majapahit

Gear up flaps up resets the trim

Indeed, first 'disable/disengage AP mode' key "S" then change flight path.

FYI VR now shows Controls Indicator (RCtrl-Enter), left bottom screen not mentioned in the updates but it's there now, at least in my Rift VR (It was never there before, right?) Now you can see what your thumb is doing, also what the FCS is doing with the Trim.

All that said, my old buddy who later flew KLM once told me after some years license 'I changed my whole landing procedure, I just fly the plane to the ground' which at that time was anything past the learner Cessna 172, big cessna's and cargo planes later on, and then KLM passenger jets. Did not knew at the time what exactly he meant, but one can presume, if one knows one's plane well enough, you cannot bother with any glide slope per se (KLM pilots very often - then, don't know about now - hand drive their planes down the ILS with autopilot OFF in particular in high cross winds, they call this 'necessary ability training' because this is their entertainment, which these days - with too many junior pilots? - is simply not allowed by a lot Asian companies I heard, they need to fly autopilot or else), you simply aim for the touch down marker and have your wheels there on the ground with hardly denting you shocks, with hardly a flare, is what you just do, and this needs excellent timing and actually knowing the exact power curve and flight envelope of the actual plane, involving the actual behavior etc. and is F-18 landing without the heavy trapping, but with the goal not to indent ones gear shocks.

yes you're right, well almost, made a screenshot, 3750L/R 7500lbs total, he's OK, just think I saw him cut throttle and drop hard on the wire.

Hard to see on my monitor but you are heavy? Starting out 40k weight? That would be too heavy, make it 31k (or 34k) or better 15k pretending you returned from a sortie. It's much easier to trap light. I also think I see you coming in a tad fast, which would be the result because you're heavy and where you cut the throttle too much for that is dangerous, but in this case lucky because you dropped on the wire. 2cts. (If I saw the numbers wrong, sorry)

Is this correct? Considering this is 'slamming on deck and trapping'? Or is this 'slamming on deck and bolter'?

Wingnut YT Real 'short' carrier brake Watch his hands and watch his head where he's looking in the break, and you can infer where in the break he is. You can see left hand movement lowering gear and flaps, then you see a massive correction of his right hand flight stick forward when the pilot compensates for gear and flaps down. You can also watch him use his thumb (timing blindly) to trim the F-18 at ~45 nearing the end of the break.

Well, balloon away and be happy.

I guess you're too fast, or rather, you think you're on speed, because you trimmed nicely and stamped this number in your head what the accompanying 'on speed' number read, but, if that number is just 1-3 kts too fast than actually necessary to have the proper lift (and AOA) for you to land, you get yourself in trouble, because your upwards correction will overshoot, whilst your downwards speed correction will be too high still, and you also might float, like you said. On the top of the slope in the merge levelling out, you check the movements of the F-18 under your butt in regards to your hand throttle movements. Yank down, for, when levelling you gained lift at the merge, the F-18 must slow down and/or drop perhaps a couple of feet, when you then yank the throttle forward, and spool up, your eagle eyes on the speed ribbon watch How fast you accelerate beyond your provisional 'on speed', and gain a foot or so (or a yard, when in high winds). And then when you yank back again to lower the W on the deck and in the meantime to not overspool the thrust, you eagle eye the speed ribbon where to anticipate thrust again to not get into the ‘drop like a brick’ zone of the flight envelope. 4-5kts over actual 'on speed' gets you to where you will balloon, 2-3kts speed under actual ‘on speed’ will end you against the stern, which is worse even. Thus, within a handful of seconds at the top of the slope, you should and must discover the real number for the 'on speed' in the given actual weather, temperature, wind, turbulence, weight, AOA, where you are in the resulting flight envelope etcetera. Now you can move down, yanking the throttle around your actual ‘on speed’, you bank a little you compensate the throttle, you aim down you compensate the throttle, you aim up you compensate the throttle, stay precisely away from the lower end of your flight envelope and stop the spooling up by anticipation at the higher end. And then you hit wire #3.

works just fine

?? This is the crosswind leg, just level you plane a tad, and you'll be further abeam, watch the support ship, and then you know where you are. This is not 'the break', this is 'after breaking the deck into the pattern' where you're now 'breaking towards the downwind leg' of the pattern You're past the crosswind leg of the pattern in the downwind leg, you can dirty up from here and WHEN LEVEL set your AOA E-bracket and be 'on speed' which will be the same speed for the top of your glideslope, you're flying level, full dirty If on the downwind leg you're full dirty and on E-bracket level flight 'on speed' which probably is 130-135kts, that's where you 'break' for your base leg, you bank, you add throttle (quite a lot) to keep your envelope on the same lift as from the level E-bracket 'on speed', and you make your 180 to the stern of mother, where at 45 you see mother, and look for the wake and positioning yourself. You do not measure by "G" but you measure by bank, speed, pitch and letting go of pitch, altitude, descent rate, and resulting flight path (and this result in ABOUT said 'G"). If you turn too tight, you level a couple of degrees and could add throttle (you're actually constantly yanking the throttle to be on your planned flight path), and simply remember what you did to stay on your flight path for next time around.

