Former military aviator here........ Jabbers, you'd have made an EXCELLENT IP. Your ability to open mental bandwidth with humor is the stuff of professionals. Thanks for this !
Me before watching this: I got the game and F/A-18 just yesterday! Let's watch a tutorial! Me after watching this video: Let's watch it 10 times more... but in slow motion and a notepad by my side....
Just to echo on what AEW said, "Back in my day" (1999-2004), we used 450' at the 90 as well, with VSI targets around the approach turn that varied a little more (part of what made a day approach turn so very very challenging). The only other area I noticed was that at the abeam position, you are usually targeting 600', on-speed, 0 VSI, and a specific TACAN distance from the boat. I don't remember you mentioning that last part, but you did mention a horizontal distance reference earlier in the pattern. I flew S-3's which forced us to fly a "Working man's pass" without all the displays and velocity vector (or coolness factor), so we didn't have a display line to touch the wingtip to. Plus, keep in mind that in real life (not sure if it will be simulated here or not), the ship does not always maintain the same course and often shifts heading to keep the wind over the deck (the crosswind limits are pretty small given the narrow landing area) - you won't necessarily know that and adjust your BRC in the cockpit. So it's a good idea to check your TACAN DME at the abeam position, because that will affect the angle of bank you select (which in turn will affect how much power you set in the initial turn, etc). In the S-3 it was 1.0 to 1.1 nm abeam. From what AEW says it sounds a little wider in the Hornet. But the comments above are very minor nitpicks in what is otherwise a very impressive video. I'm just poking my nose into this community, and am blown away by the attention to detail and accuracy. You just don't see civilians referencing the NATOPS - that's crazy! It's so refreshing to have a flight sim not try to dumb down the complexity and difficulty just to make things more accessible. I think you did a great job capturing how much work and precision goes into a safe pass. Because this seems so close to the real thing, a couple things to consider from someone who hasn't played the sim but did it in real life: 1. A good pass starts at the break / crosswind turn. Be consistently on the right numbers every time. 2. Consistency is key. Strive to hit the same numbers (airspeed/AOA, Angle of bank, altitude, distance abeam, etc) every time. 3. You will never be able to completely achieve #2 above. Recognize deviations, MAKE A CORRECTION towards capturing the next checkpoint, expect to re-correct once you capture that checkpoint. For example, if you increase your VSI due to being too high, remember to decrease your VSI back to where it should be once you're back on altitude, or you'll trade a high for a low. 4. Really understand what your checkpoints are. You should be monitoring your progress BEFORE you hit the abeam position so that you nail it at exactly 1.2 nm abeam (or whatever the right Hornet number is), 600', on-speed, reciprocal to carrier heading, wings level. Normally the turn off the abeam is delayed a certain number of seconds - make sure it's the same each time (assuming the same wind speed over the deck). You should have an exact altitude, VSI, and angle of bank target to hit at the 135, 90, 45, and start positions (these changed slightly with each position in the S-3, not sure what the Hornet numbers are). 5. Once you know what the checkpoints should be, the next step is recognizing deviations. Are you high/low? Tight/wide? Too much/too little AOB? All will require different corrections, but you can't make a proper correction if you don't recognize the deviation first. 6. Once you are consistently recognizing deviations, now comes a proper correction. Realize that every correction will have second and third order affects that need to be factored in. But in each case, try to correct to be on-profile at the next checkpoint or two if possible. High at the abeam? Try to correct to be on the right altitude at the 135 or 90. If you are wide at the abeam, you will need to have less angle of bank initially to avoid being in an undershooting position at the 90. But if you use less angle of bank, you will also need to carry less power during that part of the turn to avoid arriving high at the 90. Your turn radius will also be wider, putting you in a potentially "long in the groove" situation, so you may need to start your turn a little early. A lot of things to juggle, but if you can get back to profile, you can resort back to your normal numbers. Realize that most of us spend most of our time correcting deviations, however. The better you get, the sooner you will recognize deviations and the smaller your corrections will be. 7. Make larger, more aggressive corrections farther out, finer corrections in close. Making big plays in close is generally no bueno. Jabbers, you did a great job here. You are correct in stating that doing this consistently requires a TON of practice. We started flying the ball on day one of jet training, thousands of landings before we ever saw the boat. Whether we were flying familiarization, formation, bombing, dogfighting, etc, we would always come back to the field and bounce 5-10 times to get more ball-flying practice in. It's truly shocking at first how hard this is - the first time I rolled out of my approach turn, I couldn't even see the ball (I was too high)! To see a centered ball crossing the ramp, you literally have to fly your head through a window only a foot or two wide. So don't feel bad if this kicks your ass at first. Try to nail the early parts of the landing pattern, and keep working on consistency and accuracy to the later, harder parts of the approach turn an landing. Work towards a good crosswind turn (or break if you are entering the pattern). Then try to hit a good abeam each time. Next work on hitting a good consistent 90. A good start is where the grading starts, and where the rubber meets the road - once you are getting good starts you are almost there. Remember to make a power adjustment as you roll wings level or you'll balloon. Flying the ball is what it is - I've never flown a simulator that accurately represents it, so I'll defer to others there. Meatball, lineup, angle of attack are the only things you should be looking at, and the faster you scan them the better. Flying the ball is almost a whole other conversation/video - there is so much going on there, so many ways you can deviate, so many possible corrections. If this sim includes rooster tails and burbles (which would be awesome), then the discussion gets even deeper based on high wind vs light wind days. Now add night, bad weather, pitching decks, and aircraft emergencies, and you've got yourself a pretty good sim! Sorry for the long comment - love talking about this stuff and you seem like the right group. Fly Navy! T-Pot
Awesome stuff, appreciate you taking the time and adding your insight and IRL experience, pleasure to read! Eagle Dynamics has a lot to do before it's fully simulated to the extreme of pitching deck, bubble and rooster tails, but one day hopefully! This video was a labor of love for me and one of the most extensive things I've ever tried to understand in the sim world. When I was first approached by a navy friend to do this I thought, EZ no problemo... well, 4 weeks of 3-4 hours a night practicing my approaches, 3 more weeks of data gathering, script writing, draft after draft, peer reviewed by current navy pilots, resource gathering, filming, etc... then putting it all together which was another week or so... i was exhausted. But now the bar is set, I unfortunately judge all my future content based on this video. Glad you enjoyed it!
@@Jabbers That's something I never think about when watching a video like this. When I watch, I'm thinking about how to apply the information and what I'm doing wrong or right. Never thought about what goes into making it. I guess that's evidence of a quality production!
I can't stress enough how difficult getting a pattern recovery right is. You've done an awesome job explaining all this. Going to make for an interesting first few weeks in multiplayer... :D
My pep talk goes: OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD, DAMN IT.
