majapahit

Did a repeat, flew along side, active-pause, boat is moving slowly (this time around), not standing still 0kts Outside view shows 11kts (but I think it's moving a tad slower than that). So, it's on and off (which is somewhat weird). Waves look spectacular in High quality by the way, It's not really a problem at all, just weird. <img id="hzDownscaled" style="position: absolute; top: -10000px;"><img id="hzDownscaled" style="position: absolute; top: -10000px;">

This can't be right? Edited the default Quick Mission “Caucasus FA-18C Carrier Takeoff.miz” Stennis 15kts Wind 33ft/24kts (1600ft/50kts) Turbulence “3” (whatever that means) results in pretty nice windy sea (‘water’ = “high”), and F-18 loaded with 2 external tanks but 35k lbs, for trap training, but then I noticed Stennis “TS” (True Speed, I’d say, seen when external with a view status bar) Stennis “TS” ‘over ground’ GPS speed = 0kts That’s interesting, not really a problem, but should it be like that? Supposedly ‘wave @ surface, and 24 kts wind pressure’ counteracts a nuclear 15knt Stennis not to move ahead at all? Or the 15kts of Stennis in the ME, enters a ‘power’ factor in the sim rather than a, perhaps unruly, ’boat speed’ parameter .. ? Wadduyouall think, am I missing something? Attached screenshot is VR.

Don't care, we want the magic carpet.

Actually, after this was up I found some posts from July2018 here on DCS F-18 that do the 600kts SHB, but these posts get buried through time.

Found one (I search 'F-18 600kts', ...... pffffff ) 2008, this one does indeed do the “Nasty” Manazir 'incoming at the stern 30 degrees port bearing', his max DME seems to show 1.4 going around, incoming he slams his throttle to reach 600 at the stern I'd say (as in, if he can do it we can do it)

Compared to the article about Nasty Manazir's and his Tomcat, this F-18 comes in approaching the stern from a tad starboard, not from 30 degrees port side, banking hard above the stern but this makes him only cross the last part of the deck, which seems that will make his 350 turn more behind the boat, so I would have a guess at it that he wasn’t doing 600kts coming in, but I can’t see on my screen, and this doesn't look like 6000kts? (that or a F-18 can tighter turn from 600kts).

An 2014 article I found by a F-14A carrier pilot, describes (recently retired Rear Admiral) “Nasty” Manazir F-14 Tomcat ‘shit hot brake’ and I wonder if this can be done with a F-18 on the CV Stennis (is this even allowed still? then for historic accuracy :) ) Picture “ .. When you hit the fleet and get to the Boat during the day, it’s a completely VFR, no comm (generally) environment. The fast movers marshal overhead at 2,000 feet in twos and fours, gathering from all directions on squadron mates, or like aircraft. The rest of the planes stack overhead every thousand feet, with the slowest at the top – the mighty and much-loved E-2 Hawkeye. The lower planes hawk the deck, trying to set themselves up to “break the deck” .. ” The point of this all is, the first one who ‘breaks the deck’, the pilot who drops down into the landing pattern around the CV from the flock of flying metal, this circling stack of planes circling above, the one who ‘breaks the deck’ gets LSO’s special treatment, or rather gets leeway in LSO’s landing scoring, as this pilot is the first to be at the turn-in to final, and, to keep the momentum going of receiving all the aircraft with ‘everyone’ watching, is to perform a fast ‘shit hot break’ into a very short final. Nasty Manazir F-15 does/did it like this - ‘approach the Boat with 600 knots and 600 feet’ after ‘breaking the deck’ while flying hard this will be reference to intercepting the landing pattern, the counter clockwise circle pattern around the mothership that starts behind the CV at the starboard side and ends in final - ‘bring his section of F-14s in 30 degrees inside the wake so that he would have more than 180 degrees to slow down’ coming in and setting up his Tomcat with an extra 30 degrees additional CW heading, relative to the boat hull’s stern, thus Nasty Manazir F-15 Tomcat is approaching the boat not from behind at the starboard side as supposed to the official pattern, but is coming in 30 degrees at the left at port side - ‘hit the intersection of ship and wake and snap, knife edge over the platform’ when reaching the stern of the CV, Nasty ‘snap banks’ his Tomcat to port side left with 600kts over the deck, doing a fly bye/fly over, where the LSOs are positioned now somewhat excited - ‘would hit the abeam a little fast and wide, but nailing 600ft’ The author seems to be fast-forwarding here, this appears to indicate Nasty’s Tomcat is going too fast to fly any pattern, Nasty (and his crew) is simply throttling through a circle that started with the ‘snap bank’ over the stern of the boat, steadfast sticking to 600ft altitude, and now has passed through a 210 degrees banking turn, which is 180 plus the 30 degrees he had hit the stern with, and is now positioned ‘abeam’ somewhere around a mile and a mile and a half out on port side, at a right angle to the boat’s centreline at the stern This ‘abeam’ by the way is the position from where normally a pilot calculates where to start his final break and checking his already ‘on speed’, his altitude and his landing configuration with gear and flaps down, but in this case, Nasty apparently just throttles straight through the ‘abeam’ position to enter into his ‘shit hot break’ here on, in one go - ‘give the nose one more emphatic reef, slowing down enough to spread the wings and drop the gear’ slowing down his Tomcat by pitching for setting up his Tomcat landing configuration when approaching the halfway point, 90 degrees from the deck and halfway through his shit hot break - ‘With 90 to go the flaps would be fully deployed and Nasty would be on profile, though still about 20 knots fast’ relative to the ‘official’ break pattern, he is 20kts fast on the numbers, but actually you have to be fast when on one wing or you might sink like a brick, Nasty being a ‘prudent’ fella I’d say - ‘would roll into the groove a little high and fast, and work it down with such patience and precision that it was a joy to watch’ which means he doesn’t deviate an iota, with perfect control stays bang on the numbers when intercepting his VFR visual final by fusing with the groove coming in onto the deck - ‘ .. After the inevitable 3-wire, I would turn to the writer with a big smirk and say what I always did, “High fast start, little high fast in the middle. OK pass.” this is regarding the trapping of the high score no.3 wire By the way for instance A.E. W.’s CASE1 demonstration (and Wag’s) on Youtube show what intercepting the final similarly means in DCS. The article also shows the Tomcat NOTAPS official landing procedure, for all the pilots in the stack that feel somewhat lukewarm about being the one to perform the ‘shit hot break’. Anyone care to try this? https://fightersweep.com/837/the-ultimate-carrier-break/ <img id="hzDownscaled" style="position: absolute; top: -10000px;">

