Finally! A proper and accurate Navy break pattern tutorial. Right down to the mice nuts, here. The only thing missing is the ball, but I'm guessing we'll see that in the carrier landing tutorial. Seriously, from a Navy veteran - well done.
I wish dcs allowed to setup navy airfields with trap wires and ball(if it's employed on airfields irl). I find having to do carrier landing once a day just to keep the kill going. Would be nice to pick up mission from dcs forums and make important fields have trap wires for practice.
The base turn while maintaining on speed AOA is kicking my ass! It's very reassuring to hear you struggle(d) with it as well, that tells me I'm on the right track and just need more practice, thanks!!
Oh how I can't wait to take this thing out for a spin. I especially like this video because I recently got around to learning how to operate the TACAN and AWLS in the Harrier, which seemed so familiar in watching you operate the TACAN and ILS in the Hornet.
beautifully done and very technical despite what has been said here;-) You can definitely get the real Hornet on a boat it seems judging your awesome flying skills!
Do you push the stick forward after lowering the landing gear and setting the flaps to full in order to keep the velocity vector close to the horizon until the aircraft is trimmed for proper AoA? I am looking for a proper solution to that initial lurch so I don't gain too much altitude.
YES Push forward until you start to get around 140kts, modulate as necessary and try to keep the velocity vector on the horizon, once it levels out you'll start to use throttle for pitch, not the stick. Be very aware of the airspeed while holding the stick forward because if you let off it to late to start using the throttle you will nose dive. It will take some time to get used to and just keep trying. I was in the same boat as you last week when I liked your comment. Hopefully by now you have already figured it out but maybe someone else who is in the same boat will read this now.
@@isaiah2261 Thank you. Yes, I started practicing along the same lines, but it helps knowing other people are using the same method. Means I might be on the right track.
Great video. This really helped me a lot. Thank you very much. Did you trim your aircraft while landing to keep you velocity vector in the right AoA? And if yes, when is the right timing to start it? Right after the first curve, when you get your landing gear down or after the second curve when you're about to land?
Hi Matt a few have mentioned it on here about 800ft being too low, you said it’s standard US navy procedure, my question is, thus airfield is flat terrain all around, many airports however on various maps have mountainous terrain, some higher that 600/800ft, what happens is this scenario? Surely the 800ft/350 knotts needs to be increased in altitude? Thanks in advance
The 800 feet he mentioned is radar altitude therefore it is absolute height above terrain. If the airfield is above 800 feet BAROMETRIC then you would still fly the pattern at 800 feet RADAR. Assuming the 800 feet is correct. I can't comment on that as I don't know the naval procedures (I was AF)
@@JohnVanderbeck thanks for your reply, I should of explained better, so when flying the upwind, that’s all good at 800 feet, however on the 1st turn (crosswind), and downwind, many airport terrain fluctuate as you fly over surrounding mountains and hills adjacent, the example shown here is perfect as it’s flat, but many times I’ve turned and found myself down to 400 feet due to increasing terrain height - at this point I’m just presuming that pattern landing would nit be allowed at such airports…..but there are many of them, particularly on the Syria or Persian gulf map
Can we get a demo of the exterior sounds, fly-by sounds, etc? The sound of this aircraft is going to be what sells me on it. If I'm paying 90 dollars this thing it better sound like I'm at the airshow. Cheers!
Nice video about the pattern and approach. However, no mention of the importance of trim so if people are struggling like me, make sure you also find a video that talks about the use of trim in keeping your on speed AoA.
Quick question (don't know if you'll answer it Wags): wouldn't the regular airfield approach 'require' hook bypass to Field? What exactly does it differ from the Carrier bypass?
It's reminds the pilot to lower his hook at the ship, and also gives the LSOs an indication at night that your hook isn't down (the approach lights on the nose gear also flash). It defaults to CARRIER but can be set to FIELD once the first generator comes online.
Matt, just curious, wy did you make the course line 130 vs the runway heading? I'm not a fixed wing guy but but spent 20 years flying AH64's both A and D models and was in Afghanistan in 03, just curious about the thought process......
130 is the reciprocal heading to the runway, meaning that when he turns for his downwind leg he will be parallel (in theory) perfectly with the runway for a precise and calculated approach-not having to deal with constantly correcting the heading until he is on his base-to-final.
@future with nearly 5000 hours of actual logged time in an AH1 Cobra and AH64 A and D model with combat time in Afghanistan in 2003, I understand what a recip heading is. I have been in multiple Holding Patterns at a fix trying to obtain the magical 1 min inbound leg where in the holding pattern I tracked the outbound leg. I get it and i have flown in REAL time. I have flown thousands of downwind legs, i have never had my "Course to" setting as a downwind, although, we in the attack helicopter community do not perform airfield breaks but I do know how to TRACK a downwind heading......