As a student pilot, I can wholeheartedly say that the provided information was well spoken and displayed in easy to understand format, I might not be versed in the advanced proceedings of this but so far everything checks out.. My instructor always tells me remember the 4 Too's when landing... Too High Too Low Too fast too slow. Every pilot has to be thinking about these things in every aspect of landing, it doesn't even matter what type of aircraft you fly, the basics stay the same. Not to mention as an aspiring Naval Aviator this makes me very giddy so thank you for this little video :)
Very amusing. You entertained my low attention span by insulting my low attention span. Very good use of memes and pop culture references. All the while trying to restrain myself from buying the FA-18.
That must be the best video on the subject out there. Nicely done. - for an extra challenge, try use a 15 year old Logitech force 3D joystick with worn out sensors.
After spending years working on the flight deck as a flight deck director.i got a lot of experience watching these things land. This looked as professional as actual F18 pilots. Great tutorial, very informative. I'm chomping at the bit waiting for the release.
dude, that was one of the best tutorials I have seen. I don't need it, cause, you know, ive done this forever ;), but you really did an excellent job !
Absolutely amazing video in every respect! Very well done Jabbers! I bought my F/A 18-C about an hour ago. My goal is to make one carrier landing before I'm in the dirt. Thank you very much. I'm going to bookmark your video so I can watch it over and over again.
This is AWESOME! I fly online with VBF-12 based on a WW2 Grumman F6F Hellcat. We came together in IL-2 1946. We're flouting around hoping for that next Pacific flight combat sim! So a few of us have wondered into the heavy grey matter factor of modern jets. We jumped on the Harrier and now the F-18 is here we can get some carrier hook action! TH-cam is NOW the first go to for that how do I start this dam thing?!?!?! Your you tubes ARE AWESOME! I like the what you need to know to get something done! And I like the honesty. As Clint Eastwood used to say..." A man needs to know his limitations!" and the humour is great! UGH! HUMOR... I've lived in the US for a decade and still have to deal with the spelling!?! LOL What I am trying to say is THANK YOUUUUuuuuu!!!!!!!!!!!! :-)
So i've done maybe 40 or so carrier landings now and I actually thought I was pretty good but it turns out this whole time I haven't understood the ball correctly. This tutorial has given such great context that I can't wait to use. Wish I watched this sooner, thanks
Thanks for putting this video together. You explained so much, now I have to watch it a few more times to get everything, then practice, practice, practice. You have been a great help since I re-discovered DCS.
Jabbers, I think every single owner of this module will have watched this many many times while learning the ropes. The quality of the instruction is so very good, but what’s just as good is also your editing. This must rank as one of the best instructional vids out there - for any game, let alone DCS. Well done!
That was an absolutely killer tutorial! Spent a lot of time last night doing airfield work and trying my hand at this and the in-game tutorial didn’t do half as good a job at explaining what’s supposed to happen. Wouldn’t mind having you as an IP. Keep it up.
Looks like you beat me to it. I was planning to release an accurate discussion of daytime carrier landing basics shortly after release of the module but it looks like now I can post more advanced stuff. Finally, a carrier landing video with very few errors. Nicely done! I only have two minor discrepancies for you. During my time in the Hornet, 450' was used at the "90" checkpoint. Also your offset on the carrier at the overhead was slightly wider than it should be but passable. Other than that you nailed it. Nice touch with the mention of LSO grades and shorthand. Nice work.
Thanks! I was told 500' from a current hornet pilot, but ya after talking to a bunch of navy persons current, ex, in-training things were all slightly different ;)
It's been just under 20 years since I last flew so I wouldn't be surprised if there were updates to the numbers of the pattern. Back in my day it was 450 at the 90. One thing you got right was the abeam distance of 1.1 to 1.3. For some reason other videos keep referencing 1.5 abeam distance which would only apply to a larger jet like the Rhino or the Tomcat. I highly recommend you watch my video when I post it later next week. I will break down the approach starting at the 45 in good detail and discuss the effects of the burble in real-life. I don't think DCS is simulating the burble but won't know for sure until I get my hands on the module.
Don't bother, a few real pilots have sniffed him out as a fake and his videos contain a lot of baloney. What he can't make up (usually incorrectly), he just claims his memory is fuzzy. Seriously, your videos are 10X more valuable Jabbers.
Thank you very much for making this great video. I've seen this video again and again. Fun to see and valuable to learn. There are hundreds of goodies and tips canned in this spool. Please keep up a excellent work for the following DCS Hornet sequels.
Coming into DCS as a PS4 my mindset was learning to fly will be a cake walk man- I got this!!! 2 hrs after owning DCS (4 days ago) and $500 later my mindset it “holy shit I have a lot to learn!!” Haha thanks for the awesome tutorials bro!! Truly helps out more than the “training modules” they have!!
A very generous and honest explanation of what goes on in the cockpit.... honestly, in other games/sims, i've not done much of this honest flying, but did manage to get the airplane on the deck, it's still hard, and i geuss i'm going to have to learn to stick to the rules a bit more to do it correctly. Thank you for the video, i'm pretty sure it helps ALOT.
Never played this but looks like I might try it to relive the glory! When you start your approach turn you can use the "tail and wing" of the Velocity Vector on the horizon as a good gouge to give you the proper angle of bank and decent rate to the 90. Also once you cross the wake you can start seeing how you are doing on glide slope and make a correction. Once on the ball fight to move the ball a little bit......a stationary ball means it's about to move....and you goal is to get a crester...meaning the ball is just cresting over the datums....about a half a ball high. I don't know how well you can simulate the throttle...but minute changes should be all you need. Three point power corrections do work.....but I also used very small pitch correction with each power correction to keep the ball centered. Is there an AUTO throttle in DCS? I never liked "Auto" throttle landing because it was all uncomfortable stick movements. Live (or Die) the LSO rules....stop a rising ball but DO NOT try to recenter it. Be the Ball!
I know this is 637 years late, but Jabbers, this is an excellent tutorial. I am just now trying to learn how to reliably fly and recover. Thank You [SALUTE] I'd like to brag just a bit (yeah I know it's bad form) about the fact that my "pre-approach" pep talk is almost word for word the same as yours. I have got it referenced in my own check-list as the "I usually suck at this" Comm Check.
Great job. A trick I learned while in the Navy....if you have a perfect ball, make it go high (just a little). This will keep you from reacting to the ball and you will know how to correct it. A lot of pilots will move the throttle back and forth just for that reason. A sweet spot will work but you will be reacting to a ball position.
Ya, that was the wording "energized ball", hindsight i should have explained that more, also, i wish I would have done this with the control indicator on the screen to show the rocking of the throttle... oh well, im thinking of doing a follow up video to this one showing the throttle thing you mentioned, some more training on how to get on speed, and stay on it, how to react to different situations, etc. But definately great advice and thank you!
