is more rewarding that conducting CYCLIC OPS, whilst ZIP-LIP. Therefore it is of utmost important to understand all the basics of how a carrier is run during CYCLIC OPS and how certain procedures should be flown. What can I commence? Where do I descent? Who goes First? What speed do I fly? What if I am late or what if I am early ? Many of those questions are answered in the following document that again I could not have created without help of a good friend "GB". The setup is a little different as it specifically focusses on Cyclic Ops, and will all be implemented in the next version the Carrier Operating Procedures. Cyclic Ops: https://drive.google.com/file/d/1gCUyoDQ-DGGBCFEOvgpER9L1w7hc0TT5/view?usp=sharing Aircraft Carrier Operating Procedures for DCS: https://drive.google.com/file/d/1hShIyjq1Cf8MQSAcwk5k1IhSMdvqpUok/view?usp=sharing I hope you guys enjoy and I would appreciate some feedback.

For who loves the Cyclic Ops, please give this video some credit and even more great videos are available on GB's you tube channel: https://www.youtube.com/c/HornetVids/featured Fingers Crossed ED will create some opportunity in the future for us to use the Supercarrier both Cyclic and CQ. Allowing us to chose whether we will operate CQ or Cyclic instead of a mix of both...

You are very welcome,, the next update will be in a WIKIPEDIA style format so I do not have to do massive updates and can just keep adding to it ... it will also keep it in 1 place so people will always have the latest info

After great feedback from many about the Aircraft Carrier Operating Procedures for DCS, where I tried to communicate real life experience from a good friend to the community, It got time for some of the advanced squadrons to learn a bit more about CYCLIC OPS. Whilst many enjoy the aspect of talking on the radio, nothing is more rewarding that conducting CYCLIC OPS, whilst ZIP-LIP. Therefore it is of utmost important to understand all the basics of how a carrier is run during CYCLIC OPS and how certain procedures should be flown. What can I commence? Where do I descent? Who goes First? What speed do I fly? What if I am late or what if I am early ? Many of those questions are answered in the following document that again I could not have created without help of a good friend "GB". The setup is a little different as it specifically focusses on Cyclic Ops, and will all be implemented in the next version the Carrier Operating Procedures. Cyclic Ops: https://drive.google.com/file/d/1gCUyoDQ-DGGBCFEOvgpER9L1w7hc0TT5/view?usp=sharing Aircraft Carrier Operating Procedures for DCS: https://drive.google.com/file/d/1hShIyjq1Cf8MQSAcwk5k1IhSMdvqpUok/view?usp=sharing I hope you guys enjoy and I would appreciate some feedback.

Hey man glad you like my manual. There are endless possibilities for CQ and I cannot describe just one way. Some guys do their first CQ on a T45 and come in from land for their first trap, Whilst others do requalification. for the hornet most realistic case I CQ would be to go airborne with a little bit over Max landing weight. Do some cool stuff to burn the fuel to get below max landing weight and get back to the pattern. After the boss will tell you wether to leave the hook up or not. But for launches straight into the pattern no clearing turn is required. Launch, pick up BRC climb to 600ft and turn downwind with your interval. forget the 27degrees AOB just stick with 30. And all the further details are described in the manual

Hi all, Do AI task push and AI task set no longer work ? I can select the option in the Action Tab in the triggers, but the AI Task does simply not allow a menu visible : Any answer would be greatly appreciated.

There is no set pattern in the In the marshal. Yes CNATRA mentions 6 minute pattern, but CNATRA is unique and does in no way supersede CV-Natops. The most common used pattern is described in my manual “backed up by GB”, published in the super carrier module specific section on the forum and is not flow at 250KIAS but at 300GS to have a 5nm/min GS which will keep the calculations easy. How is this pattern flow ? By doing pilot stuff, make it work, and if your not happy about it then do something with it. If this means 360s/ zig zags/ right turns / burner then this is fine. Just keep altitude and make the push time within +/- 10 seconds at 250 kts. There is also no set way to enter the holding pattern, teardrop parallel entries as in commercial aviation are not used. However there is a strict regulation regarding altitude changes which is also written in the manual. enjoy !

HI deadly, In the Current TTI version it does not give the option to reset AWACS anymore, but then give the option of [[ End Mission ]] what exactly does that do, as I can't find much about it in the readme... anyway... Great Mission again :D Ace to fly in !

Hi Deadly, Many thanks for another great mission. There seem some minor discrepancies in the details of the mission when it comes to the tankers in the briefing: It reads as follows: Tankers: KC-135 (Boom) “Texaco” @15,000 FT 205 KTS ------- SHOULD READ @19,000 FT 270 KTS 255 Mhz AM 41Y-AA TCN KC-135 (Boom) “Arco” @19,000 FT 270 KTS ------- SHOULD READ @15,000 FT 205 KTS 256 Mhz AM 39Y-AA TCN KC-135 MPRS (Basket) “Shell” @19,000 FT 270 KTS 254 Mhz AM 40Y-AA TCN Texaco and Arco have the Speed and Altitude lines mixed up. Also the Waipoints allocated with the tankers are named wrong. The SLOW Arco is mentioned as FAST in the waypoints. no criticism :D I think the mission is awsome;) just wanted to make you aware

Hi EagleA25, Civil twilight is not taken into account in the Case III timeframe. Bare in mind, case determinations are not only time related but also weather related. Civil twilights also isn’t a fixed value In length . It can last 24mins on the equator and up to days/weeks on the poles. So it’s kept simple and based on sunrise and sunset. The last name during CQ is used to help the boss monitoring your “personal” progress during CQ. Only during CQ. Previously also qualification numbers where used.

Hi all, Never really experienced any issues with the rudder, but seems that after last update the rudder input detection shows the rudder left of center, whilst the calibration tools show the rudder perfectly centered. Am I the only one with this issue? Causing some trouble especially with the helicopters.. Any help would be great, as I honestly don't know where to search for it anymore after 50 re-calibrations

https://discord.gg/fKZYQ7c Looking forward to see your name with us.

Hi Muan, There is nothing holding you from using the ICLS indications "bullseye" guidance during the approach turn. This to help you picture roughly how you are doing on the descent angle. Please not it should not be used for line-up and not to fly the last segment of the pattern. The Pattern is a VFR procedure and should be flown in relation to the IFLOLS. Please have a look in the ONLY manual out there that will give you all information about the Real life procedures used for carrier operations. https://forums.eagle.ru/forumdisplay.php?f=754 Note: The Pattern does not belong to the Case I nor does it belong to a Case II. The Case I and II procedures will lead you to the initial, from there on the VFR pattern is flown. The Case III does not lead you to the deck, it simply ends at the minima, Hope that helps