The jet will have an aggressive nose dive when extending flaps on downwind specially with gear down. I always have to set the throttle at about 90% just to maintain altitude. It just doesn't feel right that you have to almost go full burner just to maintain level during landings. Is this a bug or I'm doing something wrong? Thanks!
It still doing the same thing. 1500 fpm descent with engines at 80% and about 7 deg nose up attitude no bank, indicated airspeed at or above 150. It descends even more when I bank to final. It only does it once I drop the gears. I have to go full burner on approach sometimes just to have the "doughnut" in the AOA indicator. Though I have not try flying it in Persian Golf. All my flights were in Vegas and the Caucasus in oculus steam VR.
Thought as much. Thank you Wag for taking the time to clarify. I also would like to know if the FA-18C Hornet DCS is modeling comes only with the green color display on the DDIs and UFC panels. Is there an option to change the color to white, like a monochrome display? I find the UFC green display too faint to see especially against a black surrounding panel I am constantly watching out for your videos and looking forward to flying the FA-18C early access version. Cheers
Ernest Aghimien , thanks for your reply. I'll keep my fingers crossed. Having the options to change HUD display colors and intensitsies is crucially important for Hornet operations, such as during carrier landing , A-A, and A-G missions, especially under adverse lighting and or bad weather conditions. It therefore could be a matter of life or death.
Waggs, the Hornet is said to require some forward stick after landing as the Hornet has the tendency to flair after touching down. My question is, if a short runway and you're laden heavy, do you retract the flaps and/or engage the speedbrake to help slowing down?
It also affects the approach lights on the nose gear, which is what the LSOs reference to determine whether you are on-speed/fast/slow. It will flash if the indexers are flashing.
Stupid question here… what view are you using where you can freely look around and click on the controls with your cursor? Also, when you land and make contact with the runway, are you just using your speed brake or also using your wheel brakes in addition to the speed brake? Thank you!
everytime i make the final 30 degree turn i end up coming out of the turn so far right of the runway. why is that? also i can’t stay at 600 ft because when i turn i just start to fall into the ground
Thank you for the video man! I am having a ot of difficulties with this type of landing but I am going all out on practice. One question: When I deploy landing gear and lower flaps when under 250knots, my aircraft starts gaining altitude, and I have to fight it hard and compensate by decreasing pitch. Is that normal? Am I doing something wrong? Thank you!
@@whitenoise509 negative! Will post here if I find the answer. What is do atm is I anticipate the lift by decreasing pitch before deploying L.gear and flaps
I having the sqme issue, someone in the comments mention using the stick to line the velocity vector to the start of the runway, and using only the throttle to line the velocity vector to the aoa E indicator Haven't had the chance to try it out yet
Can anyone clarify how to calculate when to make that fine baseleg turn for final? how far downwind after threshold are you initiating? I can't ever seem to line up like Matt did no matter what. Most of the time Im waaaay off, then I do the jerky hurky like juggle to try and line up and not crash - and that's all before I dare go anywhere near the boat! Thanks+ for any suggestions
Hey Wags, thanks for the informative and spectacular video! I was wondering, how much practice did you put in the pattern work? Despite the wide turn of the last leg, I think it was quite neat and tidy pattern work overall: did you have to make many takes shooting this video?
neormm Agreed. When on final for rwy31 you are on a 130 radial inbound and so you need a course of 310 for a correct TO/FROM and CDI indication! Good catch!
If you are doing a lefthand overhead break from the right of the runway centerline (just like in a standard carrier lap or in the video), you can make sure that you "crossed" the extended runway centerline while turning crosswind/downwind and confirm that the runway is on the lefthand side when established on downwind even in case of losing visual reference. So you kinda make sure if you are doing an overhead break for Runway 31 that you cross the 310 radial inbound (course selector 130). That's how I understood it at least!
This break arrival might be US-typical, because you'd get rekt out there in the French Navy/Air Force for decelerating during the break (first turn). If you are doing a 2-ship or more formation break arrival, the second, third and fourth guy would just slam your back faster than you could ever imagine, especially if you are at 150 kts or less during last turn. Procedure here is 350kts and 3g turn until downwind, then airbrakes (not for the leader)/flaps/gear out, confirm 3 greens (or BIP), then point 180 turn at 150 or 170 kts (it depends if you're in a Rafale or a Mirage 2000), THEN in final, you keep your AoA into the green.
