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Creepy

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Everything posted by Creepy

  1. Also, if you get a “Paddles Contact” on an approach, you are no longer referencing the approach minimums and Paddles owns your jet (over to you on how much you want to trust a MP paddles in the sim haha). I’ve landed a few times where the first thing I saw was the yellow shirt telling me to put my hook up post-trap... not the most fun I’ve ever had.
  2. Also make sure you don’t mask the pod with anything hanging off your jet/geometry during the time you intend to lase.
  3. No, the waypoint you manually enter (or simply just have selected from preset waypoints) in your jet does not affect anything in another aircraft. Each member has to do their own system setup.
  4. My 2 cents: 1. Radius, you should be talking to controllers from much further out, 10nm is the shift to tower (Air Boss) as well as where you need to be established on your holding altitude for the Case I stack (we reference this for medium and high holding as well). 2. Entering up BRC (Point 1) is preferred... but as long as you have the appropriate situational awareness to dudes already in the stack... entering tangentially at any of the 4 points is acceptable. 3. The key phrase for starting the descent is “abaft abeam”... so Point 3 or aft. Book answer is the 210 relative, but it’s really just a make it work for the given scenario (I personally am in a constant shallow turn that tightens to about 30-35 degrees with about 90 degrees to go when aligning for the 3nm initial behind the ship. Most people accept to 300 from Point 3 to the initial and then hit 350 inside the initial... but you can use your left hand as required to control spacing. 4. Maintain 350 in the spin, it’s a sporty turn. Another consideration for if you find yourself flying in MP with Cyclic Ops and not a flex deck, prior to the first flight breaking into the pattern, a flight approaching the initial has priority over traffic in the spin pattern (i.e. the spin traffic was too early for the deck and gets “punished”), after the deck is broken, spin traffic takes priority over initial traffic.
  5. My 2 cents: 1. Radius, you should be talking to controllers from much further out, 10nm is the shift to tower (Air Boss) as well as where you need to be established on your holding altitude for the Case I stack (we reference this for medium and high holding as well). 2. Entering up BRC (Point 1) is preferred... but as long as you have the appropriate situational awareness to dudes already in the stack... entering tangentially at any Of the 4 points is acceptable. 3. The key phrase for starting the descent is “abaft abeam”... so Point 3 or aft. Book answer is the 210 relative, but it’s really just a make it work for the given scenario (I personally am in a constant shallow turn that tightens to about 30-35 degrees with about 90 degrees to go when aligning for the 3nm initial behind the ship. Most people accept to 300 from Point 3 to the initial and then hit 350 inside the initial... but you can use your left hand as required to control spacing. 4. Maintain 350 in the spin, it’s a sporty turn.
  6. Flashing “ATC” is just the disconnect notification (whether that was due to clicking out with the ATC button or by overriding with enough force on the throttles), it is only operating when “ATC” is solid in the HUD.
  7. Wut... I’ve never heard that one before. Always love seeing the dude below you late and in full burner trying to make their time though.
  8. No idea about VR, I’m a TrackIR person.
  9. They are both “modules” that can be installed within DCS World and CAN be used together.
  10. Reference G B’s comment, I make a similar drawing/reference 300 GS as well once it gets close enough to my push time, people just draw it differently for how their own brain works... so whatever makes sense/is easy for you to draw with this method. Like G B said, that is the most common method I’ve seen as well, but there are people who are different too (I’ve seen dudes do standard/half standard rate turns anchored at their assigned DME for instance). It really just boils down to what is comfortable/consistently repeatable for you.
  11. 250KCAS like Swiftwings said for the Case I stack (it’s a little faster, but close to MaxE in most configurations and standardizes everyone’s speed in the stack for setup purposes), small modulations in bank angle from 25-30 deg to account for ship’s movement to keep Mom at Point 1 of the circle. Since Mom is moving, you’ll want to have a shallower AoB in the part of the circle in front of the boat and steeper once you’re in the second half to help “walk” your circle forward to keep it over the ship. You’ll also want to get as close to hitting 5NM as you can at Point 3 of the circle (abeam Mom on the port side of the circle), this is again for stack standardization so everyone flies the same circle and knows where to look in the sky to visually pick up everyone else easier. If you’re wondering about Case II/III, setting up for a timing problem To hit a specific push time in a marshal stack is a different animal and there are many techniques, I’d be happy to share mine as a frame of reference if that’s of interest.
  12. You’ll need to manually input the IP coordinates into an open waypoint. With an IP specified in a mission, an AI JTAC or FAC(A) will read you lines 1 through 3 from a 9-Line referencing the IP placed in the mission editor. If you have the same point input into your system, you’ll now have a bearing and distance from the IP to the target to help with target ID and attack.
  13. Might try the WARN/CAUT light knob on the right panel (see picture) and see if that dims it at all. I've never noticed a light actually on the EMERG JETT button though, do you have a picture handy?
  14. No idea how 13C used to work, but that HOTAS functionality is indeed still in the jet, so I wouldn’t be surprised if it was a thing back then. I myself use the PB functionality on the off chance I ever need to do that and keep my fingers away from the undesignate button on the bottom of the stick, but everyone has their own habit patterns.
