Brun

You need to apply forward stick *much* sooner. You appear to know the nose will rise, but don't do anything about it until the velocity vector has climbed to almost 5 deg on the pitch ladder. You'll definitely need some forward pressure to maintain level flight when setting flaps to full, but it's not all that much if done correctly. Edit: Here's a video. Gear down at 270kt, flaps full at 250... Sorry it's a bit wonky, that's cos I recorded the track in VR before capturing a replay.

As far as software's concerned there's no difference between this stick, the standard Warthog's or the Cougar's.

It puts the FCS in control of the flaps. Should be the default position unless taking off or landing.

It has the same number, just arranged differently.

Shouldn't be any issues unless you're taxiing too fast. Whether they're set up correctly is easy to check using the controls indicator.

Yes.

By the way, Windows has a built-in tool for taking screengrabs. Press the windows key and type 'snip'. Someone will have a seizure looking at the above :)

Shouldn't Windows voice recognition be disabled?

I don't think you have PTT set up properly, the logs show no 'listening resumed/listening suspended'. That 'REL HOT' in the very first screenshot means Voice Attack is just listening all the time, which is why it's recognising commands but doesn't know what to do with them. In the last post you have TX1 and TX2 set to joystick buttons 4 and 5 respectively. Are they the ones you're using for PTT? TX1 uses the frequency selected on COMM1 in the Hornet, and TX2 COMM2. You also appear to have button 5 bound to exterior lights off in DCS. Make sure to clear that and check for any conflicts with button 4 while you're at it.

Isn't that the other way round? AoA indicator flashes if the hook bypass switch is set to carrier and the hook *isn't* down.

Only when on the ground, *and* the launch bar extended or hook down. Even then, afterburner can be selected with enough force rather than using the fingerlifts.

Definitely much better. You still need to be adjusting the throttle sooner though. You're essentially oscillating above and below the glideslope because you don't add power soon enough when the descent rate increases and vice versa. When you're high, start to add power *as soon as* the velocity vector starts to drop. That means you should be able to 'catch' it before it falls way below the glideslope again. Conversely, when you're low, as soon as the velocity vector starts to climb again, reduce throttle.

Chris Hadfield's 2.3 million twitter followers now think this is how aircraft are recovered at night in the rain.

I ran into something similar recently. Sensor control switch down was selecting the left DDI rather than the AMPCD. Can't remember exactly how I had them configured, but I rarely change the AMPCD from the default.

That's the answer to your question.

The video in the OP? Can quite clearly see it being trimmed at about 50 sec.

The inbound/alternate thing has been an intermittent problem for me since ED updated the carrier ATC a few months ago. Often simply repeating the command gets it recognised correctly. I've had it happen with both VAICOM and the DCS comms menu.

No REL HOT. XMIT only appears when I press an XT button, as expected. VA also shows the headset with the disabled indicator over it unless I'm pressing a TX button. Just tried again on the SC CASE I mission and it worked fine for 'incoming' and 'see you at ten' before doing the same thing as my post above.

This is really pissing me off today. Seemed to take forever performing the various troubleshooting steps before any of the new carrier ATC would work. Thought I'd cracked it, but apparently not. If I run VA without DCS, everything appears to be working fine. However, when DCS is running, all PTT buttons produce something like this... 5:28:08.084 Listening suspended 5:28:08.014 Listening suspended 5:28:07.994 Joystick : 'Transmit TX1 release' 5:28:05.363 TX1 | COMM1: ARC-210 AM 127.500 MHz tuned for ATC unit John C. Stennis [AI] 5:28:05.033 Listening resumed 5:28:05.017 Joystick : 'Transmit TX1 press' And then a short while later it will output something completely random like '5:28:18.470 Unrecognized : 'her life'. The double 'listening suspended' doesn't look right at all.

Wing Fold Control Handle - PULL/STOW - 'o' Wing Fold Control Handle - CCW/Left - 'rshift o' Wing Fold Control Handle - CW/Right - 'rctrl o' To find out stuff like this just go into the contol options and use the search.

I don't think you understand the difference between a flare and simply being nose-up with constant AoA. The Hornet isn't flared but certainly doesn't land 'flat' as you have suggested it should... I'm pretty confident the nose wheel isn't deliberately pushed onto the deck either. That's just physics happening.

Why raise the flaps? If the brakes are rubbish having more weight on the wheels won't help, that would only be the case if the brakes were strong enough to lock the wheels. The extra drag from the flaps should be much more beneficial.

Just no. On-speed AoA of 8 degrees and a 3 degree glideslope means the aircraft's attitude should be ~5 degrees nose-up. You can see that clearly on the HUD of any landing done correctly.

Yeah, something like that is what I had in mind. The position of the text is a bit ambiguous so it's not clear exactly which point it's referring to.

Page 40 of the supercarrier manual has an image of a CASE I approach which appears to show 450' ASL entering the groove. That's way too high, no?