So you aren't putting the "E" on the runway and then flying the TVV to the "E", but rather placing the TVV on the runway threshold, with stick, and bring the "E" to meet the TVV by throttle input?
hello there im very new to this so this might sound really stupid i was fully understanding when you set up the tacan and modes etc up until the point where you said about setting up your landing course to 130 degrees. how did you know to set that up at that degree.
every single time i come around ater my final turn ive overshot the runway 5 fold, im following this pretty well though? 1% G's on downwind turn then correct alignment as i come around for my landing. always overshoot doing my 30 degrees bank
Haha just got this aircraft, have been flight simming airliners and GA aircraft. This approach and landing really through me for a loop. Pretty well forget everything you know about landing planes, do a hi bank hi G turn, dump gear and flaps, fly with the throttle, don’t flare, and do a controlled crash into the runway.” Wait… you want me to do what now?
I have downloaded DCS 2.5 and the map is CAUCASUS. I`m interested on buying MONTANA map as well, but PERSIAN GULF ? Is this a new map? And I believe is easier to land on ground than on a carrier, because there is more space to little errors and you`ll not end on sea. Please make a demo landing on a carrier too.
Manually setup waypoint using f10 map and kneeboard to find the runway heading for crs heading line. That's the only way. Don't forget magnetic heading offset. Hornet allows you to switch to true heading, which makes this type of stuff a bit easier.
Damn Matt, that was clean. Not 100% where to look for it in the video, but where can you see your descent rate? I know it's WIP, but it didn't look like it was a particularly heavy landing. Pretty smooth in my eyes. 750fpm sounds scary
The G-Limit is 7.0 first, then it goes up and is 7.3 in the end of the video. Why is that? What changes the G-limit, and it's even higher with Gear and flaps down than in clean condition?
The G-limiter increases G available as the jet burns fuel and gets lighter. It's not uncommon to launch with a full bag of gas and see only ~5.5G (or less) available. This prevents aircraft overstress.
F10 for map, click on the airport, the runways are listed there. Then -12degrees or so for magnetic variation (map dependent) on the regular caucous map. Hold the course switch until the UFC displays "crs" then type in your course.
Hey Wags, any chance that we get a working ILS in the hornet soon ? I saw nothing on the topic and it's kinda bad if we have to land in IFR at the moment
I've tried both the F16 and F18 to land, watched several videos about this, and I never get the E-bracket to work, it just shoots way down into the ground. I can land, I just land by eyeball, it works okish, But I find it annyoing that I can't get the E-bracket to work, when I get to around 140knots even with flaps my plane just starts to fall down ass first.
Keep your aiming point at 3-4 degrees, use the pitch latter, have the aiming point at roughly 3-4 degrees. The 750fpm will be the result of your descent angle.
Use a Pivot-Stick on the Joystick and set it up in the settings. Advanced Simmers use TrackIR, to translate real head movement into the sim. So you look left in reality, you look also left in the game.
The problem I am having is when I drop Gear/Flaps below 250kts, the plane pitches up even when at idle. I didn't see this happen for WAGS or anyone else.
Default key is c. puts your HUD info in the middle, but there will be another velocity vector without the circle. This indicates where the plane is going. Caging puts the original one in the centre of your screen so you can see it
@@MattWagner Thanks.... the flaps do not go down even if you set them to full down, they go down automatically when "they want". I've seen this via the F2 and checking the aircraft on the outside. If i do it when you do it on the video i get a huge 30+ degree flare up. So if my velocity vector is 5º below horizon, i get a huge +25 flare up until aircraft goes below 110knots and then comes back down and speed increases. I have tried doing this correctly over 70x. Aircraft flares no matter what i do. I have to seriously push forward on the stick to avoid this and it still flies funny or it looks funny. Sorry. Trying to land as nice as you do it here.
@@highlanderc. Hello, they will not go to half or full flaps unless you are below 250 knots. If you lower the flaps while in the first first turn, you never have to push forward on the stick. Thanks
After hundreds of carrier traps and shore landings, watching this was very irritating watching the AoA donut flash. (I realize the carrier/field switch probably was not functional when he made this video. Still had me wanting to look down to the left!!!!)
Matt awsome content. I have a massive doubt, what is that that you do with the waypoints? did you had them saved before hand or the computer intersected your course with the selected heading. Sorry if stupid question.
Thanks Matt, final question if I may, newbie on flight planning, where does it say on the airport charts if a pattern is required? Or is that communicated through ATC on approach?
Yeah great video, a more in depth look into why you did the procedures especially during setup, and a more in depth explanation as to what the things meant would have been good. For example, why switch to Radar alt, and what the difference form barometric alt was. Such a complicated procedure for a newbie. Thanks though.
Non-technical he says, then presses 27 buttons and twirls 3 knobs (giggity) while in autopilot before starting the approach. Looking forward to it!