I had some PM conversations with TTaylor and what I found out after some confusion what most likely is the 'by-the-book' NOTAPS procedure is that Diagram downwind 1200', '180 level turn on speed' to 600' at DME 1.3 behind the boat at the top of the groove, etcetera. that you should or could use for practising ICLS landings for instance, but that the diagram I found online and was referred to as 'combat recovery', is what real life sorties will fly returning to the carrier, i.c. downwind leg at 600' and the first of the wing turning hard base-turn when crossing the stern line (or the open hanger doors, if these were in DCS), and heading for the intercept somewhere between 300-350' 8-12s from the deck. This is what you actually see Wags and A.E. W. do in their CASE1 demonstrations, and we found out, after TTaylor did not know of any 'combat recovery’ terminology, he actually calls this practise a 'shit hot break' (a what? a ‘shit hot break’), and is how in particular the first of the flight, first of the queue coming in, flies his intercept. (It appears many NOTAPS online with many diagrams and expressions from different periods and some obsolete)

You're faux military disciple that is not, doesnt fly, not with you nor your mates

I'm PM'ing with TTaylor, we're cool. So buzz off and be quite in mom's basement.

I didn't refer to NATOPS then I did, are you OK?

The DIAGRAM NATOPS that MENTIONS the 8s 'combat recovery' PROCEDURE, I simply found on the internet with a search. That obviously is a NATOPS diagram. If its not in NATOPS anymore, that doesnt mean the historically its correct. This a about a flightsim not a NAVY F-18 flght school, you still need to adhere to reason. So, what exactly is your beef? (I know what is my beef, being confronted by guys who think they are in the military which either they are not, or bring their military entitlement to the civvy's, which is uncivilized. And mind you, real officers don't behave like that)

Since you apparently are an ‘active F-18 pilot’ what on earth does that mean ‘I’ve never heard of the combat recovery being used.’ I can SEE the combat recovery being used by Wags, in real live YT, in the CASE1 video by A.E. W. CASE1 the latter who was an F-18 pilot 16 years ago. The NATOPS diagram above SHOWS a 'combat recovery' by the numbers and specifically explains the ‘combat recovery’ by numbers as part and partial of that part of the manual. So what's up with that? What is going on here? Your up-to-date NATOPS is different? Doesn’t mention 'combat recovery'? You’re not NAVY? Like I mentioned I am a lawyer and I know when I am perfectly well in my rights to ask the questions of reason. If you are the supposed ‘expert’ (like the expert witness) as some mention you to be, this doesn't change anything to my suggestions nor to my questioning. ‘Never heard of combat recovery’ when I discover a NATOPS diagram which is the exact ‘by the book’ you’re repeating yourself to be adhering to. 'Never heard of a combat recovery’ doesn’t quite make the cut, I'd say. I’d suggest you do us all a favour and you go find your copy of your NATOPS, or mention ‘combat recovery’ in the mess since apparently there’s where you are every day, and let's see what happens.

How's your Dutch for that is my native language. How's your proficiency in French or German? Let's have a go at that.

when in doubt I always use NVidia Inspector and their NVidia's own SuperVCAA 64X 4v12 (there's also 8x8 ) Which is a great compromise between tearing and eye candy and I use now even with my Rift VR.

