Actually pretty good. The only add I would throw out from the real world is the standard F-14A/B HUD FPM was almost useless. The problem was the flight path marker was not filtered, and the ASN-92 INS was crap (state of the art circa 1969). It was not at all unusual to roll into the groove and have the FPM in the upper/right corner of the HUD. This was marginally improved with EGI, as the EGI ring-laser gyro INS was much better but it still wasn't filtered so it tended to jitter about and you had to mentally smooth it. F-14B upgraded HUD and F-14D HUD were great. Also, gear speed is 280, flap speed 225, however most SOPs called for 250, 220 as a buffer.
I’m just watching this because it’s recommended and I wanted to share the joy of my accomplishment. I hopped on last night to practice Carrier landing for the first time. Instead I decided to try one of the campaigns. Turns out the first mission is to land THREE3 times!! In a row!! Well. My very first landing, 2 wire. No damage. Second and third landings, 3 wire! Amazing. I had been putting it off because of trying to land the SU-33. The tutorial landing for that one just frustrated me to no end. So I expected landing the Tomcat to be a stressful nerve wracking experience. Turns out I wasn’t nervous at all and I just flew the plane. Treating the carrier like a runway starting off aiming at the back of the carrier and when close in about to land aiming for the front of the carrier. Ended up working perfectly!
Su-33 is a piece of piss compared to he F-14 if you fly it straight in using the landing HUD mode. (And it's pattern landing method is basically not publicly known.)
Superb video. Excellent teaching! As though you were a CFI (Certified Flight Instructor). Perhaps we need a CSFI rating (Certified Simulated Flight Instructor) to award to you. Keep it coming, and THANKS!
I can vouch for the fact that the first layer has be be solid for the final trap to be solid. This is why I always do 1~2 marshal laps instead of going straight to initial. I would just add for clarity that the first 90 of the groove turn is on instruments, the last 90 is more visual so you can adjust bank angle as needed.
I have a VKB gunfighter and was struggling. I found it easier to remove curve on pitch / roll and set x and y saturation to 90. For some reason it became easier to control this way.
Great tutorial, cheers! I don't fly the Tomcat enough, so my case 1 landings always vary from absolutely sucking to barely acceptable. I spend too many hours flying the Viggen in the weeds :). Going through the checklist and stages of this takes me back to my first circuit training for my PPL in the Cessna 152. It felt like so much information to take in, but with a few attempts and some practice it becomes second nature. The ultimate compliment was when the lass in the "tower" (a hut on the side of the grass strip xD) asked me how many of those landings were mine, and how many were the instructors because she couldn't tell the difference. I'd be lying if my ego didn't inflated a little and felt a little pride ha!
As a matter of preference, I push the wings to auto just before deflecting the stick into the break and then pushing out the boards into the 3.5-4G pull. The CADC will command the appropriate wing sweep into the turn as I roll out down wind. Once established onspeed and level with neutral DLC, I will keep that exact throttle position after rolling out into the groove. From there on, it's DLC for glideslope all the way into the wire. I believe that is also the recommended approach in the NATOPS as well.
With the wings coming forward too soon you won’t have enough drag to slow down in time. Also, according to real life SME-s the DLC was not the main tool for glideslope adjustments. It didn’t solve the source of the problem that is being under or overpowered.
@@ReflectedSimulations Interesting. For DCS I found the DLC the best tool for precise glideslope adjustment via a spring loaded axis. So much so I leave the throttle with slightly excessive power and hold down the DLC to stay on glide slope to the wire. As for the wings and the brakes, I have to say it was a matter of preference. Simply because of I was on 350-400kts, the 3-4g turn would bleed the airspeed more effective than the brakes.
We use to practice at altitude with an altitude as the boat i.e. 8000 ft so fly the pattern at 8600 all the way around. This allowed cool things like approach turn stalls with the gear and flaps down...eye opener for students when you flip inverted...pointing out that if 8000ft was the ground or water and you flip inverted at 450 well you're dead...mostly a primary and a little intermediate flight kind of thing...nobody wants to do an ATS in a jet for real but in the T6...all day long fun. Side note FPM is the way to go the VSI lags a little so you'll chase that thing in the break...