People will just use power slider and landing flaps anyway lol
Very true :)
More like 99%
All I need is my velocity vector, and instincts of how to not fall out of the sky like a rock!
Giggity
Finally! A proper and accurate Navy break pattern tutorial. Right down to the mice nuts, here. The only thing missing is the ball, but I'm guessing we'll see that in the carrier landing tutorial. Seriously, from a Navy veteran - well done.
I wish dcs allowed to setup navy airfields with trap wires and ball(if it's employed on airfields irl). I find having to do carrier landing once a day just to keep the kill going. Would be nice to pick up mission from dcs forums and make important fields have trap wires for practice.
The base turn while maintaining on speed AOA is kicking my ass! It's very reassuring to hear you struggle(d) with it as well, that tells me I'm on the right track and just need more practice, thanks!!
Use your trim
Been flying simulated F-18s for decades and never heard anyone mention the vents.
Hey, does thrustmaster have an add-on that will blow AC on me that I don’t know about?
some things are just for fun I guess :)
@@kentgregory3299 they exist and it's not even expensive. also quite useful because cool air will keep vr glasses from fogging a bit :)
can operate air vents. 10/10 jet module. Keep up the good work
Nice touch there with the vents ;)
Will I be able to couple the angle of the cockpit airconditioning vents to real life fans?
Rumdolf holy shit, you are one dedicated simmer
He did xD
Does anyone know how many adjustments the fan vents are rated to?
I'm trying to decide if I should buy this or wait for the 2019 model.
@@Swatmat Woosh
Where's the ashtray?
Oh how I can't wait to take this thing out for a spin. I especially like this video because I recently got around to learning how to operate the TACAN and AWLS in the Harrier, which seemed so familiar in watching you operate the TACAN and ILS in the Hornet.
Hi Matt, could i (begginer) request you show stick and throttle movements on bottom left of all your videos? would help heaps :) tx
Ha Ha! Wags you are starting to sound like a 10,000 hour United Airlines standards captain. Keep it up! :)
Nicely explained and performed Matt!
Wow that looks amazing thanks Wags!
Great to see the flashing AOA because of the (as you mentioned) switch not being set to FIELD.
(Hook Bypass)
beautifully done and very technical despite what has been said here;-) You can definitely get the real Hornet on a boat it seems judging your awesome flying skills!
Amazing graphics surrounding amazing skills. Great job.
I do love your videos, clear and very well planned and a good voice. The *only problem* is that I am eagerly waiting for flying the module myself...
Do you push the stick forward after lowering the landing gear and setting the flaps to full in order to keep the velocity vector close to the horizon until the aircraft is trimmed for proper AoA? I am looking for a proper solution to that initial lurch so I don't gain too much altitude.
YES
Push forward until you start to get around 140kts, modulate as necessary and try to keep the velocity vector on the horizon, once it levels out you'll start to use throttle for pitch, not the stick. Be very aware of the airspeed while holding the stick forward because if you let off it to late to start using the throttle you will nose dive. It will take some time to get used to and just keep trying. I was in the same boat as you last week when I liked your comment. Hopefully by now you have already figured it out but maybe someone else who is in the same boat will read this now.
@@isaiah2261 Thank you. Yes, I started practicing along the same lines, but it helps knowing other people are using the same method. Means I might be on the right track.
@@isaiah2261 thanks I'm in the same boat right now :)
Mee too in that boat.
Great video. This really helped me a lot. Thank you very much.
Did you trim your aircraft while landing to keep you velocity vector in the right AoA? And if yes, when is the right timing to start it?
Right after the first curve, when you get your landing gear down or after the second curve when you're about to land?
Looks great. I almost felt the cool air when you adjusted the vents :D
Hi Matt a few have mentioned it on here about 800ft being too low, you said it’s standard US navy procedure, my question is, thus airfield is flat terrain all around, many airports however on various maps have mountainous terrain, some higher that 600/800ft, what happens is this scenario? Surely the 800ft/350 knotts needs to be increased in altitude? Thanks in advance
The 800 feet he mentioned is radar altitude therefore it is absolute height above terrain. If the airfield is above 800 feet BAROMETRIC then you would still fly the pattern at 800 feet RADAR. Assuming the 800 feet is correct. I can't comment on that as I don't know the naval procedures (I was AF)
@@JohnVanderbeck thanks for your reply, I should of explained better, so when flying the upwind, that’s all good at 800 feet, however on the 1st turn (crosswind), and downwind, many airport terrain fluctuate as you fly over surrounding mountains and hills adjacent, the example shown here is perfect as it’s flat, but many times I’ve turned and found myself down to 400 feet due to increasing terrain height - at this point I’m just presuming that pattern landing would nit be allowed at such airports…..but there are many of them, particularly on the Syria or Persian gulf map
This video is very helpful. Much easier for me to copy something I see vs an audio cue.
