It’s always interesting that when we watch a jet fighter doing some acrobatic maneuvers it looks so smooth but from the HUD we can see the Alt and the speed or even the pitch are fluctuating a lot
+Maybe you're right Thanks for watching! You are right. Wind speed and direction variation at various altitudes and thermal mixing can make for a bumpy ride requiring continuous small adjustments especially during afternoons when most air shows occur.
@@sopilote56 No shit shirlock lol. I'll ask you this, whats the Highest - and + you've ever pulled? This is a pretty tame Hornet Demo, not once does he over ride the G Limiter :(
@@MetaliCanuck Thanks for watching! I have done about +5, -2 in a Citabria and also a Discus B for a few seconds at a time. That was enough for me. You can have a lot of fun without high-G maneuvers. No need to break the wings off.
How many gs does a pilot have to pull beyond which the plane requires servicing? Is there a reason you have the waterline on? Does it help much beyond the velocity marker? I’ve flown in a fa-18c trainer (l3 lsimuview) and the way the aircraft flys it feels like swimming. Regular flight sims don’t quite capture the feeling of sway and momentum.
@faisal who? Thanks for watching! I am not the pilot in this video and I have never been a military pilot. I am pretty sure that the the computers which interpret all pilot control inputs limit actual control response to what is within acceptable g-limits. An exception might be a hard landing. The pilot only gets to "vote" on what the airplane does. The pilot in the video had significantly more that 1000 Hornet flight hours and I suppose he set the HUD to what was best for the air show. He told me that under normal conditions, the Hornet is easy to fly. Great that you were able to fly the L3 sim!
-3 +7.5 on the G limiter. Less if carrying external stores and depending on fuel quantity. There’s a pinky actuated switch (pickle switch) to by pass the G limiter and I think you could probably get up to 9 or so Gs without the wings coming off, but at that point it’s going into inspection and all the data recordings of all of the dozens of strain gages in the aircraft have to be analyzed to “de-rate” a certain number of hours off the wings, tail, elevators, and fuselage. Boeing / MD maintenance manuals have info on how that works depending on the G load and strain gage readings. Also not a pilot but have had the same question before.
@Tim Robertsen Thanks for watching and careful listening! What you heard is the "grunting" that airmen are trained to do in high-G maneuvers. It does sound like he got shot!
why is his INS so fucked lol, flight path vector offset like 5 degrees on the landing from his true flight path vector. all the G's he pulled prolly messed up his allignment. Legacy hornet problems.
@Lengthy_Lemon Thanks for watching! From the pilot: "Velocity vector/flight path vector is off on the HUD sometimes because of very high AOA. Even though you’re nose high you can still be descending like a brick with a downward vector. Where ever the velocity vector is, that’s where the aircraft is going regardless of nose position-which is sometimes out of the HUD Field of View. Newer Legacy Hornet had great INS with a Ring Laser Gyro. Very tight system. INS system prior to Ring Laser had built in GPS and Radio Updating using fixed ground TACANs. It was very tight as well. Both were 1980s technology. Systems today most likely much better."
@@sopilote56 this is great information, but I think you misunderstood what I was saying 😂 -- I was talking about how his true VV was like 5 degrees off of his indicated VV. In other words, the velocity vector on his HUD wasn't accurately indicating his aircraft's trajectory, or true velocity vector. I was concluding that this occurrence was likely due to INS drift, which isn't uncommon for legacy hornets, even with INS/GPS integration. He also probably wasn't performing INS fixes since it was just a short demo. Regardless, thanks for taking the time to respond and sharing that information. Always great to find people who enjoy this stuff as much as I do.
+Anuj Kumar Thanks for watching! Nose pointed down at 376 knots 1460 feet above the ground and a 4.9G pull up. You have to make the show interesting, right?
@YaBoyFlaky5663 Thanks for watching! I was told it was (ca. 1997) an F/A-18C "Hornet," not to be confused with F/A-18 E & F "Super Hornets" still in U.S. Navy service as of 2024 that are being replaced by F-35C's.
It’s always interesting that when we watch a jet fighter doing some acrobatic maneuvers it looks so smooth but from the HUD we can see the Alt and the speed or even the pitch are fluctuating a lot
+Maybe you're right Thanks for watching! You are right. Wind speed and direction variation at various altitudes and thermal mixing can make for a bumpy ride requiring continuous small adjustments especially during afternoons when most air shows occur.
Man that was awesome.
+MattZoom Thanks for watching!
I do this every day on dcs
+onur tese Thanks for watching! Simulators are fun but g-forces are not the same.