@@ReflectedSimulations T45 and T6B HUDs don't lag...but I overstated the VSI issue in the break it lags but you're on the horizon anyway in the groove you have to cross check VSI (it doesn't lag that much) and AOA...power controls ROD Pitch controls airspeed but AS doesn't matter only AOA since you should have a good AOA and Airspeed crosscheck already i.e. based on weight. Probably too much for a DCS deal...and you are correct the boat's wake should be bigger for sure.
Nice tutorial. I'm a regular on Bankler's mission. Really wish ED would fix the Supercarrier for Tomcat on the hook distance... as well as hand signals (F-14A still using Hornet launch bar).
Awesome video! I know you lose a bit of fidelity without the deck crew, but all these little errors are a great example of why I don't own the super carrier. The Forrestal is gorgeous, and the Tomcat has the burble and landing grading built in to the module which is very cool. And you don't get in trouble for landing zip lip haha
Speaking of supercarrier, is it me or the LSO calls are not accurate for the F-14B ? LSO announces for "power" many times, while I'm on speed. Seems like F-18 calls to me, for 140 kts instead of 135. That or I'm bad :) EDIT : Yep thanks RS
@@krostouin Yeah he addresses that in the video. The super carrier LSO thinks the Tomcat is a Hornet so all the calls are wrong apparently. I don't own the super carrier and don't plan to.
Excellent. If you are looking for realism in DCS, than Reflected is your man. One year later: does someone of you know if the ball overlay of the supercarrier is compatible with the Tomcat now? Because I struggle a lot seeing the real one on the deck through the monitor.
Great video . Now all is cleared. I hope that you make a video on the air refueling so detailed as this soon. Specially as maintain the cat stabilized and trimmed. I have almost difficulties to maintain trimmed during approach to tanker. Thanks
Fantastic tutorial! Really helpful! The input overlay helps a lot, too! I wish more people would think of using it while making tutorials... What I struggle the most with is getting the aircraft on speed on the downwind... I always seem to exit the break either too fast or too slow, overcompensating and making a hack out of trimming the thing... You mentioned air refueling at the end - if I may ask, how do you tackle the drag-induced crabbing when the probe is extended? I have tried splitting and off-setting the throttles, but it makes walking them forth and back a bit tricky. Around 8-10 clicks of rudder trim does the job for simmetric thrust, but it becomes a bit messy to disengage from the tanker and get into formation.
Excellent video-mirroring mucj of what Victory 205 has written, but awesome to see it executed so well. Can i ask, can you make a tutorial for communicating with the carrier? I am at a complete loss as to getting in touch with the carrier, and then the tower to get the 'charlie' call- maybe talking about the orbital pattern and how that works, as well as the comms? I know others would ver grateful too!
Thanks, I'm glad you liked it. Yes Victory205's guides are amazing, I learned a lot from him. As for the comms it's easy: At 50 miles call inbound. At 10 miles call See you at 10. Establish a holding pattern at 3k above the ship, 5 mile radius turn, pass over the ship at the 3 o'clock position. Then once you get the 'signal is charlie' call, descend to 800 feet and set up for the initial 3 miles behind the carrier.
Tks for another important video!! In your Fear The Bones Campaign, I advise that the ICLS channel is not mentioned neither in the briefing or in the kneeboard... I only found it in the pdf files.
As someone who has a lot of issues even flying the Tomcat stable, somehow I have an easier time actually catching a wire when compared to the Hornet. In the Tomcat I have a hell of a time trying to fly the pattern and maintain the correct speeds but panic spamming DLC tends to let me slam it down and catch a wire, whereas in the Hornet it's the opposite where flying the pattern is easy but I tend to mess up at the end when trying to stay on the ball.