I have never been more ready for anything, but this i sure am! can't wait to use it in vr
HIII, IS IT POSSIBLE TO RUN dcs hornet with a windows 11 ???, with 64b?
Can we get a demo of the exterior sounds, fly-by sounds, etc? The sound of this aircraft is going to be what sells me on it. If I'm paying 90 dollars this thing it better sound like I'm at the airshow. Cheers!
Glorious! Beautiful! Smooth! Amazing!
Nice video about the pattern and approach. However, no mention of the importance of trim so if people are struggling like me, make sure you also find a video that talks about the use of trim in keeping your on speed AoA.
Quick question (don't know if you'll answer it Wags): wouldn't the regular airfield approach 'require' hook bypass to Field? What exactly does it differ from the Carrier bypass?
Yes, but that switch had a bug when that video was made.
It's reminds the pilot to lower his hook at the ship, and also gives the LSOs an indication at night that your hook isn't down (the approach lights on the nose gear also flash). It defaults to CARRIER but can be set to FIELD once the first generator comes online.
Ugh when will this be released? I can’t wait!
Woot! I can't wait! good job Wags and Team!
Can we just skip straight to case 1 landings now, I’m ready to see a boat in the gulf!
All in good time
Matt, just curious, wy did you make the course line 130 vs the runway heading? I'm not a fixed wing guy but but spent 20 years flying AH64's both A and D models and was in Afghanistan in 03, just curious about the thought process......
130 is the reciprocal heading to the runway, meaning that when he turns for his downwind leg he will be parallel (in theory) perfectly with the runway for a precise and calculated approach-not having to deal with constantly correcting the heading until he is on his base-to-final.
@future with nearly 5000 hours of actual logged time in an AH1 Cobra and AH64 A and D model with combat time in Afghanistan in 2003, I understand what a recip heading is. I have been in multiple Holding Patterns at a fix trying to obtain the magical 1 min inbound leg where in the holding pattern I tracked the outbound leg. I get it and i have flown in REAL time. I have flown thousands of downwind legs, i have never had my "Course to" setting as a downwind, although, we in the attack helicopter community do not perform airfield breaks but I do know how to TRACK a downwind heading......
That's all well and good, but I literally just explained the thought process behind why the course line was the way it was.
Don't you get it though? He's flown over 10000 hours in actual AH64 A to Z models, Cobras and Vipers. But he hasn't set his course this way.
I only wish I had 10,000 hours, I only have half of that :)
Oh my god it's so glorious. Best video yet. Thank you so much :)
The jet will have an aggressive nose dive when extending flaps on downwind specially with gear down. I always have to set the throttle at about 90% just to maintain altitude. It just doesn't feel right that you have to almost go full burner just to maintain level during landings. Is this a bug or I'm doing something wrong?
Thanks!
Already fixed for the next update.
Thank you! When will the update be released if you don't mind me asking?
Already fixed.
It still doing the same thing. 1500 fpm descent with engines at 80% and about 7 deg nose up attitude no bank, indicated airspeed at or above 150. It descends even more when I bank to final. It only does it once I drop the gears. I have to go full burner on approach sometimes just to have the "doughnut" in the AOA indicator. Though I have not try flying it in Persian Golf. All my flights were in Vegas and the Caucasus in oculus steam VR.
same 4 me, caucasus.. massive airspeed drop on gear out even at level flight
I dont understand, do you have a manual for the vents?
Mr. Wagz, keep up the good work, thank you for your time!! it's loking EpiQue
Ha.. It all makes so much more sense cheers Matt
Amazing job Mr. Wagner!
Nice and instructional video. I am wondering how one gets to cage and uncage the HUD. Did not see any button being pushed or knob flipped.
It's a switch on the throttle
Thought as much. Thank you Wag for taking the time to clarify.
I also would like to know if the FA-18C Hornet DCS is modeling comes only with the green color display on the DDIs and UFC panels. Is there an option to change the color to white, like a monochrome display? I find the UFC green display too faint to see especially against a black surrounding panel
I am constantly watching out for your videos and looking forward to flying the FA-18C early access version. Cheers
Also, it will be much better if we can toggle different colors and intensity of the HUD display, just like in FC3 planes. But what is it like IRL ?
HUD color is controlled by a switch under the DDIs in FA-18E, color changes from red, green and orange. I am not sure if this is in FA-18C.