@@sopilote56 No shit shirlock lol. I'll ask you this, whats the Highest - and + you've ever pulled? This is a pretty tame Hornet Demo, not once does he over ride the G Limiter :(
@@MetaliCanuck Thanks for watching! I have done about +5, -2 in a Citabria and also a Discus B for a few seconds at a time. That was enough for me. You can have a lot of fun without high-G maneuvers. No need to break the wings off.
Nice. Appreciate the video.
+Bill Kerman Thanks for watching!
How many gs does a pilot have to pull beyond which the plane requires servicing?
Is there a reason you have the waterline on? Does it help much beyond the velocity marker?
I’ve flown in a fa-18c trainer (l3 lsimuview) and the way the aircraft flys it feels like swimming. Regular flight sims don’t quite capture the feeling of sway and momentum.
@faisal who? Thanks for watching! I am not the pilot in this video and I have never been a military pilot.
I am pretty sure that the the computers which interpret all pilot control inputs limit actual control response to what is within acceptable g-limits. An exception might be a hard landing. The pilot only gets to "vote" on what the airplane does.
The pilot in the video had significantly more that 1000 Hornet flight hours and I suppose he set the HUD to what was best for the air show. He told me that under normal conditions, the Hornet is easy to fly.
Great that you were able to fly the L3 sim!
-3 +7.5 on the G limiter. Less if carrying external stores and depending on fuel quantity. There’s a pinky actuated switch (pickle switch) to by pass the G limiter and I think you could probably get up to 9 or so Gs without the wings coming off, but at that point it’s going into inspection and all the data recordings of all of the dozens of strain gages in the aircraft have to be analyzed to “de-rate” a certain number of hours off the wings, tail, elevators, and fuselage. Boeing / MD maintenance manuals have info on how that works depending on the G load and strain gage readings.
Also not a pilot but have had the same question before.
02:20 Sounds like someone got shot.. in a videogame from the 90's :p
@Tim Robertsen Thanks for watching and careful listening! What you heard is the "grunting" that airmen are trained to do in high-G maneuvers. It does sound like he got shot!
Whats the meaning of the BEEEIII BEEEIII sound?
I’m not quite sure, but I’m assuming low altitude warning or rate of descent too high
probably he forgot to arm his ejection seat
Low altitude you can hear VMS say “climb climb”
low altitude warning
Pizza pockets are ready in the microwave
why is his INS so fucked lol, flight path vector offset like 5 degrees on the landing from his true flight path vector. all the G's he pulled prolly messed up his allignment. Legacy hornet problems.
@Lengthy_Lemon Thanks for watching! From the pilot: "Velocity vector/flight path vector is off on the HUD sometimes because of very high AOA. Even though you’re nose high you can still be descending like a brick with a downward vector.
Where ever the velocity vector is, that’s where the aircraft is going regardless of nose position-which is sometimes out of the HUD Field of View.
Newer Legacy Hornet had great INS with a Ring Laser Gyro. Very tight system. INS system prior to Ring Laser had built in GPS and Radio Updating using fixed ground TACANs. It was very tight as well. Both were 1980s technology. Systems today most likely much better."
@@sopilote56 this is great information, but I think you misunderstood what I was saying 😂 -- I was talking about how his true VV was like 5 degrees off of his indicated VV. In other words, the velocity vector on his HUD wasn't accurately indicating his aircraft's trajectory, or true velocity vector. I was concluding that this occurrence was likely due to INS drift, which isn't uncommon for legacy hornets, even with INS/GPS integration. He also probably wasn't performing INS fixes since it was just a short demo. Regardless, thanks for taking the time to respond and sharing that information. Always great to find people who enjoy this stuff as much as I do.
4:18 Now, that was close.
+Anuj Kumar Thanks for watching! Nose pointed down at 376 knots 1460 feet above the ground and a 4.9G pull up. You have to make the show interesting, right?
Yeah sure, Hornet has some great nose authority.
@@sopilote56 Thanks for uploading tho.
What’s the aircraft?
@YaBoyFlaky5663 Thanks for watching! I was told it was (ca. 1997) an F/A-18C "Hornet," not to be confused with F/A-18 E & F "Super Hornets" still in U.S. Navy service as of 2024 that are being replaced by F-35C's.
@@sopilote56 ok
Miramar?
@Randolph Chenowth Thanks for watching! Yes it was Miramar.
Year?
@lallygag6450 Thanks for watching! I think it was sometime between 1994 and 1998. Probably 1997.
CLIMB
Alfa
CVODe.IM90