Just remember the altitude formula only works if the field is at sea level. You have to add airport elevation too the calculation for anything else, this is because the QNH doesn’t make the field=0 on your altimeter, it only adjusts for the different level of pressure to give you an accurate barometric altitude
"We're...200 feet! Silly cat, how did that happen?" Great and informative videos as always, with a delightful sprinkle of deft British quips, and pithy phraseology, hazzah!
A good thing to do when touching down on a runway is to pull back the stick and use the control surfaces to brake you speed down. This is what the Anti-skid switch helps with. If you attempt to pull back the stick without the spoilers the anti-skid switch provides out, then you'll pull the nose back up, but with anti-skid switch on, you'll brake in no time using the stick.
Hi CAP. I’m pretty sure the Mag Variation is plus 6 degrees, not minus 6 degrees. That is why the TACAN angle was off when you went visual. The course should have been 131, not 119, hence the course not matching the runway number of 13. Besides that loving all the videos!
The thing is, I check this out before hand. When flying straight and level my plane showed 100º and the F10 map showed 106º true. So it has to be minus??
Essentially this is a VOR approach and without glidepath information its non-precision. You wouldn't really do it with ceiling/vis this low and would otherwise just divert. Otherwise Cap's approach was great considering he had no vertical guidance and just went off mental math. It's just a game too so there's not really much to be worried about. A precision approach would take you a specific point, a "decision height" where you must either continue to land or go-around. A non-precision approach merely gets you to a safe altitude you can descend to which is between the Final Approach Fix and then fly along at until reaching a Missed Approach Point. It is usually considered good technique to descend at a modest rate (600-800 feet per minute at around 100-140 kts depending on wind and aircraft approach speed/category) to the MDA or Minimum Descent Altitude but in fact you don't have to. You could immediately drop right to it as long as you are passed the Final Approach Fix and this is unlike a Precision Approach where you must remain on a Glidepath but in turn gets you much closer to the runway threshold. However its almost always needlessly reckless to descend at a rate greater than 1000 feet per minute on any instrument approach once passed the Final Approach Fix unless the aircraft's nature calls for it. Anything beyond 1500fpm is dangerous. If there are also step down altitudes between the FAF and the MDA these must be complied with.
What you're getting from the ATIS is QNH and not QFE. NATO fighter pilots very very rarely ask fro QFE, and i can't say i've ever experienced that being asked when setting up for approach. CENOR FLIP has indeed values for QFE in them so it is possible to do it. Just not SOP for any squadron i've worked with as an ATCO. Really enjoy your tutorials and how hands on you are.
Excellent video, I've tried it but Batumi ATC won't answer to me even after I asked Jester to tune to 131.000. Why are they being bullies? And right after that I found out you have a radio tutorial as well. Thanks for everything!
Cap, it's another "seat of the pants" thing - you didn't realize for a while that your wings were not level. In a real plane you'd have felt that... Nicely described as usual. Best, Pete.
But pilots are taught not to use feel, since small changes in attitude in zero visibility conditions do not register in the middle ear, which means the only thing you can trust are the instruments. Unless you're flying a Boeing 737 Max......
@@PhillMagGamerDad Very good with the 737 MAX. Yep the exception that proves the rule! But in this instance his "seat of pants" would have been confirmed by the AH.... As he himself admitted he was concentrating on other instruments - Visual scans in different states of flight are not usually backed up on home sims, perhaps they ought to be? Best, Pete.
There are so many problems with that thumbnail painting XD F-15 tail No Intake The number on the nose and the one leading edge flap is up and one is pointing down
I've watched most of those I was just wondering if you guys had done a review on it like the Harrier review in the viggen review where are you and the guys talk about what it does well and how it compares to other aircraft and it's generation I usually go by your reviews on modules as you guys do such a good job about talking about the plane
Is the deviation from true heading the same in the gulf ? Also 6’? And do I heard you correctly, that you leave the speedbrake out for the whole approach until touchdown?
Great Video again. I watched quite a lot of your Tomcat videos and I wonder, why the horizon line on the HUD never matches the horizon. Don't you trim the HUD or is it not working at all at the moment. I would be very confused by this, especially when I can't see the real horizon.
Good stuff. On a side note, I've noticed no personnel ground, ship, troops etc. Is this something that will be phased in as developers make advances/improvements in the simulation? Thanks for sharing your videos, they are well done
Personally, I would have started the approach with a right 270 degree turn to give me more time and distance to get back to the final approach course. Just a thought. Nice video.
When I was taught how to provide steering direction to jets (Sea Harriers) landing back on our ships (NOT a PAR approach, but JUST steering calls and a running commentary on what their height SHOULD be), we used increments of 30 degrees for bold alterations. So in CAP's video (lets assume final runway heading 120 degrees) I would have started with a BOLD command correction of "come LEFT to a heading of: 060 degrees. When steady and appropriate, "come right 30 degrees, heading 090 degrees" etc until on talked onto the runway heading AND steering 120 degrees.
