Nicely done. Thanks for sharing. Just a few tips. The Case 3 procedure is performed at 250 IAS as opposed to 300. This probably would have helped you from commencing a little early. It's also important to pay attention to what the winds are doing on on the final and downwind leg while established. This will keep the needle from drifting too far away or in your case too close to your radial so you don't have to perform a 90 degree turn. All IFR turns are usually standard rate turns, 3 degrees per second. This is why 1 full established turn is 6 minutes. 2, 30-second turns with 2, 2-minute legs. Using the AP to help maintain altitude frees up the pilot to focus on the more important parts of the Case 3. Maintain 250 IAS and staying within the 6 minute allotted hold time before commencing. Of course the final turn can always be adjusted when needed to commence at the proper approach time. Speed as well. Overall this shows the full functionality of a study level fighter jet in DCS and adds to the realism that always keeps up coming back and flying more so thank you for sharing this awesome Case 3 approach.
I have this down cold with the Hornet. I got the Tomcat last sale and felt like a noob. The F-14 is NOT an easy jet to fly. It's so friggin' fast! Speed control was by far my biggest hang up. And that speedo sucks! No IAS on the HUD, a gauge that's positioned poorly and hard to read/understand. Once I got the speed thing down, then it was chasing the needle. I was all over hell to breakfast. I spent a whole evening just landing without talking to Moms. Just trap after trap until I had my HOTAS set up and I had a feel of it. Take away all visual reference at night with that spooky red lighting...splat after splat. SIGH...but I have never had so much fun dying. Makes me respect the real deal guys who did this for a living even more, as if that were possible
@@ReflectedSimulations I read once that they strapped portable electro-cardiograms to Navy pilots in Vietnam to monitor stress and they were surprised to learn that the most stress the pilot endured was NOT while being shot at, but landing. Especially at night in weather. And yes, landing a Phantom at night was ALL pilot, stick and rudder. The meatball was their only external aid. I am reading the book called Fighter Pilot: The Memoirs of Legendary Ace Robin Olds and if you enjoy real Mavericks get it. That dude was a man's man!
me too, its hard to land even with Case 1. After days i am actually able to land, 1,2,3,4 wire, but i can land buddy. I have no idea, if i will be able to do even case 2, case3 forget it, maybe in next life lool. Its hard to trim the tomcat and you have to be fast during the whole procedure...
@@Grumman-8k From where you got this? Who compared between hornet and tomcat? Did you even read my comment? Why you compare between automatic and manual car? Whats wrong with you man, too much drugs?
Excellent video, thank you. How do I get the needles to show up on the VDI (and HUD)? Is there a carrier frequency I have to tune in to somewhere (and isn't there an automated carrier landing function?)
idk how you did this i cant even get my plane trimmed to get the right decent and aoa. every time i try it the glide slope gets messed up and i go off course
Nicely done. Thanks for sharing. Just a few tips. The Case 3 procedure is performed at 250 IAS as opposed to 300. This probably would have helped you from commencing a little early. It's also important to pay attention to what the winds are doing on on the final and downwind leg while established. This will keep the needle from drifting too far away or in your case too close to your radial so you don't have to perform a 90 degree turn.
All IFR turns are usually standard rate turns, 3 degrees per second. This is why 1 full established turn is 6 minutes. 2, 30-second turns with 2, 2-minute legs. Using the AP to help maintain altitude frees up the pilot to focus on the more important parts of the Case 3. Maintain 250 IAS and staying within the 6 minute allotted hold time before commencing. Of course the final turn can always be adjusted when needed to commence at the proper approach time. Speed as well.
Overall this shows the full functionality of a study level fighter jet in DCS and adds to the realism that always keeps up coming back and flying more so thank you for sharing this awesome Case 3 approach.
That’s great advice, thank you!
That was great! Taming the beast is not an easy task!
Nice hands-on tutorial ... I avoid night flight like the plague, case 3 it's so damn hard :(
but rewarding! :)
I have this down cold with the Hornet. I got the Tomcat last sale and felt like a noob. The F-14 is NOT an easy jet to fly. It's so friggin' fast! Speed control was by far my biggest hang up. And that speedo sucks! No IAS on the HUD, a gauge that's positioned poorly and hard to read/understand. Once I got the speed thing down, then it was chasing the needle. I was all over hell to breakfast. I spent a whole evening just landing without talking to Moms. Just trap after trap until I had my HOTAS set up and I had a feel of it. Take away all visual reference at night with that spooky red lighting...splat after splat. SIGH...but I have never had so much fun dying. Makes me respect the real deal guys who did this for a living even more, as if that were possible
Fun, isn't it? :) I wonder what it must have been like in a Phantom that has no HUD whatsoever, just a gunsight...
@@ReflectedSimulations I read once that they strapped portable electro-cardiograms to Navy pilots in Vietnam to monitor stress and they were surprised to learn that the most stress the pilot endured was NOT while being shot at, but landing. Especially at night in weather. And yes, landing a Phantom at night was ALL pilot, stick and rudder. The meatball was their only external aid. I am reading the book called Fighter Pilot: The Memoirs of Legendary Ace Robin Olds and if you enjoy real Mavericks get it. That dude was a man's man!
@@valuedhumanoid6574 I loved that book!
Ooof! Nice! Sweating watching the VSI and altitude all the way....almost lost it when you lowered the flaps and gained 200 feet of altitude!
Trying to fly the cat with full flaps and DLC is like trying to pilot a yoga ball
Impressive......good job
Merci!
Nicely done. Full manual case III isn't for everyone. I am still working on my case I.
me too, its hard to land even with Case 1. After days i am actually able to land, 1,2,3,4 wire, but i can land buddy. I have no idea, if i will be able to do even case 2, case3 forget it, maybe in next life lool. Its hard to trim the tomcat and you have to be fast during the whole procedure...
@@ProGamer-gc3wv tomcat flies highly differently compare with hornet, it just like comparing a manual car with a auto car
@@Grumman-8k From where you got this? Who compared between hornet and tomcat? Did you even read my comment? Why you compare between automatic and manual car? Whats wrong with you man, too much drugs?
@@ProGamer-gc3wv just my personal opinion, no means to be offensive
@@Grumman-8k Yes i got you, but your comment has nothing to do with the topic. Nobody was comparing those two jets. But anyway...
Nice flying Greg! :-)
Thanks :)
Watching this because i got your campaign, i need to practice more before completing the first mission >.
Excellent video, thank you. How do I get the needles to show up on the VDI (and HUD)? Is there a carrier frequency I have to tune in to somewhere (and isn't there an automated carrier landing function?)
Nicely Done!
At 0:43 - I know that could be any old school looking font, but to me it sure looks like Fleet Defender font!
Yeah I picked an old school computer font that looks like that one :)
@@ReflectedSimulations Awesome! Was hoping that was no coincidence!
I was worn out just from watching. 😁
how did you now u reached the radial?
Good stuff!!
Any chance you can please change the subtitle font? it is bearly readable!
idk how you did this i cant even get my plane trimmed to get the right decent and aoa. every time i try it the glide slope gets messed up and i go off course