  15. Not a Charlie, no, just a 25X Rhino and beyond... and based on your user name I’d actually be interested, if you did fly a 13C Hornet, how close it’s simmed (from what I remember of 25X/some of the non-HOL quirks, it’s pretty good). Also, if your definition is measured by 1000 hour TMS patches, no, not yet, but give it a couple months. ... so, with the different experience I do have, and never finding myself in a situation where I needed to press the pickle post release cue fly through (why waste the bomb?), I’m actually curious now if you ever had a reason/if something came off the jet as it’s currently simmed? I always figured even the “back side” of the release cue was part of the limitations, not just the “front side” and lateral limitations, that make AUTO safer/more accurate. Did you ever read all of the niche items in the NATOPS manual and Gold Book without having some small question/discussion bring it to your attention first? Because good on you if that’s the case...
  16. I may be wrong, I can read up and share if able, but I’ve never put myself in a position where the pickle wasn’t depressed passing the release cue, so no personal experience on that one.
  17. Don’t get me wrong, the ASL can look pretty weird depending on the winds/crab angle, ED just hasn’t implemented wind correction effectively yet.
  18. The real world standard is bombing in AUTO mode (let the very accurate system do the work for you, especially if you’re FLIR bombing). I personally have never dropped anything out of CCIP in the real jet, only AUTO and MAN (MAN for a JDAM or a buddy bomb scenario where your system is broken and the other dude tells you when to release as you fly loose form). So yea, AUTO unless you have a good reason not to be there... which, in the sim hornet is bacially any time there is wind right now... the MCs aren’t currently calculating the ASL in AUTO mode correctly.
  19. It does not do that in the real jet... defeats the purpose of AUTO (which is CCRP).
  20. We don’t divert for a HUD failure... just repeat it on a DDI (or UFCD potentially in the Rhino) and tell Paddles, they’ll give a “talk down” for the warm and fuzzy since it’s a non-standard approach (for the fighters anyway). The HUD sure makes things easier, but I sure wouldn’t want to be the one to explain to CAG why I didn’t come back to the boat when the COD/E-2 dudes do it all the time “no HUD”. :)
  21. You should be able to step to different weapons either with the STEP push button on the STORES page or by subsequent actuations of the key bindings/HOTAS for AIM-9. The HUD indication for type of weapon should reflect the weapon on the priority station (e.g. what will leave the aircraft the next time you pull the trigger).
  22. Not on the user end right now, just blanking available with the “recce button” binding. Hopefully ED gets around to modeling the auto blanking when you’re looking through the HUD (should just see the aiming cross in that case).
  23. When you say pay attention to the VV... 1) are you referencing the VV in terms of "placing the VV in the crotch" of the flight deck and leaving it there, or 2) do you mean reference in the sense that you use it to judge your overall rate of descent? If #1: Yes, this works and will get you aboard... but it's very much pushing the "I believe" button... If #2 (what I personally do rw and in sim): For every power or lineup correction you make, the VV (and attached E bracket) gives you immediate feedback as to what the jet is doing/what it's trending towards. Think of it as, if you have no idea what the jet's energy state is, you're just adding/subtracting power arbitrarily and hoping you don't hit the back of the boat or blow the ball off the top of the lens... yes, the jet's energy state is hard to gauge in the sim since you can't actually feel the jet start to droop or float, it's all visual... but you need to know how to read it to have a (repeatably) smooth approach. You should visually scan 3 things on every approach, the ball ("meatball"), lineup, and AoA. I look at the VV (vice the vertical velocity above your altitude... which takes your eyes off important things, like the steel you're about to hit) which gives you lineup (looking through HUD to the ship) and AoA (E Bracket), now just shift between the ball and VV and you will be able to more quickly pick out any deviations before/as they occur to facilitate faster responses and overall smaller magnitudes of deviations... ideally leading to less bolters and ramp strikes! Keep in mind, the closer you get to touchdown, the more sensitive the ball becomes to power corrections (good old angles and trigonometry). So the same power correction you use at the start of an approach that gives you noticeable ball movement will be WAY too much of a correction at the ramp. Last little takeaway technique some people use during the Case I pattern is referencing the ICLS bullseye at about the 45 position to help assess whether they are currently high/low as well as the trend of the bullseye indications to assess any power corrections leading into the groove/wings level transition. That's a really good in the weeds breakdown of the outside factors as well, understanding what the IFLOLS is showing you/how to apply that knowledge is definitely a key to success.
  24. Interestingly enough, I've actually tested this in the sim since I was curious how close it was to the real thing. I tested on the NTTR map over flat ground in a mission I created, and (as expected) there is very noticeable bullet drift with approx. 10-15 kts of wind (about half the reticle wrt amount of drift in beam wind cases). Obviously not as pronounced as Direwolf is seeing... and yes, because of geometry/slant angle, wind from the beam does affect bullet flight path more, so missing by a reticle radius long of the target is a pretty weird. Before the reticle was wind corrected in the real aircraft, we actually had/have what we call a rule of thumb for wind correction pipper placement (also works for moving targets... because math)... we may be in an aircraft, but the basics are no different than say what a sniper goes through to zero their weapon and calculate drop and drift. Translated to the aircraft that's HUD boresight alignment (something we thankfully do not have to deal with in the sim) and, once sim'ed correctly/better, the MC calculations for pipper display in the HUD). Suffice it to say that the rule of thumb works pretty well in the sim on flat ground with head/tail/beam/quartering winds that I've tested (now I'm curious to go back and take a look at targets on sloping terrain since I didn't event think about that sim-ism)... I wouldn't be surprised in the least if this was a large part of the problem... not unlike the LITENING pod "looking through" a vehicle/building to the terrain its line of sight intersects below/behind a designated target, sure will be nice once these kinks are worked out of the sim.
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