Jack McCoy

The ball and VVI give you complementary information. Get the ball centered or a hair on the high side. If on the ball, aim your VVI wing at the cat #2 blast deflector. If you're low, aim at the crotch or a hair above. If you're high, aim a few "millimeters" below cat #2 blast deflector. Once on the ball, do not cut your throttle (settle) at the end. Just fly through the carrier; the deck will stop you. :)

Warthog throttle response: it seems roughly the first 20% of the course from idle/run is a deadzone, then mapping ramps up somewhat linearly.

Nice post, bug or not.

Not overpowered as a fighter, but in relations to the airframe. Considering the (maybe misworded) question about ease of flying, WWII fighters have nasty flight characteristics. A contrario, going full burner in a fighter won't flip you on your back.

Have you flown the Su-25 that comes free with DCS World? The P-51 trainer is also free but much more difficult being a military overpowered single-huge-prop tail-dragger. The Hornet is fairly easy to handle as are pretty much all jet fighters, except the MiG-21.

I've had my fuel tank punctured by enemy ground fire in the DCS Huey, which forced me into an emergency landing. Couldn't the Hornet suffer the same fate? How is that so much outside the "known regime" of a military aircraft that it would irritate you so much?

In more detail, if you selected ADF1 it turns off squelch for COMM1. Same for #2. You need to select the appropriate radio and "colon-ize" (i.e. turn on) the squelch again. If still noisy, select the other radio and squelch!

Indeed, kind of confusing in original post. Did not notice the 600ft... So, to OP, your land runway pattern should be anywhere from 1000ft AGL for General Aviation aircraft, to 2000-2500 for large twin-engine GA aircraft and airliners on a go-around (else they come straight-in, IFR). I'm not sure about the fighters in the military, although 1000 AGL feels comfortable to me.

OP is talking about runway, not boat. For eveyone's sake, I learned the hard way that on-speed, 30 deg bank, 1.2 NM abeam only works with FULL flaps! :doh: Else you will overshoot the groove.:music_whistling:

During VFR flight, all the time (some rare exceptions). This is to have well behaved traffic, which can spot each other at standardized positions and altitudes. There are specific ways to join and exit the pattern (until recently, Canada and USA were a bit different). Remember that most aerodromes don't even have ATC. Just pilots talking to each other and reporting their position. Some aircraft don't even have radios, although this is not the norm and not permitted at all airfields. IFR flights are governed completely differently requiring bi-directional comms with a controlling entity for 99%-100% of the flight. Even then, they could be involved in communicating themselves to other VFR traffic in the case of IFR flight in VMC conditions.

I, and Tuna-Salad I'm sure, both know where to look to know which wire we just caught... The wish is for briefing data, for a statistical recap, without having to jot them down on a piece of paper. The computer is perfectly suited for this task.

Sure, although in this case I'm talking about marginal VFR. Thanks.

*** ORIGINAL POST DELETED ***

I flew a "million-dollar", full-motion, 180-degrees curved screen Bell 406 simulator for 20 minutes. Having real instruments and force trim was amazing BUT I could not estimate altitude while landing. Rift is MUCH better for this and offers full-sphere visuals, which is the nuts for combat sims. People with neck and back problems might not like it thought. The scenery detail and clarity in DCS/VR is on-par or better than the commercial counterpart. Did I mention I LOVE my Rift? If it breaks today, I'm buying one tomorrow!

+1 for regular (free) carrier is a reasonable feature to implement.

If carriers actually turn on their light during low visibility day-time conditions, I'd be nice to have them in DCS. It's VERY difficult to align during overcast+rain+fog conditions, even at 3/4 mile.

I'm reading this thread because I'm observing the same disappointing performance with the AIM-7 Sparrow. BUT, I didn't find a AIM-7 Sparrow sub-forum. "This is the F/A-18C section"... Are you suggesting the post is in the wrong place? The comparison with the F-15C is very pertinent here as it might indicate the issue having nothing to do with EA/WIP AA radar of the Hornet, which seems to be the excuse...

I suspect Asus GPUTweakII to be the culprit. Don't run that thing! I hope this info finds everyone struggling with this terrible issue. Also, close any web browser, especially Microsoft Edge. Edit: This late reply may apply to version 1.5 but refers to version 2.5.x. Edit 2: I'm not too sure about GPUTweakII anymore. I still have a bad feeling about Edge.

I suspect this is a feature of the DCS Hornet: engines are slightly different as opposed to mathematically identical. I notice the left and right temperatures vary significantly. I was told that the two levers are never linked in real life F-18, so I stopped linking them. You probably should not concern yourself with 1%. The FCS will have you flying straight. :)

I'm not going to over-analyse this statement, which sounds rational anyway. I just don't see how RWD and locking differential has anything to do with the Hornet. And I bet the bearing quality on the Hornet is mathematically identical on both main, undamaged wheels. Of course, if differential braking action is involved in the experiment, then it's anybody's guess, without telemetry. Precisely to the point of OP. I think you were a little quick to dismiss as "Not a bug" in this case.

All true, although I disagree with this: The vehicle will go straight. It will slide uncontrollably only if the rear wheels are also locked and start skidding, which is not the case presented by OP. As I understand it, the operative word is ADVERSE yaw. Even considering what OP is observing, that the contact point of the outside nose wheel is outside the turn relative to the CG (even then, the inside nose wheel is still inside the relative to the CG), I can't imagine or draw of force-vector diagram which would systematically cause this heavy airplane to significantly change its course the opposite way. I've driven a few Hornets off the Stennis. I respectfully submit it's worth investigated a bit more. Could you indicate the static (non-sliding) and kinetic (sliding) friction coefficient values used for the Hornet in the case of rubber-on-dry-asphalt?

I tried track "hornet in the drink.trk" and indeed ended up in the water. The aircraft is not overweight I set the trim to 16 and then 17 I verified the launch bar was properly set in the shuttle I made sure afterburner kicked in

OSB 18 twice

Yes, gradually relax the turn. Review Wags tutorial video: rule-of-thumb in the break, G should be 1% of current airspeed: 350kts -> 3.5g, 300kts -> 3.0g, etc.

For the labels tweak method, the smallest character I could find is the unicode middle dot: · http://graphemica.com/%C2%B7