The hardest part for me was/is getting trimmed out after the 180 when i get into landing configuration. I kept pulling the stick which threw off my trim. God help you when you bolster bc they don't have the carrier and hornet flight models dialed in. Hornet bolters act like coming off the cat. F-18 nose stays anchored to the carrier with Massive nose rise once you go off the end.....just like the CAT. I actually performed a decent landing the first time I attempted this. I followed Jabbers instruction as closely as possible. Been hit or miss since then. Basically I admit I got lucky the first time bc I was pulling the stick to help manipulate AOA....but all of Jabbers numbers were spot on for the breaks.
Thank you for the video and the breakdown. I just picked up the carrier module and F-18 a few nights ago. First attempt rolled off the front deck, the next three crashed into the back. Got it on the fifth, sixth and seventh, crashed eight and nine again into the back of the carrier and nailed the tenth again after a touch and go-around. I'm happy with 4 out of 10 landings for the first night with both the carrier and first time flying the plane. It was interesting to see in your video all the stuff I DID NOT do correctly when landing, which I should have been doing (setting stuff on the MFD). The F18 is one of the easier military jets to fly, so long time sim pilots should pick this up fairly easy it's just going to be some reading the manual to set everything up correctly, or just use the force like I did if you are comfortable using an AOA indicator. I'm usually sim bush flying on small landing strips and that experience seemed to help a lot with this kind of landing. Anyone having problems, try and practice with one of the more modern (faster) bush planes like the Kodiak on small runways that require a sharp decent. For me this has been "pretty easy to do, but hard to do right". Again, thank you for the video; time to go read a 600 page manual. Guess I shouldn't complain too much, the A10c II manual is 900 pages.
Very nicely done, Jabbers! BZ My fleet a/c was the A-4E,F,&M and all is much the same once you get abeam. One thing I would add is the ijmportance of scan. As you pass thru the 90 and pick up the ball you should tune out all other input (other than Paddles - LSO - if there was one) and start a constant three point scan - check the meatball (the ball), your line up on the centerline of the landing area, and then your angle of attack (AOA). Keep checking these three indicators in that order over and over until you pass the lense. Meatball, line up, angle of attack - meatball, line up, AOA...over and over making infintesimal adjustments to keep each as exactly on as you can. Too bad DCS hasn't put an LSO on the platform to call your adjustments. Nuggets will find improving their passes will happen much more easily and quickly if they remember to SCAN!! Again, NICE JOB Jabbers...Nasty out.
This is the best tutorial on this that I've seen. Thanks for not only the instruction but also the perspective as a reminder how difficult this is and the practice it takes to get it right.
Best TH-cam tutorial video I have ever watched and I will be sharing this with all the DCS pilots I know. Thanks for the entertaining yet very informative video.
I love the Jeremy “power” memes cuz when you threw that formula up for 0.005 seconds the first thing I thought was when Jeremy said “here’s a sensible car moving on now” 😂😂
Trim to on speed, and then its all about power... It would seem a lot of ppl are stuggling with this, maybe I'll do a follow up video to demonstrate it.
Excellently produced video! Clear and concise with pauses for explanation just when you need it. Thanks Jabbers. Really helpful stuff! I'm sure I'll be referencing this many times as I learn.
Had a debate about AoA failure with someone saying the Navy "needs" AoA indication to land, no exceptions. Even the past didn't count to them. That was the highlight of the video for me!
Nice flying, nice videoediting and fantastic tutoring, you know what it takes to be a good teacher. Best tutorial video for F18 case I recovery I have seen.
Just a note. The AoA indicator is marked in units. Not in degrees. It is quite important because for example 10 units of AoA does not equal to 10° AoA. In the US military aircraft this is quite common. The reason is the flight computers were not able to work with negative data (e.g. AoA -6°). For example you can see that in F-15C or A-10C. So, the 0 units was for -10° and 10 units 0°, 20 units for 10°, e.t.c... This is not the case of hornet, but many older aircrafts.
I noticed a couple of things missing from the carrier. There are "drop lights" hanging down from the bottom of the ramp down over the fantail. The drop lights have a metal backing, so during day recoveries the lights aren't on. The drop lights are used for lineup - if you're lined up properly, the drop lights will form a straight line with the centerline of the angle deck. If you're too far left the drop lights and centerline will form sort of a sideways V, with the open end to the left; conversely, if you're too far right the V will be the other way. The best way to picture this is to point your thumb down and your index finger away from you, like you're making an upside-down pistol. Hold your hand so you're looking slightly down at it (and ignore the rest of your hand if you can). Your thumb represents the drop light and your finger represents the centerline. If you're lined up with your digits they'll be in line with each other. Move your head to the left (or move your hand to the right) and you'll see your thumb and finger form a vague V. The other thing that's missing, and it's not something we had on carriers back in the 1980s, is the Long-range Laser Lineup System that uses eye-safe lasers to help the pilot get lined up. One thing different "back in the day" was that the FLOLS (ball) had only five light cells, four amber and a single red at the bottom. These used Fresnel (ridged) lenses rather than fiber optics. (I wasn't a pilot, by the way, I flew in the back in Vikings.) Here's one thing that's interesting - eye-to-hook distance. (It really doesn't play a part in landing as far as what the pilot does, but it's still interesting.) When the pilot is flying the ball, he or she is actually "flying" the tailhook, and what's seen is compensated for based on the kind of airplane. If you take a short airplane, let's say an A-4, the vertical distance from the pilot's eyes to the hook is fairly short (the angle of attack will, of course, place the tailhook some distance down from where the pilot is). Now consider a long airplane, like an F-14. Because it's longer, the eye-to-hook distance is longer, and the FLOLS has to be adjusted for that. The way it's done is pretty clever. First, think of the light beam that's emitted like this - it's very wide, and the pilot only sees a thin sliver of it (in the vertical dimension) depending on whether he or she is high, low or on glideslope. They make the adjustment by tilting the FLOLS. For the A-4 with the short eye-to-hook distance, the FLOLS is tilted closer to horizontal - the right "end" of the fan-shaped beam is relatively low. For the F-14, the FLOLS is tilted counterclockwise, raising the right "end" of the beam. These adjustments keep the hook of each airplane the same height above the deck (at the fantail) - all that's being done is raising or lowering the beam to meet the pilot's gaze. Pilot up high in an F-14? Tilt the beam up more. Pilot down low in an A-4? Tilt the beam up a bit less.
You earned my subscription with a detailed yet simple chronological tutorial on a complex topic very informative video keep up the good work more on DCS F18 please.
I have not tried a carrier landing since the Falcon 3.0 version of Hornet. I'm scared . Awesome video. I am going to watch this a few times before I try it. Thanks!
Well done man! Thanks to you (and a few other vids here) my recoveries are pretty legit (meaning I shouldn't encounter any air traffic problems in multiplayer). Your tutorial has been the most entertaining by far. The E Bracket section had me in tears. I can relate. My "in the groove" game is still a little sloppy (no pun intended...umm yes pun intended) but I still manage to stick it in there. Keep up the good work! Later homie.