The general advise to military F-18 pilots is "just do whatever you have to do to get properly on the bloody ship". " .. " dont maintain so long" or " dont try to hold it halfway" .. ", indeed. You seem to be not ‘in the break’, your ‘break’ starts ‘abeam’, before that when you mention ‘your break’ from starboard to port banking before the bow, you’re doing the cross pattern to downwind and level out to dirty up below 250 at portside, where when passing abeam, your opportunities for the ‘break’ start. Study the pictures of the Case I pattern, all the wording is confusing indeed, I did too. The F-18 is predisposed to throttle control, you cut the throttle it will brake on the spot and fall out of the air like a brick in the groove. Don't bank that hard at the break (that started ‘abeam’ or past abeam to dirty up properly, when training at 1.4 it’s a lot easier, pass Abeam to 1.6 and then break, add some level flight), I never watch G, I watch my speed, my banking and my flightpath, the “G” is the theoretical end result of a proper bank, the bank is what you do, the G follows. Maintain throttle (you jerk the throttle hard up and down) during the break and just ‘know’ the arc that your flying and where you’ll be ending up behind the ship, and merging, you can arrive 'high on speed' and in your last part of the bank (200-220 I've done when heavy) lose all the speed to get 'on speed' for the glide slope, and do corrections with the Stennis in sight. I can arrive merging at 170 with cut throttle and no problem slowing down to the 128-135 in the upper part of the glide slope. Speedbrake in de glide slope (AI does that) seems a bad idea if you dip under the 'fall out of the sky speed', so you eagle eye your speed ribbon and anticipate ‘on speed’ for your weight and config, too long a correction on the throttle and the engine spool will balloon you away from the deck, dip below ‘on speed’ and you’re in big trouble. After you can do this, you can start training the ‘short’ Break which indeed starts at the ‘abeam’ and at 0.8-1.1nm TCN and you dirty up in-the-break and full dirty at 90, with trimming blindly by timing your thumb (but I now fly VR goggles, and all these squadron pilots wear VR goggles to exactly know where they are in the short break, that’s only allowed to very experienced pilots in RL on punishment of having to leave the boat .. )

Thinking about this, you could test if you're too slow climbing out with 0-flaps (and perhaps heavy), by taking a lot more runway and rotate like over 220kts, or 240, see what happens.

But ACLS could?

Yes must have been MC "Then, MAGIC CARPET allows for more intuitive and much less cumbersome adjustments to that flight path by decoupling roll from yaw from pitch, and instead creating a single input that affects the ultimate goal – the airplane’s flight path. The pilot can make a little correction to the flight path using the stick and then simply let go of the stick to stay on that new path." "And because the services’s Boeing F/A-18E/F Super Hornets and EA-18G Growlers have digital flight controls, MAGIC CARPET remaps those controls to do just that." Indeed no F/A-18C, so our DCS FA-18C is cabled? If an ACLS was added that must have been quite the upgrade (or maybe not, coming to think of it, most jetliners had one).

Oh, and somebody here mentioned 'we don't want ACLS because that's not historically correct with our FA-18C', which is a horrible suggestion, of course we want ACLS + the latest upgrades, because we love mucking around with knobs and systems.

I read an article somewhere ('Navy World' or something) they already are changing the name and the system of autoland ICLS / ACLS Something like 'pilot's fly by wire input is taken over and restricted such that by a computer algorithms the stick to just have lateral effect on the craft guided down'. To keep the middle somewhat manually I would guess. Would be 'just a software update to the present system', thus the toilet seats that come with the upgrade will only be 99.50 US :)

I'd say that cross in the indicator is trim. Trim 12 I would guess. Wheels on the ground ready for take off / per the FCS All is well, nothing to do with flaps. When you put flaps up, the FCS will notice and tries to set you up for 'normal' AOA flight, hence the trim moves to center. EDIT: The erratic behavior of the trim, parked when moving the Flaps probably is because the FCS had to little data, airspeed, AOA, you need to power down the runway for the FCS to decide what to do, and be in the air, and clean, and the FCS will switch to 'normal' flight mode. When you 'pitch up when stable' you're not watching your airspeed? Which would mean you would be stalling and the craft will pitch up (1 reason). When clean you have to be on speed. 'When I takeoff the plane pitches up even if I go full stick forward... ' lessen throttle until you pitch as desired, when stable climb you throttle up. You should take off with half flaps, perhaps when you're taking off 0-flaps, and you're heavy, you quasi 'stall' when wheels come off the ground, and that's what making you pitch up.