Yes I agree that with the DLC you have a 'last resort' as opposed to the Hornet, where you only have the throttles. But if you slam down with DLC from a high ball situation in real life, the LSO is gonna have a serious talk with you and it's a trick you can't pull off too many times :)
@@ReflectedSimulations I think that spamming DLC may be appropriate for the last second, not to slam it down from above, but to arrest a climbing ball in the hot air over the deck, assuming the ball is climbing, but still relatively center.
Am I right in thinking the real reason for entering the break in full wing sweep is to bring up the AoA and start getting on speed? Because I don't see the point otherwise. Why not just fly a slower airspeed and use a shallower bank angle. No tutorials seem to clarify this.
@@somedude8877 yes you’re right. It allows you to slow down from a faster initial. The point is that on recovery the carrier is pointing into the wind and not where it wants to go so you want to minimize that time
It’s funny, in MSFS Xbox I have no carrier wake, the carrier is not moving into the wind, no mirrors, no meatball, can’t control spoilers, I have to do 120 knots to see the aoa donut, and sometimes the cables catapult me backwards off the stern. But Still a blast anyway, and I love your videos showing what it’s gonna be like someday using this video.. when I’ll have a computer…😢😅 20:11
There’s just one thing not clear to me. At the break you should extend the speed brake. Do you leave it fully out all the way until touchdown? It never specifies when to retract it.
Hi! What about using auto throttle in this procedure? Do you recommended or not in such shot approach? In extended approach it is very useful. Also what about using speed brakes? Need to retract it after slow down or keep open?
Speed brakes stay open after the break. Autothrottle is not really recommended. Even during case IIIs many pilots switched to manual in the groove, they only used autothrottle until that point. As far as I know.
@@ReflectedSimulations Thank you for answer! in generally I keep speed brake open. Auto throttle is good on F-14, but sometimes (very rare) holds high speed, need to watch for speed anyway! But without - there are also no big problems. My problem is - I absolutely can't maintain through the CASE I procedure, especially can't hold altitude (it could be 2000 ft. instead of 800 ft. ). But despite finally can perform good landing (now 50%). 🤗About flight path marker - my opinion - it is important indicator, at least you must keep it always above edge of deck. After hard landing in generally, don't retract gear (1 or both main LG), often there are visual clue about this damage, but sometimes no. It is also important to calculate landing weight! Recently, after good landing (with using DLS) I had no possibility to set horizontal stabilizer in take off position near 0, it stuck on 25. Also not moved spoilers during before take off check. Only moved rudder. Take off was with full stick forward upon lift off and trim start operate, after landing was stuck again. Do you know this failure or it was DCS bug? 🤔 (I try to load video with this failure on my page). Also sometimes "Stennis" carrier crew don't react on "Start" command, and there are only one possibility to take off - without accelerator from the beginning of deck. May be DCS bug?🤔 It was in the first chart of "The Iron Heel" campaign. Also I can't fully understand DLC option. Switch it on, but don't use it, because can't see, how it helps. Please explain better or give a link for your tutorial if it exists. Thank you very much in advanced! Take care!👍 P.S. Subscribe on your channel! 📝
I can't find the channel for ICLS, how do I know which one is it? I'm trying to land on USS Forrestal, I don't have the Supercarrier module. I don't see the channel on the mission briefing, not sure what I'm looking for. Any help would be appreciated.
The mission maker needs to enable it and select a channel, then let the player know which channel it is. So it really depends on what mission you're flying.
@@spedkaone if you open the mission in the editor, click on the carrier, and under WP1 it should have a task 'Activate ICLS' - click on it and you'll see which channel it is
Great video, but in real aircraft (I have 747,737 and A330 experience) you don't feel every Vertical Speed deviation in your but. Its all about the instruments, fly pitch and power. Fast corrections you do feel though.
Yeah I guess it depends on the size. In gliders I feel it if a butterfly flaps its wings:) but on a PC you definitely don’t feel anything at all and that doesn’t help.