Don't want to be a dick since now everyone is telling me you're a F18 pilot, but a. there's NATOPS diagrams where the break states 'on speed level turn' where this turn is depicted from going from 1200' to 600', what’s with that? b. there’s another diagram taken from NATOPS that clearly states: “ .. 10- Roll out on groove and adjust height with power .. Combat recovery 8 seconds in the groove or 12-16 seconds for standard groove time. .. ” with the depicted F18 at 450ft in the final turn and appears to be on the glide sloop at ~350ft, which is what I was conveying, and is a recognition to the accompanying “ .. Combat recovery 8 seconds in the groove .. ”. Ttaylor did you land your F-18 on any carrier during occasions or the exercise under the “Combat recovery” protocol .. ? F-18 'combat recovery' exercises are on the schedule I presume? That I would find interesting to hear. I’m a lawyer and a blue water sailboat skipper for fun, and I just want to clear the air.

wow, you read somewhere the FA-18C is a hundred years old? That's amazing, well done Really you fly your war jet by what you read in a book? And everyone does that, but those bloody idiots on RL video cockpit capture in their RL FA-18's who god knows how have climbed into the cockpit of that contraption illegally? And you do that from your couch on a laptop, because you know that's the right thing to do .. ? You're quite the champ, what a hero.

I have a Rift now flying VR, I noticed I'm off from the ball frequently, but that's just also hard to see with this unruly gadget. So instead I mostly fly the ICLS down to the deck, which at 30knt sea state bounces around quite severely (the only way I like it) and the aim is to just 'be' at that crucial spot a couple of seconds away from the stern and the height at this location timed with regards to the deck movement and its momentum of going either up or down, and one then just lands the aircraft in a kind of a “Zen” action, with in mind, somewhat ball position, a lot of velocity vector guidance, a lot of the history of the last 10 seconds of the ICLS's horizontal bar movement, somewhat the view and change of the horizon, somewhat the view and change of the calculated whereabouts of the hull, a lot of what you remember of your speed ribbon’s most recent readouts indicating your velocity going either up or down, accelerating or decelerating either fast or slow, and lately I keep a close eye concerning the very outer corner of my right peripheral vision, to see there the arrival of that radar structure afore the Bridge Island, which indicates the spot about a yard afore the cable no.3 position on the deck, and your arrestor hook location as projected a plane length away from the rear of your rectum when one is in the correct alpha with the plane, needing to touch the deck there, thus where if need be, I cut the throttle to make one slam onto the deck which helps the trapping of the hook. Overall most of this is Zen though, is how you handle a bow and arrow (would this help you in any way? I'm having doubts as I'm writing this down :) ).

Read better, its where you end up in the groove. Watch the Wags YT. Also IRL, also f.i. A.E. W. CASE1 Advanced Topics https://www.youtube.com/watch?v=XiVdwkuCrwg A.E. W. apparently is an actual F18 pilot who flew carriers 16 years ago and flies his procedures from memory, f.i. he doesn’t break ‘astearn’ he breaks ‘when you’re (supposed to) see the light shining through the open below deck hanger doors through and through’ (HINT: DCS .. ?) He breaks DME 1.3 at 600ft, ends up at 370ft on the groove, which would be 12s or so from trapping. Wags does the same thing (actually I see 104th server LSO views F-18's showing up really close aft the stern smack on the groove, which is a telltale, this happens when you break as fast as feasible and trained, and end up low and close). (Edit: which by the way is counter to all those pretty NATOPs diagrams you find here on the forum that show 'on speed' 'level base turns' but apparently this is not what carrier commanders expect their pilots to do)

Then again when one watches Wag's Case I (previous the ICLS), and some IRL footage, Wags 'arrives' in view of the stern on about 200ft @ 12s groove length, which is I suspect is what is expected from experienced carrier pilots, to arrive short, intercepting the glide slope low (and not making a mess of it), whilst the official (documented) procedure is to arrive at 600ft, regarded as the ingress point / top of the glideslope/groove, that's likely not how the captain and XO want their pilots to show up on the deck, it's just too slow. Too slow is a hazard when in open ocean.

I'd guess with no published guidelines it's general VFR procedure. Intercept the pattern 1000f, downwind, base, turn in. “ .. An aerodrome publishes a circuit height or pattern altitude, that is, a nominal level above the field at which pilots are required (recommended in the US, FAA AC90-66A Para. 8c[4]) to fly while in the circuit. Unless otherwise specified, the standard recommended pattern height is 1000 ft AGL (above ground level), although a pattern height of 800 ft AGL is common. .. “ Any published guidelines are really the exception to the rule, an adaption and deviation considering the local circumstances, these days mostly noise abatement I’d say (in crowded Europe). A pilot is considered a captain of a ship, a vessel. He is the potentate of the destination of said vessel. Until he fc*ks up, then he becomes the little twat that needs a severe dress down, for besmudging the reputation of the company he was keeping.

AOA

So no one reads threads .. ? Or just some

tsssssssssssssssssssssssssssssssssssssssssssssssssssssssssssssss, you even read the thread?

Start in non VR, edit the options.lua VR ["enable"] = false, and set your preferences ? My Rift works fine in the latest hot patch 2.5.3.21235