Ernest Aghimien , thanks for your reply. I'll keep my fingers crossed. Having the options to change HUD display colors and intensitsies is crucially important for Hornet operations, such as during carrier landing , A-A, and A-G missions, especially under adverse lighting and or bad weather conditions. It therefore could be a matter of life or death.
Waggs, the Hornet is said to require some forward stick after landing as the Hornet has the tendency to flair after touching down. My question is, if a short runway and you're laden heavy, do you retract the flaps and/or engage the speedbrake to help slowing down?
I've seen speed brake used quite a bit IRL. But there's always the fuel dump option.
So the hook bypass switch was in carrier the whole time. Is that standard procedure? Does it affect anything other than the AOA indicator?
Coding for the hook bypass switch is not complete
Matt Wagner Oh ok, thanks. I just remembered you using it in the startup videos.
It also affects the approach lights on the nose gear, which is what the LSOs reference to determine whether you are on-speed/fast/slow. It will flash if the indexers are flashing.
Stupid question here… what view are you using where you can freely look around and click on the controls with your cursor? Also, when you land and make contact with the runway, are you just using your speed brake or also using your wheel brakes in addition to the speed brake?
Thank you!
www.trackir.com/
Nicely Done, Matt! Thanks.
everytime i make the final 30 degree turn i end up coming out of the turn so far right of the runway. why is that? also i can’t stay at 600 ft because when i turn i just start to fall into the ground
Thank you for the video man!
I am having a ot of difficulties with this type of landing but I am going all out on practice.
One question:
When I deploy landing gear and lower flaps when under 250knots, my aircraft starts gaining altitude, and I have to fight it hard and compensate by decreasing pitch. Is that normal? Am I doing something wrong?
Thank you!
Did you find an answer for this? Just started yesterday and I'm having the same problem
@@whitenoise509 negative! Will post here if I find the answer. What is do atm is I anticipate the lift by decreasing pitch before deploying L.gear and flaps
I having the sqme issue, someone in the comments mention using the stick to line the velocity vector to the start of the runway, and using only the throttle to line the velocity vector to the aoa E indicator
Haven't had the chance to try it out yet
Can anyone clarify how to calculate when to make that fine baseleg turn for final? how far downwind after threshold are you initiating?
I can't ever seem to line up like Matt did no matter what. Most of the time Im waaaay off, then I do the jerky hurky like juggle to try and line up and not crash - and that's all before I dare go anywhere near the boat! Thanks+ for any suggestions
15 seconds minus 1 second for every knot of headwind.
Great video Wags. Thank you.
Hey Wags, thanks for the informative and spectacular video! I was wondering, how much practice did you put in the pattern work? Despite the wide turn of the last leg, I think it was quite neat and tidy pattern work overall: did you have to make many takes shooting this video?
Why is he setting the landingcourse to 13 and is using the Runway 31?
neormm Agreed. When on final for rwy31 you are on a 130 radial inbound and so you need a course of 310 for a correct TO/FROM and CDI indication! Good catch!
I prefer to use reciprocal heading to check downwind alignment.
Ah, I see. Thanks for clarification! Great video as always!
I dont understand the part with downwind alignment but anyway this video is just awsome. Great work Matt, and thanks for give us this candy!
If you are doing a lefthand overhead break from the right of the runway centerline (just like in a standard carrier lap or in the video), you can make sure that you "crossed" the extended runway centerline while turning crosswind/downwind and confirm that the runway is on the lefthand side when established on downwind even in case of losing visual reference.
So you kinda make sure if you are doing an overhead break for Runway 31 that you cross the 310 radial inbound (course selector 130).
That's how I understood it at least!
I want an E-bracket in DCS so badly.
Good stuff! I look forward to practicing that in early access :)
Also, adjusting the vents... :D ha!
Yeah, especially like the vents. Already designing an Arduino interface with a couple of old PC fans to emulate the vents for extra immersion in VR :)
Are the powered approach flight control laws implemented here? Shouldn’t the stick be used to control AOA and the throttle to control glide slope.
Replied here: forums.eagle.ru/showpost.php?p=3409362&postcount=147
@@michaellu3357 Thanks! Wondered the exact same
Ladies😁may I ask: how many times did you have to land til you got it?
This break arrival might be US-typical, because you'd get rekt out there in the French Navy/Air Force for decelerating during the break (first turn). If you are doing a 2-ship or more formation break arrival, the second, third and fourth guy would just slam your back faster than you could ever imagine, especially if you are at 150 kts or less during last turn.
Procedure here is 350kts and 3g turn until downwind, then airbrakes (not for the leader)/flaps/gear out, confirm 3 greens (or BIP), then point 180 turn at 150 or 170 kts (it depends if you're in a Rafale or a Mirage 2000), THEN in final, you keep your AoA into the green.