It is. ‘Spoiler module on, spoiler brakes off’ - like I said. It’s the same switch. If you forget it and the spoilers pop on landing, you owe the LSO a case of beer.
@@ReflectedSimulations i missed that in the video…..Will rewatch. Was just wondering. Also, would like to see more tutorials focusing on external lighting use at the boat and/or in general. There’s a lot of master light switch neglecting, daytime formation light abuse, and landing lights blinding LSO views on AOA indexer lights. Like you said, it’s a study level simulation, might as well do it right.
I think one of the primary things holding me back is my inability to read the air speed indicator on the F14B lol. All my time in the AV8B and Su 27 has me spoiled and dumb haha.
You don't need it for case1, except for the 350kn initial. Just study how it looks like at 350kn, you don't need to zoom on it to see the numbers once you learn what it looks like at 350kn from a distance.
Actually , the drag will increase slightly by opening up the wings, but the lift will also increase by a huge margin, giving it a more efficient L/D. The same goes for high AOA. A swept wing will have less drag, but a lower L/D, meaning that you'll need a higher AOA for the same amount of lift. That's where the drag is coming from. Of course, once you get over 320 kts or M.70, the high sweep will actually have a better L/D than a straight wing. A higher sweep will allow for a higher maximum AOA (stall AOA).
Yeah , what I meant was drag coefficient, so the drag increase you get for each unit of aoa increase. ‘Profile drag’ or whatever it’s called in English is of course lower on a delta wing.
@@ReflectedSimulations Form and parasitic drag. These are related to shape and speed. The other is induced drag, a product of lift, the lower the CL, the lower the drag. This is the one that's increasing due to the high sweep.
I'm not sure if you'd get better L/D with folded wings above .7 mach, I've read that earlier prototypes swept the wings less and at higher speeds, but they made the sweep more aggressive because it reduced maintenance.
@@therflash Yes. Sweeping the wings will make your L/D worse. You're prob right about the maintenance as well. A longer arm/lever will increse the strain on the wing mounts, more wear and tear
Got to disagree with the "aim left of the centre line", it should be aim right of the centre line, or compensate for the ships movement to the right by flying just a little right of centre line. Aiming to the left will cause you to miss the centre line.
It’s coming from Paco, not me. If you think about it, you land crabbing, the nose is pointed to the right. Maybe that’s why the ‘impact’ point should be slightly to the left.
@@LeoH3L1 I think it’s not referring to the ‘aiming’ that you do with the velocity vector - which you shouldn’t be doing anyways. It’s a very minor thing to ensure you stop on centerline.
Honestly, and take this criticism as it's due... There's a LOT of talk in this video about things which are absolutely true of real life tomcats. Well... Were... But it's silly to include things like longevity and ease of maintenance measures in the video in my humble opinion, because no matter HOW MUCH you do it in DCS, it's not going to translate to the game. There's no maintenance crew and tech inspector who's gonna chew you out if you do things by the manual, and generally if it resembles the proper pattern Even most diehards will let it be. If you're gonna include things like not dropping flaps before 200 because of maintenance, you might as well start taking the notes and talk to the crew chief about advisory lights and noted strange behaviors during the flight.
People who never flew military craft using DCS to try to role play as a real pilot Real ex-pilots using DCS to break every rule they wish they could of when they were a pilot, and just have fun. -Taxing is boring, This stretch looks straight enough and theirs no ground traffic at the moment. im pretty sure i can make it if i make a shotgun takeoff attempt down this stretch of taxiway. -Hey guys watch as i use my engine thrust to float 80 deg nose up down the taxiway @ 80 feet AGL. Im gonna put on a 1 man airshow for the nerds on the ground. - Hey 21 this is 22, You know what ive always wanted to do? AAR inverted, ya know mix it up abit for fun. Eagle 22 to texaco, ready for pre-contact. Texaco:.......