1. The interactivity between you and the jet and succesfully completing a dangerous mission ( trough knowledge and teamwork ). 2. Most people will recommend the A10C to new players that wanna get into dcs and rightfully so. Flying it teaches you a great deal about how avionics are set up in jets, how to work them and will make the transition to another jet (like the F/A-18C) a breeze. Learning how each aircraft works is also part of the fun and there are tons of videos online that will help understand how these systems work and how to get it going. If you wanna skip all that and just want the action or wanna poke the stick at it first, there is no shame in picking up the F-15C. Very easy to start, easy on the wallet and will get you some air to air combat in no time!
Sherlock Dutch thanks, I already have the F-15 and to be honest I’d rather have a full fidelity cockpit so I don’t have to remember all the key binging.
slammerf16 right now I am trying to get a flight set up and here it is: Oculus go X56 rhino T Flight Air Force edition headset Thrust master TFRP rudders
Dunno how feasible this is, but I'm going to try to watch every single one of your videos before the end of this year, or this time next at the extreme latest. Also, would you guys allow, in the event, a 15-year old to join you?
Every time I watch 1 of your F-14B vids I'm amazed at the job the developers on this plane.
Just remember the altitude formula only works if the field is at sea level. You have to add airport elevation too the calculation for anything else, this is because the QNH doesn’t make the field=0 on your altimeter, it only adjusts for the different level of pressure to give you an accurate barometric altitude
Good point.
honestly,cant thank you enough, for explaining thing so well, and all the time and effort you invest
"We're...200 feet! Silly cat, how did that happen?" Great and informative videos as always, with a delightful sprinkle of deft British quips, and pithy phraseology, hazzah!
A good thing to do when touching down on a runway is to pull back the stick and use the control surfaces to brake you speed down. This is what the Anti-skid switch helps with. If you attempt to pull back the stick without the spoilers the anti-skid switch provides out, then you'll pull the nose back up, but with anti-skid switch on, you'll brake in no time using the stick.
Hi CAP. I’m pretty sure the Mag Variation is plus 6 degrees, not minus 6 degrees. That is why the TACAN angle was off when you went visual. The course should have been 131, not 119, hence the course not matching the runway number of 13. Besides that loving all the videos!
The thing is, I check this out before hand. When flying straight and level my plane showed 100º and the F10 map showed 106º true. So it has to be minus??
The Magnetic Variation is indeed plus 6, which is WHY you have to subtract 6. Cap was right in the instance.
Essentially this is a VOR approach and without glidepath information its non-precision. You wouldn't really do it with ceiling/vis this low and would otherwise just divert. Otherwise Cap's approach was great considering he had no vertical guidance and just went off mental math. It's just a game too so there's not really much to be worried about.
A precision approach would take you a specific point, a "decision height" where you must either continue to land or go-around. A non-precision approach merely gets you to a safe altitude you can descend to which is between the Final Approach Fix and then fly along at until reaching a Missed Approach Point. It is usually considered good technique to descend at a modest rate (600-800 feet per minute at around 100-140 kts depending on wind and aircraft approach speed/category) to the MDA or Minimum Descent Altitude but in fact you don't have to. You could immediately drop right to it as long as you are passed the Final Approach Fix and this is unlike a Precision Approach where you must remain on a Glidepath but in turn gets you much closer to the runway threshold. However its almost always needlessly reckless to descend at a rate greater than 1000 feet per minute on any instrument approach once passed the Final Approach Fix unless the aircraft's nature calls for it. Anything beyond 1500fpm is dangerous. If there are also step down altitudes between the FAF and the MDA these must be complied with.
What you're getting from the ATIS is QNH and not QFE. NATO fighter pilots very very rarely ask fro QFE, and i can't say i've ever experienced that being asked when setting up for approach. CENOR FLIP has indeed values for QFE in them so it is possible to do it. Just not SOP for any squadron i've worked with as an ATCO. Really enjoy your tutorials and how hands on you are.
Well done CAP. You're instrument flying is improving fast.
Roger. Do you remember a year ago when I couldn;t even land VFR? Infact I didn;t even know what VFR meant lol.
Excellent video, I've tried it but Batumi ATC won't answer to me even after I asked Jester to tune to 131.000. Why are they being bullies?
And right after that I found out you have a radio tutorial as well. Thanks for everything!
Cap, it's another "seat of the pants" thing - you didn't realize for a while that your wings were not level. In a real plane you'd have felt that... Nicely described as usual. Best, Pete.
thx Pete
But pilots are taught not to use feel, since small changes in attitude in zero visibility conditions do not register in the middle ear, which means the only thing you can trust are the instruments. Unless you're flying a Boeing 737 Max......
@@PhillMagGamerDad Very good with the 737 MAX. Yep the exception that proves the rule! But in this instance his "seat of pants" would have been confirmed by the AH.... As he himself admitted he was concentrating on other instruments - Visual scans in different states of flight are not usually backed up on home sims, perhaps they ought to be? Best, Pete.
Thanks !