If I do a French aircraft over a French airfield, I will keep this in mind thanks.
AFAIK, French Navy pilots are trained in the US ;) And NATO-procedures, you know ... ?
Sure, but you comments are not correct for a Hornet over a US field.
So you aren't putting the "E" on the runway and then flying the TVV to the "E", but rather placing the TVV on the runway threshold, with stick, and bring the "E" to meet the TVV by throttle input?
TVV inside the E bracket using trim and fly TVV/E bracket at 3.5 degree glideslop to the runway.
hello there im very new to this so this might sound really stupid i was fully understanding when you set up the tacan and modes etc up until the point where you said about setting up your landing course to 130 degrees. how did you know to set that up at that degree.
every single time i come around ater my final turn ive overshot the runway 5 fold, im following this pretty well though? 1% G's on downwind turn then correct alignment as i come around for my landing. always overshoot doing my 30 degrees bank
1% G is a general rule of thumb, more important to be 1.3 to 1.4 nm offset from the runway in the downwind leg.
Is the Iskander missile system modeled in 2.5, or is it going to be?
Is there a way to put said missile onto the Mig-31?
Haha just got this aircraft, have been flight simming airliners and GA aircraft. This approach and landing really through me for a loop. Pretty well forget everything you know about landing planes, do a hi bank hi G turn, dump gear and flaps, fly with the throttle, don’t flare, and do a controlled crash into the runway.” Wait… you want me to do what now?
I have downloaded DCS 2.5 and the map is CAUCASUS. I`m interested on buying MONTANA map as well, but PERSIAN GULF ? Is this a new map? And I believe is easier to land on ground than on a carrier, because there is more space to little errors and you`ll not end on sea. Please make a demo landing on a carrier too.
Ok, but how do you know what is the correct course that lines you up with the runway?
Is there a way to land at airports without TACAN using, for example, just a radio signal to navigate and contact tower?
Manually setup waypoint using f10 map and kneeboard to find the runway heading for crs heading line. That's the only way. Don't forget magnetic heading offset. Hornet allows you to switch to true heading, which makes this type of stuff a bit easier.
@@TealJoshThanks for the reply GT, I kind of thought that was the case. What's the button or menu to switch to "true heading"?
@@MarkShawMedia On HSI page -> data -> a/c
It's on the right center button. HSI page shows true after changing it to indicate which setting you're on.
Damn Matt, that was clean.
Not 100% where to look for it in the video, but where can you see your descent rate?
I know it's WIP, but it didn't look like it was a particularly heavy landing. Pretty smooth in my eyes. 750fpm sounds scary
Right above the altitude box. Your okay anything less than 800 ft/min. This is a carrier aircraft.
Matt Wagner So it is. That's what you get for watching on a mobile phone :)
Need to go through the series again anyway.
Thanks
Also, this is mostly a function of weight and why it's important be at or below your max bring-back weight.
Matt Wagner Yup. Learned a bit more about this with the Harrier. Just a few digs in the deck :D
Glad you're having fun wags
I'm wondering how many lines of source code is compiled for this monumental project
The G-Limit is 7.0 first, then it goes up and is 7.3 in the end of the video. Why is that? What changes the G-limit, and it's even higher with Gear and flaps down than in clean condition?
The G-limiter increases G available as the jet burns fuel and gets lighter. It's not uncommon to launch with a full bag of gas and see only ~5.5G (or less) available. This prevents aircraft overstress.
these videos are great! just hope that there are in game training to go through also.
How do you know what degrees to set the course line????
You can either check the briefing or check the map view (F10). Thanks
@@MattWagner I appreciate the reply. I'll stick to the training missions for a while. I have the start and take off part down like a champ.
F10 for map, click on the airport, the runways are listed there. Then -12degrees or so for magnetic variation (map dependent) on the regular caucous map. Hold the course switch until the UFC displays "crs" then type in your course.
Hey Wags, any chance that we get a working ILS in the hornet soon ? I saw nothing on the topic and it's kinda bad if we have to land in IFR at the moment
ICLS will come later into the open beta.
is ILS working in the hornet ? if so could u please do a video explaining it ?
I've tried both the F16 and F18 to land, watched several videos about this, and I never get the E-bracket to work, it just shoots way down into the ground. I can land, I just land by eyeball, it works okish, But I find it annyoing that I can't get the E-bracket to work, when I get to around 140knots even with flaps my plane just starts to fall down ass first.
Thanks for the vid, very helpful! That 750 fpm mark is so hard. Just keeping it under 1000 fpm at landiing is difficult.
Keep your aiming point at 3-4 degrees, use the pitch latter, have the aiming point at roughly 3-4 degrees. The 750fpm will be the result of your descent angle.
how can i set my view to move around the cockpit while clicking things at the same time?