I just found this. As someone else said below, I wish I had this type of teaching in the past, I sure would have learned more! Funny as hell kept me from dozing off,,, Info provided was outstanding! Thanks (Fakum)
Outstanding. Not sure how many hours of research and effort went into putting together a proper video like that, but I’m sure quite a bit. A well earned sub. Respect from the deathdealer.
My good man, so much appreciated for this in conjuction with Bankler's mission. The one thing I'm still struggling with is getting the break turn distance right. I feel like it's a hit-and-miss, sometimes I'm right on the money, sometimes I'm too close.
BEST tutorial I've seen so far!! Amazing video! I've just bought the F/A 18 2 days ago and I can't wait to try carrier landings! Still learning the training tutorials atm :P
Your videos seriously don’t stop getting better! Would love to fly with you one day soon on the 104th, DCS multiplayer is thriving at the moment. I believe the Persian Gulf map will become an absolute flagship for years to come. It feels right flying in that AO.
Also. How did u know what numbers to enter into the tcan and how did u get to the screen on the bottom my just shows the moving map. I can't get to the screen ur at on the lowest DDI behind the stick.
F10 map for the numbers or briefing if it’s there, when I made this the moving map I sent implemented, and now that it is, the ability to turn it off isn’t implemented
Hey jabbers, I found you channel out not too long ago and I’ve really enjoyed your content and find it very useful, tomorrow morning I’ve got a doctors appointment and one my home I get to pick up a mint condition thrustmaster t16000n hotas for only $70!! I’m very excited to get to play dcs because I’ve been into aviation for almost a year now and I’ve only got to play MSFS
Impressive! I’m curious how you gathered all the information. You included bits from CV Natops, LSO Natops, and general knowledge that comes from real flying around the boat. I concur with the other commenters that 450’ is a good number for the 90, but that can fall into the category of technique. How you manage your power thru the 135 to the start is something each pilot develops, and where you are at the 90 will determine that technique. If you like 500’ at the 90 that’s fine but it may catch the LSOs eye if you go any higher, and may warrant a downgrade. One tiny critique. Maintaining on-speed isn’t really about hook AoA, it has to do with some things that may not be modeled in DCS. Primarily arresting gear settings and the hook to eye distance. Essentially, the AG is set to absorb a certain amount of energy. It enters the weight, and assumes you are at max trap weight and the associated speed. If you are above your speed, you can get a long pull and damage the gear. For hook-to-eye, you won’t get an accurate indication from the lens about your position on glide slope if you are not on speed. The h.t.e is set for each pass, (18.7’ for hornet I think) and is only correct if the jet is on speed. That’s fairly advanced stuff, but you really nailed the details on the rest of it so I thought I’d share. Nice work!
Thanks! The information was gathered from all the various sources you listed sans irl experience, luckily I have a couple navy buddies I’ve was able to talk to to fill in the gaps. As for the 500’ this was told to me by a current navy pilot and more as a start her and work down to 450, but never above 500. I probably should have explained that but hindsight 20/20 right?
I'm ready for a padded cell over here, this has been doin my head in for the last two weeks man. And I thought AAR with turbulence was hard, phhft that's a walk in the park compared to this. This guide is the best I've ever seen & brother I've seen em all. I think I'm slowly making headway tho, I'm all good up to the point of that final turn.. 30 degree bank, then it all fuks up before getting into the groove, I either end up too far out from the boat or too close. And when I do think I'm nailin it I hear crickets instead Ball call & then the plick tells me to Wave off lol. Anyway, your vid will definitely help with that part & thanks for posting this, you made a great effort man & you sure got my vote 👌
Outstanding tutorial. You said you don’t really fly the e-bracket. After practicing FCLPs I found I actually liked using the e-bracket primarily and making quick peaks at the aoa indicator to augment my approach. It made keeping the flight path marker where I wanted it much easier.
Jabbers nope, I misunderstood. I listened to what you said again. “I can count the number of times one hand I willingly not used the e-bracket for aoa control.” Meaning you use it all the time. Got it.
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Although 5 years old this tutorial is still "gold". Professionally done, full of details.
Former military aviator here........
Jabbers, you'd have made an EXCELLENT IP.
Your ability to open mental bandwidth with humor is the stuff of professionals.
Thanks for this !
Former astronaut here..
"Aviator" doesn't mean anything haha, guy could be WSO on a super hornet, 9 of them to each pilot. Kind of a joke in this day and age.
justine turdois he would still have been sitting in a real military plane
Failed private pilot who lives out his aviation addiction through sims here... Great videos!
@Repent! are you a bot
Me before watching this: I got the game and F/A-18 just yesterday! Let's watch a tutorial!
Me after watching this video: Let's watch it 10 times more... but in slow motion and a notepad by my side....
That's DCS for you, it requires homework. I think I take in more notes and "lectures" of these aircraft than I did most of my college classes.
The beauty of the game. Its a real sim. Like Microsoft flight sim 2020(which I also have but have not touched since I got into dcs)
Just to echo on what AEW said, "Back in my day" (1999-2004), we used 450' at the 90 as well, with VSI targets around the approach turn that varied a little more (part of what made a day approach turn so very very challenging). The only other area I noticed was that at the abeam position, you are usually targeting 600', on-speed, 0 VSI, and a specific TACAN distance from the boat. I don't remember you mentioning that last part, but you did mention a horizontal distance reference earlier in the pattern. I flew S-3's which forced us to fly a "Working man's pass" without all the displays and velocity vector (or coolness factor), so we didn't have a display line to touch the wingtip to. Plus, keep in mind that in real life (not sure if it will be simulated here or not), the ship does not always maintain the same course and often shifts heading to keep the wind over the deck (the crosswind limits are pretty small given the narrow landing area) - you won't necessarily know that and adjust your BRC in the cockpit. So it's a good idea to check your TACAN DME at the abeam position, because that will affect the angle of bank you select (which in turn will affect how much power you set in the initial turn, etc). In the S-3 it was 1.0 to 1.1 nm abeam. From what AEW says it sounds a little wider in the Hornet.
But the comments above are very minor nitpicks in what is otherwise a very impressive video. I'm just poking my nose into this community, and am blown away by the attention to detail and accuracy. You just don't see civilians referencing the NATOPS - that's crazy! It's so refreshing to have a flight sim not try to dumb down the complexity and difficulty just to make things more accessible. I think you did a great job capturing how much work and precision goes into a safe pass.
Because this seems so close to the real thing, a couple things to consider from someone who hasn't played the sim but did it in real life:
1. A good pass starts at the break / crosswind turn. Be consistently on the right numbers every time.
2. Consistency is key. Strive to hit the same numbers (airspeed/AOA, Angle of bank, altitude, distance abeam, etc) every time.
3. You will never be able to completely achieve #2 above. Recognize deviations, MAKE A CORRECTION towards capturing the next checkpoint, expect to re-correct once you capture that checkpoint. For example, if you increase your VSI due to being too high, remember to decrease your VSI back to where it should be once you're back on altitude, or you'll trade a high for a low.