EFC > Button TCN > enter number of the channel > ENTER > then ON, "ON" has to show in the readout line left of the channel number. Repeat for ILS, "ON" has to show in the readout line left of the channel number. The ILS bars only will show outside the Stennis, rear of the stern, a cone extending from the landing deck upwards and backwards I think 3 mile (or 5 or 8 or something)

In the F18 EFC use select TCN enter channel, <ENTER> then <ON>, repeat for ILS. on HSI, TCN course switch L/R , left switch and hold CRS and course will pop up

This is what I noticed. Off the deck, wheels up, flaps up, which signals the FCS controller to kick in and this FCS aware you're now in clean configuration even if in any bank or climbing out steady at your controlled 170-220kts upwards and FCS takes over trim for controlled AOA flight (stay under 250kts is a good idea when exercising this manoeuvre, after which you can try it at 600 kts, which is much of the same but more exhilarating). You’re now already set up trim wise for an immediate go-around break (or in any other situation if you’re above in the pattern coming in or circling under FSC in clean config), in short you necessarily only have to 'steady' your flight path for a sec whilst in clean config, a steady continuous bank will do, levelling out and wait-a-instant will do, and you’re all set up to go for this (unapproved and watched by hawk eyes, who can send you land based if they think you behaved like a dick) ‘fast’ break, the FCS ready for ‘normal’ and ‘manoeuvring’ mode(s) when clean, then you bank hard entering this particular (short) break, you lower gear an flaps full and because of the hard banking (and therefore induced added pitch at speed) you throttle towards an appropriate ‘on speed’ as you already had planned for, that works for this particular manoeuvre, you anticipate and counteract all the unrolling flight envelope changes, your start trimming towards that particular 'on speed' trim that is dictated at the egress of the break when merging out of the break and into the groove and that’s half a century away, at the half way of the break you're now full dirty and you check everything is OK (your speed, your height, your bank, your semi-pitch, your decent rate as planned, your indicators, your hook, your trim indicator moving towards the appeared E bracket in the HUD when dirty which doesn’t mean anything much whilst in this move, but none-the-less you know exactly what it shows) and you calculate the rest of the turn glancing the deck of the Stennis vis-a-vis where you are and how to go about it from here, you’re already hard throttling towards the 45 and trying to find the wake and control everything that needs controlling to get to the merge, and then the ICLS bars pop up and you check if your estimated trim that you dialled in blindly would be at the proper number according to the behaviour of the F-18 under your butt, which depends on your weight and your loads etcetera, and this is quite hard, for you did this trimming blindly with just timing your trimmer thumb. You’re egressing from your break into the merge and you can have a - very - short check concerning your much exercised blind trimming compared to the planned and wished for trimming, whilst you also landed exactly on the ICLS bars where you wanted to be and you compare all this with the F-18 behaviour that is now level under your butt with its particular load-out of the day and weight and fuel remaining and weather and wind shear, you can make a last - very quick - adjustment of the trim if need be according to all the parameters at hand, your AOA, your speed, your necessary throttle yanking, your situational awareness of distance and attitude toward the deck, and with full view of the ICLS bars and the Stennis deck in view, or if in the dark, the deck lights that are hobbling on the waves and are approaching pretty fast now. And there you go, you’re on wire #3.

I don't fly F18 in RL but with the F18 DCS (which seems pretty close to RL according to the real pilots and when I scrutinised RL YT landings) I remind myself that this F18 is heavily predisposed by throttle control, with massive thrust after a distinct and somewhat bewildering spool-up and falling from the air like a brick the instant you’re below ‘on speed’ in the landing groove. So, you bank, you add throttle, you level, you yank the throttle for an instant while monitoring the expected ‘on speed’ bottom, you’re in the landing groove, you monitor your speed continuously so to yank the throttle but then again easing out near ‘on speed’ for to keep you from the catastrophic bottoming below ‘drop like a brick’ speed. You add flaps you yank the throttle and ease with the stick. You enter a steep bank and loose elevation a little, you push the throttle and do all the necessary corrections with the stick, your flaps come out halfway and then full during an halfway and "over speed" break (the short ones), you cut your high throttle for an instant and focus on the expected and estimated ‘on speed’ for that type of bank in that type of turn. This takes a while, for to recognize all the different ‘modes’ possible (from infinite speed/configuration possibilities). I thought I had a lot of problems with this ‘ballooning’ of the F18 when entering in the wake of the Stennis some of the times but not all of the times, but you can avoid this (at least in the DCS F18 ) by throttle anticipation, by being somewhere exactly “around” ‘on speed’ and keep yanking that throttle up and down, whilst staying in the (and appropriate divergences of) your landing groove (don’t just follow the needles, that’s a bad idea, follow the deck around the needles in particular in high winds and the deck bouncing up and down, which you can see, and you're really aiming to set yourself up for the #3 wire, trap configuration, the exception are these 'perfect' F18 pilots who have perfect control but that's why these guys earn the big bucks :) ) and whilst constantly monitoring your speed ribbon read out, to know where exactly you’re at, in the F18 power/lift/’drop like a brick’ curve, you throttle up too long you balloon out from the groove because of the power spooling effect and then you're just too late (and something DCS weird happens perhaps). That’s what I do (these last weeks, my Oculus Rift had arrived and I can actually see what I’m doing though as if looking through the bottom of 3D milk bottles).

And you're not the one trying this, that's because .. ?

that, I think is for an airplane. this here is TS for a boat, which is GS or GPS speed. then again, perhaps its a DCS thing, but then still, groundspeed+windspeed as wind would add a sum for numbers, and be a large number, which these are not (I have my skipper license) #s3gt_translate_tooltip_mini { display: none !important; }