Use a Pivot-Stick on the Joystick and set it up in the settings. Advanced Simmers use TrackIR, to translate real head movement into the sim. So you look left in reality, you look also left in the game.
Should I maintain the same altitude after the 180 degrees turn? (on the downwind) Or slightly descend?
On the downwind, you should be at 600 feet AGL until you turn into the base leg. Thanks
@@MattWagner Ok, thank you for the reply.
How did you "Cage the HUD"? What control did you press?
Press the cage/uncage button on the HOTAS, or C.
Ok, i don´t actually know if this is kind of an "old" version. But isn´t this supposed to be: pitch for speed, throttle for altitude, trim for AoA?
The problem I am having is when I drop Gear/Flaps below 250kts, the plane pitches up even when at idle. I didn't see this happen for WAGS or anyone else.
Sorry, but without a video it's hard to tell you where you are going wrong.
When they say a planned release before Spring 2018, is that spring for Russia or USA?
Matt what's the difference between DCS WORLD open beta & just DCS WORLD 2.5.? I have both installed on my PC. But I only use DCS WORLD 2.5
what is caging the hud and how do i do it?
Default key is c. puts your HUD info in the middle, but there will be another velocity vector without the circle. This indicates where the plane is going. Caging puts the original one in the centre of your screen so you can see it
how do you avoid the flare up when you put your landing gear and flaps down?
Flaps coming down should be done while in the first turn once below 250 kts. Thanks
@@MattWagner Thanks.... the flaps do not go down even if you set them to full down, they go down automatically when "they want". I've seen this via the F2 and checking the aircraft on the outside. If i do it when you do it on the video i get a huge 30+ degree flare up. So if my velocity vector is 5º below horizon, i get a huge +25 flare up until aircraft goes below 110knots and then comes back down and speed increases. I have tried doing this correctly over 70x. Aircraft flares no matter what i do. I have to seriously push forward on the stick to avoid this and it still flies funny or it looks funny. Sorry. Trying to land as nice as you do it here.
@@highlanderc. Hello, they will not go to half or full flaps unless you are below 250 knots. If you lower the flaps while in the first first turn, you never have to push forward on the stick. Thanks
@@MattWagner Thanks for your reply... I will try this.. Thanks ..
Matt, will this plane be released at least by the end of this summer?
After hundreds of carrier traps and shore landings, watching this was very irritating watching the AoA donut flash. (I realize the carrier/field switch probably was not functional when he made this video. Still had me wanting to look down to the left!!!!)
Why must we be teased!
William Hammond it’s in the human DNA teasing
I was told to establish with 300 knots at 1500 ft, which one is true?
300 to 350 kts at 1500 for F-16C, not the Hornet. Thanks
@@MattWagner Okay thanks
Wow...wtg. Watching that video is like taking that first step into a giant cigar humidor.
Matt awsome content. I have a massive doubt, what is that that you do with the waypoints? did you had them saved before hand or the computer intersected your course with the selected heading. Sorry if stupid question.
Waypoints created in the mission editor.
Why does the hornet not let me call in my landing request? My pilot will say the request but no response
Christ, she's a beautiful bird.
Is this the first time you've shown the Persian Gulf map, Wags?
In my videos, yes.
Cool, thanks for sharing.
how do you brake? every time I land i overshoot the runway!! press W and engage air brake is no use!
The Hornet has pretty terrible brakes in the real world and in the game. Please make sure yo are not landing too fast. Thanks
Is pattern landing a necessity in military airbases in DCS?
I would not say a necessity, but common practice in the real world. However, straight in approaches are certainly not uncommon too.
Thanks Matt, final question if I may, newbie on flight planning, where does it say on the airport charts if a pattern is required? Or is that communicated through ATC on approach?
@@michaeltorode8689. There is none, at your desecration.
Love new Eagle dynamics logo intro. Took a page right out of Marvel's new intro huh?
Will there be a discount for this map ?
Where is the digital map on the HSI?
In development
Like when is it coming out...
What head tracking do you use?
My VFR landing typically involves bouncing and often fire and roll
Yeah great video, a more in depth look into why you did the procedures especially during setup, and a more in depth explanation as to what the things meant would have been good. For example, why switch to Radar alt, and what the difference form barometric alt was. Such a complicated procedure for a newbie.
Thanks though.
Why do you set your landing course to 130 degrees?
It was a mistake.
Is there a specific date on the early access
As they said in the official forums: Late spring! End of May, beginning of June I think.
forums.eagle.ru/showthread.php?t=197186
Joshua Stephens Wednesday, May 30. So close!!!
Nice intro, good job