4. Really understand what your checkpoints are. You should be monitoring your progress BEFORE you hit the abeam position so that you nail it at exactly 1.2 nm abeam (or whatever the right Hornet number is), 600', on-speed, reciprocal to carrier heading, wings level. Normally the turn off the abeam is delayed a certain number of seconds - make sure it's the same each time (assuming the same wind speed over the deck). You should have an exact altitude, VSI, and angle of bank target to hit at the 135, 90, 45, and start positions (these changed slightly with each position in the S-3, not sure what the Hornet numbers are).
5. Once you know what the checkpoints should be, the next step is recognizing deviations. Are you high/low? Tight/wide? Too much/too little AOB? All will require different corrections, but you can't make a proper correction if you don't recognize the deviation first.
6. Once you are consistently recognizing deviations, now comes a proper correction. Realize that every correction will have second and third order affects that need to be factored in. But in each case, try to correct to be on-profile at the next checkpoint or two if possible. High at the abeam? Try to correct to be on the right altitude at the 135 or 90. If you are wide at the abeam, you will need to have less angle of bank initially to avoid being in an undershooting position at the 90. But if you use less angle of bank, you will also need to carry less power during that part of the turn to avoid arriving high at the 90. Your turn radius will also be wider, putting you in a potentially "long in the groove" situation, so you may need to start your turn a little early. A lot of things to juggle, but if you can get back to profile, you can resort back to your normal numbers. Realize that most of us spend most of our time correcting deviations, however. The better you get, the sooner you will recognize deviations and the smaller your corrections will be.
7. Make larger, more aggressive corrections farther out, finer corrections in close. Making big plays in close is generally no bueno.
Jabbers, you did a great job here. You are correct in stating that doing this consistently requires a TON of practice. We started flying the ball on day one of jet training, thousands of landings before we ever saw the boat. Whether we were flying familiarization, formation, bombing, dogfighting, etc, we would always come back to the field and bounce 5-10 times to get more ball-flying practice in. It's truly shocking at first how hard this is - the first time I rolled out of my approach turn, I couldn't even see the ball (I was too high)! To see a centered ball crossing the ramp, you literally have to fly your head through a window only a foot or two wide. So don't feel bad if this kicks your ass at first. Try to nail the early parts of the landing pattern, and keep working on consistency and accuracy to the later, harder parts of the approach turn an landing. Work towards a good crosswind turn (or break if you are entering the pattern). Then try to hit a good abeam each time. Next work on hitting a good consistent 90. A good start is where the grading starts, and where the rubber meets the road - once you are getting good starts you are almost there. Remember to make a power adjustment as you roll wings level or you'll balloon. Flying the ball is what it is - I've never flown a simulator that accurately represents it, so I'll defer to others there. Meatball, lineup, angle of attack are the only things you should be looking at, and the faster you scan them the better. Flying the ball is almost a whole other conversation/video - there is so much going on there, so many ways you can deviate, so many possible corrections. If this sim includes rooster tails and burbles (which would be awesome), then the discussion gets even deeper based on high wind vs light wind days.
Now add night, bad weather, pitching decks, and aircraft emergencies, and you've got yourself a pretty good sim!
Sorry for the long comment - love talking about this stuff and you seem like the right group.
Fly Navy!
T-Pot
Awesome stuff, appreciate you taking the time and adding your insight and IRL experience, pleasure to read! Eagle Dynamics has a lot to do before it's fully simulated to the extreme of pitching deck, bubble and rooster tails, but one day hopefully! This video was a labor of love for me and one of the most extensive things I've ever tried to understand in the sim world. When I was first approached by a navy friend to do this I thought, EZ no problemo... well, 4 weeks of 3-4 hours a night practicing my approaches, 3 more weeks of data gathering, script writing, draft after draft, peer reviewed by current navy pilots, resource gathering, filming, etc... then putting it all together which was another week or so... i was exhausted. But now the bar is set, I unfortunately judge all my future content based on this video.
Glad you enjoyed it!
What do you mean "sorry about the long comment"? That comment was just as interesting and informative as the video... :)
@@Jabbers That's something I never think about when watching a video like this. When I watch, I'm thinking about how to apply the information and what I'm doing wrong or right. Never thought about what goes into making it. I guess that's evidence of a quality production!
Former Data Processing Technician
Thank you very much! You mentioned that 'Normally the turn off the abeam is delayed a certain number of seconds', what do you call for this stage?
I can't stress enough how difficult getting a pattern recovery right is. You've done an awesome job explaining all this. Going to make for an interesting first few weeks in multiplayer... :D
@Repent! no
My pep talk goes: OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD OH MY GOD, DAMN IT.
Someone give Jabbers a job remaking all the module tutorials =D
10/10 - Would watch this instead of reading NATOPS again.
From constant "bolters" to 4/4 successful traps last night: your video was spot on. Thank you very much!
You can be my wingman anytime! Great job mate, thanks for all the help getting on top of the Case !.
_'Bullshit, you can be mine!'_
As a student pilot, I can wholeheartedly say that the provided information was well spoken and displayed in easy to understand format, I might not be versed in the advanced proceedings of this but so far everything checks out.. My instructor always tells me remember the 4 Too's when landing... Too High Too Low Too fast too slow. Every pilot has to be thinking about these things in every aspect of landing, it doesn't even matter what type of aircraft you fly, the basics stay the same. Not to mention as an aspiring Naval Aviator this makes me very giddy so thank you for this little video :)
your "holding pattern" shot just killed me. So cool to learn and laugh at the same time, thanks!
Very amusing. You entertained my low attention span by insulting my low attention span. Very good use of memes and pop culture references. All the while trying to restrain myself from buying the FA-18.
The Shaggy Sniper resistance is futile...
Outstanding video. Best carrier landing tutorial I have seen by far (and I've seen a lot). Just cannot wait for the 30th now :)
That must be the best video on the subject out there. Nicely done.
- for an extra challenge, try use a 15 year old Logitech force 3D joystick with worn out sensors.
This is one of the best tutorial I've ever seen. Awesome job Jabber, thanks alot 👍👍👍
After spending years working on the flight deck as a flight deck director.i got a lot of experience watching these things land. This looked as professional as actual F18 pilots. Great tutorial, very informative. I'm chomping at the bit waiting for the release.
this is actually fucking good content, and i dont even play DCS. you sir have earned my sub, keep it up.
dude, that was one of the best tutorials I have seen. I don't need it, cause, you know, ive done this forever ;), but you really did an excellent job !
Absolutely amazing video in every respect! Very well done Jabbers! I bought my F/A 18-C about an hour ago. My goal is to make one carrier landing before I'm in the dirt. Thank you very much. I'm going to bookmark your video so I can watch it over and over again.