IMPORTANT: Cap did his math wrong here, you ADD declination to true course, not subtract. Add East, Subtract West.
thx
Glode Slipe :D :D :D :D Thanks for the great vid Grim Love you ....I was looking for this aswel
There are so many problems with that thumbnail painting XD
F-15 tail
No Intake
The number on the nose
and the one leading edge flap is up and one is pointing down
well spotted!
Maybe it just has a 50ft wide intake
9:40 where are you looking at to get the VSI information?
Man I would love for you guys to do a mirage 2000c review like the one that you did on the Harrier and the viggen
All done for the Mirage Barry: grimreapers.net/tutorials
I've watched most of those I was just wondering if you guys had done a review on it like the Harrier review in the viggen review where are you and the guys talk about what it does well and how it compares to other aircraft and it's generation I usually go by your reviews on modules as you guys do such a good job about talking about the plane
Is the deviation from true heading the same in the gulf ? Also 6’?
And do I heard you correctly, that you leave the speedbrake out for the whole approach until touchdown?
all the maps have different dev. Gulf is + or - 13º can; t remember which. Yup my bad, brake should be out.
Great Video again. I watched quite a lot of your Tomcat videos and I wonder, why the horizon line on the HUD never matches the horizon. Don't you trim the HUD or is it not working at all at the moment. I would be very confused by this, especially when I can't see the real horizon.
MadCat1381 I don’t know why it is that way in the Tomcat, but I always get in level flight with the autopilot and then trim my HUD.
honestly I haven't figured that out myself. We need a real F-14 pilot.
Captain, thanks for another great video! One quick question, how did you made dissapear the joystick on the F-14?
press Backpace key
Backspace
0:48 omg you speak as fast as a bullet
Not really. That's quite a normal speed for a native English speaker
Good stuff. On a side note, I've noticed no personnel ground, ship, troops etc. Is this something that will be phased in as developers make advances/improvements in the simulation? Thanks for sharing your videos, they are well done
All that stuff is in there, but human control of those things are fairly limited so we rarely use it. the AI can control all of that stuff well.
WHy cant we just follow the localizer why do we have to work out the course manually? I cant seem to draw a line like you can either on my map... :(
Map tool is an icon at top of screen.
@@grimreapers got it!
Personally, I would have started the approach with a right 270 degree turn to give me more time and distance to get back to the final approach course. Just a thought. Nice video.
Good point, I tried this yesterday but the video way. Defo doing it your way would like u say give more time and b less stressful.
When I was taught how to provide steering direction to jets (Sea Harriers) landing back on our ships (NOT a PAR approach, but JUST steering calls and a running commentary on what their height SHOULD be), we used increments of 30 degrees for bold alterations. So in CAP's video (lets assume final runway heading 120 degrees) I would have started with a BOLD command correction of "come LEFT to a heading of: 060 degrees. When steady and appropriate, "come right 30 degrees, heading 090 degrees" etc until on talked onto the runway heading AND steering 120 degrees.
Hey I have 2 questions
1. What’s the fun factor of DCS world?
2. Which American jet should I get?
1. The interactivity between you and the jet and succesfully completing a dangerous mission ( trough knowledge and teamwork ).
2. Most people will recommend the A10C to new players that wanna get into dcs and rightfully so. Flying it teaches you a great deal about how avionics are set up in jets, how to work them and will make the transition to another jet (like the F/A-18C) a breeze. Learning how each aircraft works is also part of the fun and there are tons of videos online that will help understand how these systems work and how to get it going.
If you wanna skip all that and just want the action or wanna poke the stick at it first, there is no shame in picking up the F-15C. Very easy to start, easy on the wallet and will get you some air to air combat in no time!
Sherlock Dutch thanks, I already have the F-15 and to be honest I’d rather have a full fidelity cockpit so I don’t have to remember all the key binging.
@@NoNamer0909 In that case go with the A-10C and a Thrustmaster Warthog - minimal keybinding and max realism. You'll need pedals as well...
slammerf16 right now I am trying to get a flight set up and here it is:
Oculus go
X56 rhino
T Flight Air Force edition headset
Thrust master TFRP rudders
Quick Q. What is the multi coloured box on the right? Is it useful? If so how do I display it please. Thnx
RCtrl + Enter noone seems to know what it is.
@@grimreapers 😂🤣🤣😳
Dunno how feasible this is, but I'm going to try to watch every single one of your videos before the end of this year, or this time next at the extreme latest. Also, would you guys allow, in the event, a 15-year old to join you?
Good man. Spend time in our Public server and Public voice chant and get to know us and if you are good you may get in.
I don't think you are cheating with Jester.... It is a 2 man plane.....
Good stuff. Could you do a ILS field video? I was trying to get ILS to work yesterday and failed.
J Hallin don’t believe Tomcat has ils for airfields
As far as we know there is no Airfield ILS. If you know different plz send me a discord message and I'll sort it.
Great video.The thumbnail you chose for this video always makes my eyes bleed. Is it an F-14 fuselage with an F-15 tail and god knows what intakes?
Oh man. I was sitting there staring at it trying to figure out why it didn;t look right! I see it now!
what navigation systems the f-14 use ? adf tacan and ins ?
And ICLS
@@grimreapers but thats for landing right ?