=DROOPY=

Friggin Sick!!

I for one.. completely understand what he's saying. I really wish that a training syllabus comparable to what is offered for the A-10, would be offered for other modules. I don't mind reading at all. But if the opportunity presents itself, I learn much quicker by *doing*, and will almost always choose that method.

^ This...

@Szketya95 Do you mind sharing a photo of the back of the Viper ICP? Id like to see how I can secure it in position before purchasing.

I can already hear - "Dude in the Hornet is landing on the runway at whatever airport I'm at...check it."

Link to Discord please?

I actually don't expect anything, other than for you to respect other's, and myself, the way you want to be respected. I actually looked at your initial response and opted to sit on it and give serious thought on how to respond, because after all, you're a (hopefully) decent human being on the other end of this conversation, and had I immediately responded to what my initial interpretation was....well...that would not have ended well. With that said, thank you for your condolences. They are appreciated.

I highly doubt it, based on the crews experience level, but...what if it was? I wasn't privvy to the results of the accident investigation. Dude... Please... I'm trying really hard to give you the benefit of doubt because so many arguments stem from how a statement is perceived, rather than how it was implied.And I know you are better than that. Help me out here. @Dragon1-1 Exactly.

I really*really* hope that you are not implying that my friends are dead because they were too stupid to look at a line on a paper map. Please explain yourself.

I know from personal experience(s) that in some cases the Wire Strike Protection System on helicopters can only do so much. A helicopter most likely will not survive striking a high voltage high tension power line. I flew with a Chinook crew, that much to my horror, all perished a week after, from striking power lines draped across a river. https://www.chinook-helicopter.com/history/aircraft/D_Models/90-00201/90-00201.html

I'm not a pilot, but the fact that the hose and basket was it's own self contained apparatus located directly on the tail of the aircraft, versus attached to a boom or out near the wingtip, likely made for a more stable and predictable approach and fueling cycle. But like I said.. I'm not a pilot.

Yeeaaaahh..... With great disappointment, I'm thinking its about time to unchain that strongly worded email.

As of 16SEPT 2024, I have not received my shirt. Granted, I didn't purchase the F-4 module just so I could have a 'cool airplane shirt', but I will most definitely not pay extra money for early access and promises of 'extra's' in the future.

For Crystal users... How I finally got things to work for me: Open Pimax Play Once headset shows 'Connected'- Room settings • Follow instructions • Minimize to taskbar Start DCS On DCS landing page, or when in a/c cockpit: Go to keyboard: •Control+NUM pad #5 (Re-centers view in-game) If you want the IP closer, you can lean back, look straight ahead and CTRL+Num pad #5. This will place the IP closer to you when you resume your normal seating position. If the IP is still not close enough, you can zoom/enlarge the IP through the Open XR toolkit via the CTRL+F2 menu. If you're trying to reset the default camera view, see the previous comments.

Anyone still using the Buttkicker Hapticonnect software, I emplore you to consider purchasing Simhaptic: https://rkapps.shop/products/simhaptic-for-msfs-x-plane There's just no comparison, and everything started working again as it should, once I completed the install and tuned the in game options.

I would absolutely be ready with popcorn and a soda, if there are any stories at all, of literally anyone going into the merge...in the dark. The only stories of night air combat that I'm aware of, were BVR engagements. https://umgf.com/a-fighter-pilot-s-last-milliseconds-t76659.html

LOL..Prob so...

In 2018, I seen several tatted females on the Stennis. IIRC, one, maybe two, had near full sleeves. I remember because one was our DV group tour guide, while on the stern below the flight deck. Can't remember what level it was though...

At the moment, the F-18. I'm very weak on: Radar Ops/Function IFF Datalink Targeting Pod Specific WEPS employment, mainly: HARM Mav's And of course Carrier Ops

Thank you very much for taking on such a huge endeavor. Much appreciated!

@jaydee: Just wanted to follow up. How's it working out for you?

I went back to 90mhz for now. Thanks for your input, I'll check it out.

Anyone know any HABU Drivers? I have nothing to offer in this discussion that hasn't already been stated, but I bet a SR-71 driver could probably clarify.

When it comes to runway friction measurements taken during a winter weather event, you are venturing into the proverbial abyss. Not sure how military airports conduct friction testing, but at all FAA certified FAR Part 139 airports, they are mandated to conduct friction testing during winter weather events, and convey that information to the airport ATCT, and through what we call SNOTAMS. In my humble opinion, and considering that runway friction is one facet of my occupation, I would advise that if any runway friction related changes be made, that the changes be restricted to 'wet' runway conditions only. A 'wet' runway, as far as simulating runway surface friction, would be much more of a 'known' set of conditions, vs simulating Ice/Snow/Slush/Sleet/Freezing Rain/Graupel and, as if that wasn't enough, the surface depth of those types of winter precipitation present on the runway surface. For proper measurements, those depths also have to be entered into the database for a proper measurement to be correlated. (!) IRL, (where I am employed) if a runway measurement through friction testing is deemed unsafe, the runway is effectively closed to any and all air operations, and the runway surface treated and continually tested until it is deemed 'safe' for use. In those instances, friction measurements are taken continuously, during the time snow removal crews and equipment are working on the runway, and until the the amount of friction measured meets or exceeds what the (as far as US is concerned) FAA determines is required, with several variables at play, including the above, along with the consideration of the age of the runway, and what the runway itself is made of-Blacktop or Concrete. During warmer weather, when rain is the only thing to worry about, we issue what are called FICON NOTAMS for each active runway. They usually follow a format similar to: RWY 17L FICON 5/5/5 100% WET EFF 2408171812-2408181812 The 5/5/5 refers to Touchdown/Midpoint/Rollout sections of the runway respectively. 100% = Full length of Runway Wet= 1/4in or less of liquid surface moisture. 2408171812= Year/Month/Day/GMT Based on that, aircrews will adjust their braking action according to their aircraft landing weight and runway surface length available. My job is to just provide the information so they can plan accordingly. Fun fact: Most, if not all concrete runways, are 'crowned' in the center, and have grooves cut from the centerline to the shoulder to allow for efficient drainage to prevent the aircraft from hydroplaning.