A year later and I’m still pissing myself laughing classic
Dude. This is the best video I've seen about carrier landings. I cannot thank you enough for this.!
This is AWESOME! I fly online with VBF-12 based on a WW2 Grumman F6F Hellcat. We came together in IL-2 1946. We're flouting around hoping for that next Pacific flight combat sim! So a few of us have wondered into the heavy grey matter factor of modern jets. We jumped on the Harrier and now the F-18 is here we can get some carrier hook action!
TH-cam is NOW the first go to for that how do I start this dam thing?!?!?! Your you tubes ARE AWESOME! I like the what you need to know to get something done! And I like the honesty. As Clint Eastwood used to say..." A man needs to know his limitations!" and the humour is great! UGH! HUMOR... I've lived in the US for a decade and still have to deal with the spelling!?! LOL
What I am trying to say is THANK YOUUUUuuuuu!!!!!!!!!!!! :-)
Lots of good carrier landing tutorials out there by great content makers, but imo, this one is the best. Well done.
So i've done maybe 40 or so carrier landings now and I actually thought I was pretty good but it turns out this whole time I haven't understood the ball correctly. This tutorial has given such great context that I can't wait to use. Wish I watched this sooner, thanks
Thanks for putting this video together. You explained so much, now I have to watch it a few more times to get everything, then practice, practice, practice. You have been a great help since I re-discovered DCS.
This is by far the best carrier landing instructional video that I’ve watched and I have watched a hell of a lot of them.
Jabbers, I think every single owner of this module will have watched this many many times while learning the ropes. The quality of the instruction is so very good, but what’s just as good is also your editing. This must rank as one of the best instructional vids out there - for any game, let alone DCS. Well done!
That was an absolutely killer tutorial! Spent a lot of time last night doing airfield work and trying my hand at this and the in-game tutorial didn’t do half as good a job at explaining what’s supposed to happen. Wouldn’t mind having you as an IP. Keep it up.
Looks like you beat me to it. I was planning to release an accurate discussion of daytime carrier landing basics shortly after release of the module but it looks like now I can post more advanced stuff.
Finally, a carrier landing video with very few errors. Nicely done! I only have two minor discrepancies for you. During my time in the Hornet, 450' was used at the "90" checkpoint. Also your offset on the carrier at the overhead was slightly wider than it should be but passable. Other than that you nailed it. Nice touch with the mention of LSO grades and shorthand.
Nice work.
Thanks! I was told 500' from a current hornet pilot, but ya after talking to a bunch of navy persons current, ex, in-training things were all slightly different ;)
It's been just under 20 years since I last flew so I wouldn't be surprised if there were updates to the numbers of the pattern. Back in my day it was 450 at the 90. One thing you got right was the abeam distance of 1.1 to 1.3. For some reason other videos keep referencing 1.5 abeam distance which would only apply to a larger jet like the Rhino or the Tomcat.
I highly recommend you watch my video when I post it later next week. I will break down the approach starting at the 45 in good detail and discuss the effects of the burble in real-life. I don't think DCS is simulating the burble but won't know for sure until I get my hands on the module.
Ya chose to not talk about the burble, cause i wasnt sure if they were going to implement it. I'll check out your video!
Don't bother, a few real pilots have sniffed him out as a fake and his videos contain a lot of baloney. What he can't make up (usually incorrectly), he just claims his memory is fuzzy. Seriously, your videos are 10X more valuable Jabbers.
handle checks out
Thank you very much for making this great video. I've seen this video again and again.
Fun to see and valuable to learn. There are hundreds of goodies and tips canned in this spool.
Please keep up a excellent work for the following DCS Hornet sequels.
Even in 2022, this is the best video on Case I out there... and I've watched quite a few.
Coming into DCS as a PS4 my mindset was learning to fly will be a cake walk man- I got this!!! 2 hrs after owning DCS (4 days ago) and $500 later my mindset it “holy shit I have a lot to learn!!” Haha thanks for the awesome tutorials bro!! Truly helps out more than the “training modules” they have!!
I've watched many DCS tutorials...this was my first time watching one of yours and by far the best. So GOOD!
A very generous and honest explanation of what goes on in the cockpit.... honestly, in other games/sims, i've not done much of this honest flying, but did manage to get the airplane on the deck, it's still hard, and i geuss i'm going to have to learn to stick to the rules a bit more to do it correctly. Thank you for the video, i'm pretty sure it helps ALOT.
you're like the actual funniest DCS youtuber.
yes i been waited for your video so long
Never played this but looks like I might try it to relive the glory!
When you start your approach turn you can use the "tail and wing" of the Velocity Vector on the horizon as a good gouge to give you the proper angle of bank and decent rate to the 90. Also once you cross the wake you can start seeing how you are doing on glide slope and make a correction. Once on the ball fight to move the ball a little bit......a stationary ball means it's about to move....and you goal is to get a crester...meaning the ball is just cresting over the datums....about a half a ball high. I don't know how well you can simulate the throttle...but minute changes should be all you need. Three point power corrections do work.....but I also used very small pitch correction with each power correction to keep the ball centered. Is there an AUTO throttle in DCS? I never liked "Auto" throttle landing because it was all uncomfortable stick movements. Live (or Die) the LSO rules....stop a rising ball but DO NOT try to recenter it. Be the Ball!
I know this is 637 years late, but Jabbers, this is an excellent tutorial. I am just now trying to learn how to reliably fly and recover. Thank You [SALUTE]
I'd like to brag just a bit (yeah I know it's bad form) about the fact that my "pre-approach" pep talk is almost word for word the same as yours. I have got it referenced in my own check-list as the "I usually suck at this" Comm Check.
Great job. A trick I learned while in the Navy....if you have a perfect ball, make it go high (just a little). This will keep you from reacting to the ball and you will know how to correct it. A lot of pilots will move the throttle back and forth just for that reason. A sweet spot will work but you will be reacting to a ball position.
Ya, that was the wording "energized ball", hindsight i should have explained that more, also, i wish I would have done this with the control indicator on the screen to show the rocking of the throttle... oh well, im thinking of doing a follow up video to this one showing the throttle thing you mentioned, some more training on how to get on speed, and stay on it, how to react to different situations, etc. But definately great advice and thank you!
The hardest part for me was/is getting trimmed out after the 180 when i get into landing configuration. I kept pulling the stick which threw off my trim. God help you when you bolster bc they don't have the carrier and hornet flight models dialed in. Hornet bolters act like coming off the cat. F-18 nose stays anchored to the carrier with Massive nose rise once you go off the end.....just like the CAT.
I actually performed a decent landing the first time I attempted this. I followed Jabbers instruction as closely as possible. Been hit or miss since then. Basically I admit I got lucky the first time bc I was pulling the stick to help manipulate AOA....but all of Jabbers numbers were spot on for the breaks.
