Odey

Maybe a temperature related occurrence ? It'd be cool to think fuel temperature is modeled that precisely. My thought is gas(petrol) is unstable. It expands and contracts with temperature changes. Think of a can in the sun. As it cools Maybe it has less volume ? I belive the reason aircraft use weight to measure fuel is related to this phenomenon. Maybe ?

Power too soon I believe is PTS. The 3 i have no idea. Edit- landed on 3 points is correct. My bad.

Thanks. I looked through the natops manual briefly didn't find this. :thumbup:

The tanks are pressurized by bleed air. I'm guessing you get the ADV at 20,000 feet or so ? I've seen it before but couldn't find a problem with any system or settings in the cockpit. Usually clears itself. Actually, it's been some time since I have had one.

I figured. After i asked, it occurred to me , as long as you are above 250kcas it wouldn't matter if you weren't in auto. If the amber flap light is on (above 250knots) your FCS wouldn't be in approach mode anyway. That's all I can come up , sorry. Good luck.

Do you have your flaps on ? The FCS behaves completely different with flaps deployed.

It's pretty interesting how diverse the options in BFM. You can try to gain space heading into the merge to force a 1 circle. Use extreme AOA and rate to take snapshots. My all time favorite is F-15's doing double emmelmanns and sitting purched ready to pounce. Fun stuff.

Aren't they converted from FC3 ? maybe that's the limitation ?

Probably more relevant is learning what not to do. There's no "formulaic" approach to BFM. There's theory. I'm sure you have heard plenty enough about 1 circle vs. 2 circle. Lead, lag and pure pursuit. Rate vs. Radius. It's all relevant but it's not like baking a cake. There is no set order.. The only absolute is the merge is the first. After that ? It take lots and I mean lots of practice. There's so much to process only experience will allow to build the skill set that's required. From energy state to angles. Not only do you have to do this yourself but you need to do the same for the adversary. Read up on theory. Finding material with illustrations is helpful. YouTube is a good source too. If you don't have Tacview get it. It will allow you to dissect every turn of the fight and compare it to BFM thoery and find the mistakes you or the adversary made. Just remember loosing is part of learning. Eventually, you'll find yourself not loosing. Good luck.

It's hard to imagine any aircraft on the boat wouldn't have an APU. I know it is true. Just think of all the extra equipment on the deck.

Agreed. The 20mm is more "sporting". It's dang near impossible for me to get a "good" shot at the Fulcrum. I always put a couple rounds on it with a snap shot to slow it down a little. The way it turns into you it never gives any time before it goes by. You're right though, if you pull for a snap and loose your energy on the deck or what ever and can't get energy back, trouble.

Snapshots are how I usually beat the Fulcrum. You have to learn how lead and predict your opponents flight path. Risky ? Maybe. Don't miss.

You can also create kneeboards. It's the "K" key if you're not familiar. [ ] keys cycle through different pages. I don't recall the size and format, sorry. I just copied and then renamed one and remade it to suit my needs. You can put anything from Tacan channels, radio frequencies, mission goals... checklist are extremely useful. Maybe the procedure to implement a JDAM. It is pretty handy for me anyway.

Pretty sure that was why I couldn't unhook. Maybe not.. Carry on.

Pretty sure that was why I couldn't unhook. Maybe not.. Carry on.

Get your feet off the brakes.

Ok, I was absolutely turning late and was wide abeam. Still turning 30 degrees AOB just shoring things up after sneaking a peek at the boat at 90. Managed to settle into the 2-3 wires constantly. Mostly no graders. :---: Still have some work to do but definitely more consistent and seeing the centerline better. Thanks for the help.

Wow, back to the Falcon4.0 patch 1.08 days. I see Pete, where's Louie ?

The people that actually fly these jets have difficulty even getting close to the "advertised specs". I listened to podcasts where they mention being in a dive with a slick jet and struggle to obtain these speeds. I would have to wonder if the speed limit specs refer to airframe limitations. Hit afterburner in anything in a steep dive and you'll go fast but when does the airframe start losing pieces ? An example is Mitsubishi Zeros in dives over stressing the weak elevators. When ED makes the Blackbird then complaining about speed is ok. :smilewink:

Its a WIP. The positive qualities , crew, paddles, grading.. make this the coolest carrier ever. Be even cooler when i see an : ok : 3 wire. :megalol:

Yeah. Its a blast for BFM . Roll rate is off the chart. I can tare it up with dumb bombs all day. The wing flex is awesome too.

I follow. Being too far behind the boat makes sense. Turning late at 30 aob puts me LULX then I'm trying to make it right by adjusting the turn. I'm not finding center because I'm too far out. This explains why I'm not seeing the boat for &h!÷. :doh: Thank you for your help. I'll let you know how it goes.

I'm starting my 180 with my wing alongside the stern usually about 1.3nm abeam. 30 degrees of bank. I even started my break long to give myself plenty of time to get trimmed and on alt... how far should I expect to be from the boat after rollout ? I think I'm generally at 1.5 or so. Thanks

No insult. Any input is appreciated. Thank you. I could try using the needles. Generally I use them for case III. For case one they are more of a distraction. Once I make the base turn I usually don't need them because the boat is right there in front of me. Having terrible trouble seeing the angle of the deck.

Maybe the wake could help but I'm flying the standard case I pattern. Always rolled out behind the boat pretty well before. I feel like I just can't see the deck anymore. The new meatball feature is cool though. Be nice to change the size of it.