Thank you for the video and the breakdown. I just picked up the carrier module and F-18 a few nights ago. First attempt rolled off the front deck, the next three crashed into the back. Got it on the fifth, sixth and seventh, crashed eight and nine again into the back of the carrier and nailed the tenth again after a touch and go-around. I'm happy with 4 out of 10 landings for the first night with both the carrier and first time flying the plane.
It was interesting to see in your video all the stuff I DID NOT do correctly when landing, which I should have been doing (setting stuff on the MFD). The F18 is one of the easier military jets to fly, so long time sim pilots should pick this up fairly easy it's just going to be some reading the manual to set everything up correctly, or just use the force like I did if you are comfortable using an AOA indicator. I'm usually sim bush flying on small landing strips and that experience seemed to help a lot with this kind of landing.
Anyone having problems, try and practice with one of the more modern (faster) bush planes like the Kodiak on small runways that require a sharp decent. For me this has been "pretty easy to do, but hard to do right". Again, thank you for the video; time to go read a 600 page manual. Guess I shouldn't complain too much, the A10c II manual is 900 pages.
Very nicely done, Jabbers! BZ My fleet a/c was the A-4E,F,&M and all is much the same once you get abeam. One thing I would add is the ijmportance of scan. As you pass thru the 90 and pick up the ball you should tune out all other input (other than Paddles - LSO - if there was one) and start a constant three point scan - check the meatball (the ball), your line up on the centerline of the landing area, and then your angle of attack (AOA). Keep checking these three indicators in that order over and over until you pass the lense. Meatball, line up, angle of attack - meatball, line up, AOA...over and over making infintesimal adjustments to keep each as exactly on as you can. Too bad DCS hasn't put an LSO on the platform to call your adjustments. Nuggets will find improving their passes will happen much more easily and quickly if they remember to SCAN!! Again, NICE JOB Jabbers...Nasty out.
This is the best tutorial on this that I've seen. Thanks for not only the instruction but also the perspective as a reminder how difficult this is and the practice it takes to get it right.
What a wonderfully authentic sim DCS have delivered. It's well above my head in every way but so are most things.
Amazing video. Love your humor.
I know that I will watch this hundred times before I master the case 1 approach.
Thank you!
Best TH-cam tutorial video I have ever watched and I will be sharing this with all the DCS pilots I know. Thanks for the entertaining yet very informative video.
I am going to be rewatching this video a lot... thanks Jabbers!
I'm in my late 40's and my throttle is still sensitive. :-) Thanks for the video.
That intro was so good i had to watch it twice obviously
Incredible video thanks jabbers, amazing work
Good mix of info and humor, liked it quite a bit !
I love the Jeremy “power” memes cuz when you threw that formula up for 0.005 seconds the first thing I thought was when Jeremy said “here’s a sensible car moving on now” 😂😂
how to get her to fly so straight and level I feel like i'm always fighting her to not climb or drop nose
Trim to on speed, and then its all about power... It would seem a lot of ppl are stuggling with this, maybe I'll do a follow up video to demonstrate it.
that would be amazing man, i'm having trouble with the trim and everything as a whole, would greatly appreciate a video on that.
Perfect
Don,t need any book or tutorial. This is the best video for case 1 learning
Excellently produced video! Clear and concise with pauses for explanation just when you need it. Thanks Jabbers. Really helpful stuff! I'm sure I'll be referencing this many times as I learn.
High 5 to everyone else that took a screen cap of the landing speed table!!!!!
The most useless thing in this video? Serious? :D
Didn't take a screenie, but my nerdyness did permit me to "freeze" the frame and educate myself on the landingspeeds ;)
Had a debate about AoA failure with someone saying the Navy "needs" AoA indication to land, no exceptions. Even the past didn't count to them. That was the highlight of the video for me!
This is probably the best Case I tutorial.
Nice flying, nice videoediting and fantastic tutoring, you know what it takes to be a good teacher. Best tutorial video for F18 case I recovery I have seen.
Just a note. The AoA indicator is marked in units. Not in degrees. It is quite important because for example 10 units of AoA does not equal to 10° AoA. In the US military aircraft this is quite common. The reason is the flight computers were not able to work with negative data (e.g. AoA -6°). For example you can see that in F-15C or A-10C. So, the 0 units was for -10° and 10 units 0°, 20 units for 10°, e.t.c...
This is not the case of hornet, but many older aircrafts.
I noticed a couple of things missing from the carrier.
There are "drop lights" hanging down from the bottom of the ramp down over the fantail. The drop lights have a metal backing, so during day recoveries the lights aren't on. The drop lights are used for lineup - if you're lined up properly, the drop lights will form a straight line with the centerline of the angle deck. If you're too far left the drop lights and centerline will form sort of a sideways V, with the open end to the left; conversely, if you're too far right the V will be the other way. The best way to picture this is to point your thumb down and your index finger away from you, like you're making an upside-down pistol. Hold your hand so you're looking slightly down at it (and ignore the rest of your hand if you can). Your thumb represents the drop light and your finger represents the centerline. If you're lined up with your digits they'll be in line with each other. Move your head to the left (or move your hand to the right) and you'll see your thumb and finger form a vague V.
The other thing that's missing, and it's not something we had on carriers back in the 1980s, is the Long-range Laser Lineup System that uses eye-safe lasers to help the pilot get lined up. One thing different "back in the day" was that the FLOLS (ball) had only five light cells, four amber and a single red at the bottom. These used Fresnel (ridged) lenses rather than fiber optics. (I wasn't a pilot, by the way, I flew in the back in Vikings.)
Here's one thing that's interesting - eye-to-hook distance. (It really doesn't play a part in landing as far as what the pilot does, but it's still interesting.) When the pilot is flying the ball, he or she is actually "flying" the tailhook, and what's seen is compensated for based on the kind of airplane. If you take a short airplane, let's say an A-4, the vertical distance from the pilot's eyes to the hook is fairly short (the angle of attack will, of course, place the tailhook some distance down from where the pilot is). Now consider a long airplane, like an F-14. Because it's longer, the eye-to-hook distance is longer, and the FLOLS has to be adjusted for that. The way it's done is pretty clever. First, think of the light beam that's emitted like this - it's very wide, and the pilot only sees a thin sliver of it (in the vertical dimension) depending on whether he or she is high, low or on glideslope. They make the adjustment by tilting the FLOLS. For the A-4 with the short eye-to-hook distance, the FLOLS is tilted closer to horizontal - the right "end" of the fan-shaped beam is relatively low. For the F-14, the FLOLS is tilted counterclockwise, raising the right "end" of the beam. These adjustments keep the hook of each airplane the same height above the deck (at the fantail) - all that's being done is raising or lowering the beam to meet the pilot's gaze. Pilot up high in an F-14? Tilt the beam up more. Pilot down low in an A-4? Tilt the beam up a bit less.
3:56 I literally spat on my screen because of the instantaneous and not anticipated burst of laughter I got
I have rewatched this video about 5 times just to make sure this info stays in my head
Nice work man! Love the entertaining quips interlaced in your instruction. That's exactly how I would do it!
You earned my subscription with a detailed yet simple chronological tutorial on a complex topic very informative video keep up the good work more on DCS F18 please.
I have not tried a carrier landing since the Falcon 3.0 version of Hornet. I'm scared . Awesome video. I am going to watch this a few times before I try it. Thanks!
This is THE BEST case 1 landing tutorial on YT! This should be posted on the ED page! ;)
I didn't think I'd laugh on a tutorial as complicated as this. Awesome video!
Professional Educator ... I listen and learn.
Thank you sir! This video should be required viewing on the DCS mod. Very well done!!
Some good info in here mate, thanks for taking the time to make this vid.
Well done man! Thanks to you (and a few other vids here) my recoveries are pretty legit (meaning I shouldn't encounter any air traffic problems in multiplayer). Your tutorial has been the most entertaining by far. The E Bracket section had me in tears. I can relate. My "in the groove" game is still a little sloppy (no pun intended...umm yes pun intended) but I still manage to stick it in there. Keep up the good work! Later homie.
I just found this. As someone else said below, I wish I had this type of teaching in the past, I sure would have learned more! Funny as hell kept me from dozing off,,, Info provided was outstanding! Thanks (Fakum)
Outstanding. Not sure how many hours of research and effort went into putting together a proper video like that, but I’m sure quite a bit. A well earned sub. Respect from the deathdealer.
My good man, so much appreciated for this in conjuction with Bankler's mission. The one thing I'm still struggling with is getting the break turn distance right. I feel like it's a hit-and-miss, sometimes I'm right on the money, sometimes I'm too close.
Practice Practice Practice
Absolutely amazing flying. Very good instructional video which clearing took time and focus. The best! Many thanks Sir.
BEST tutorial I've seen so far!! Amazing video! I've just bought the F/A 18 2 days ago and I can't wait to try carrier landings! Still learning the training tutorials atm :P
one of the most detailed tutorial on youtube...
after watching your video, im able to land 2 perfect landing straight... thanks alot
Your videos seriously don’t stop getting better! Would love to fly with you one day soon on the 104th, DCS multiplayer is thriving at the moment. I believe the Persian Gulf map will become an absolute flagship for years to come. It feels right flying in that AO.
Thanks you! I’ve yet to really try that map! Glad people are liking it so much though, really looking forward to getting on it, especially in MP
Also. How did u know what numbers to enter into the tcan and how did u get to the screen on the bottom my just shows the moving map. I can't get to the screen ur at on the lowest DDI behind the stick.
F10 map for the numbers or briefing if it’s there, when I made this the moving map I sent implemented, and now that it is, the ability to turn it off isn’t implemented
copy all, thanks m8
Hey jabbers, I found you channel out not too long ago and I’ve really enjoyed your content and find it very useful, tomorrow morning I’ve got a doctors appointment and one my home I get to pick up a mint condition thrustmaster t16000n hotas for only $70!! I’m very excited to get to play dcs because I’ve been into aviation for almost a year now and I’ve only got to play MSFS
Impressive! I’m curious how you gathered all the information. You included bits from CV Natops, LSO Natops, and general knowledge that comes from real flying around the boat. I concur with the other commenters that 450’ is a good number for the 90, but that can fall into the category of technique. How you manage your power thru the 135 to the start is something each pilot develops, and where you are at the 90 will determine that technique. If you like 500’ at the 90 that’s fine but it may catch the LSOs eye if you go any higher, and may warrant a downgrade.
One tiny critique. Maintaining on-speed isn’t really about hook AoA, it has to do with some things that may not be modeled in DCS. Primarily arresting gear settings and the hook to eye distance.
Essentially, the AG is set to absorb a certain amount of energy. It enters the weight, and assumes you are at max trap weight and the associated speed. If you are above your speed, you can get a long pull and damage the gear.
For hook-to-eye, you won’t get an accurate indication from the lens about your position on glide slope if you are not on speed. The h.t.e is set for each pass, (18.7’ for hornet I think) and is only correct if the jet is on speed. That’s fairly advanced stuff, but you really nailed the details on the rest of it so I thought I’d share.
Nice work!
Thanks! The information was gathered from all the various sources you listed sans irl experience, luckily I have a couple navy buddies I’ve was able to talk to to fill in the gaps. As for the 500’ this was told to me by a current navy pilot and more as a start her and work down to 450, but never above 500. I probably should have explained that but hindsight 20/20 right?
If teachers had this type of humor I would have done much better in school. Very entertaining video as well as educational!
Me too!
I rerely comment on TH-cam, but this time I really cheer for this awesome video
I'm ready for a padded cell over here, this has been doin my head in for the last two weeks man. And I thought AAR with turbulence was hard, phhft that's a walk in the park compared to this. This guide is the best I've ever seen & brother I've seen em all. I think I'm slowly making headway tho, I'm all good up to the point of that final turn.. 30 degree bank, then it all fuks up before getting into the groove, I either end up too far out from the boat or too close. And when I do think I'm nailin it I hear crickets instead Ball call & then the plick tells me to Wave off lol. Anyway, your vid will definitely help with that part & thanks for posting this, you made a great effort man & you sure got my vote 👌
Lol’d at the Bingo=0 pounds default. I too try to stay within gliding distance of the carrier.
Really clear, really, really helpful. I refer to it quite a bit. Did I say just how really, really helpful this is? Thank you
Wow!! Just wow. Outstanding instructional video. So much detail. Thank you Jabbers.
This is the best I've ever seen put together! Beautiful work!! I learned alot.
After weeks of trying, I just received my first OK pass thanks in no small part to a few things I learned in this video.
We desperately need this for a f14 VERSION KEEP UP THE GOOD WORK!
104th Maverick did one, I’ve only got a few traps under my belt, maybe once I get more competent myself :)
Awesome job, this is what I call a " Clean piloting"
Thanks Jabbers!! I love this video. I have seen it many times over and I laugh my ass off every time.
0:21 "'Murica, f**k yeah!" pah ha ha ha ha! I love that movie :D
You deserve 5 million views for this.
Outstanding tutorial. You said you don’t really fly the e-bracket. After practicing FCLPs I found I actually liked using the e-bracket primarily and making quick peaks at the aoa indicator to augment my approach. It made keeping the flight path marker where I wanted it much easier.
I do fly the ebracket I either misstated or didn’t explain enough
Jabbers nope, I misunderstood. I listened to what you said again. “I can count the number of times one hand I willingly not used the e-bracket for aoa control.” Meaning you use it all the time. Got it.
this really makes you appreciate pilots. now we know why they want really good grades in school
What an absolutely brilliant detailed video. Thank you for your time and patience bro
Don’t fold the wings until you’re in the corral and given the signal. The AOs have to safe your sidewinders 😉
Great video Jabbers. Very informative and demonstrated with some seriously good flying. Thank you.