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  1. Out - fucking -standing. Strong work man. NKAWTG. See you in the MOAs
  2. It would be awesome if you could record this using FRAPS/Shadowplay for those who cant make it. Would be a good reference to have for the future.
  3. In - as long as I can get my install patched to U3, and Korea 2. Also - we're back in Korea again ?
  4. Thank God. It can only get better. Saitek started to focus on space simulators. That was a bit of head scratcher. I know mil-sims are a bit of a boutique market, but space sims just dont seem like they will have the longevity.
  5. I watched this and thought it seemed like he was late getting on his first AGSM, and the intervals seemed long. But I havent had to do "high"-G stuff in a long time. I would never in a thousand years attempt to critique a viper pilot on this topic though.
  6. IRL - yes. Seeker heads can track, "go dumb" then start tracking a target again. Not necessarily the same target, which is why field of fire being clear is important.
  7. Some basic math helps this as well to give you a starting point from where to adjust from. Especially when it comes to staying on the proper descent path. In general youre going to want be configured for landing at your perch point. This is a matter of safety (good airmenship). If you fly a 2 NM offset (downwind) from the runway, when abeam the touch down point extend for 60 seconds before perching. At 180KIAS this will eat up 3NM distance. Perch at the 60 second point and put the flight path marker on your 3 deg reference line in the hud. The turn to final will eat up 3NM of distance roughly - conveniently at 180kias this will be a little under a 2 g turn since youre descending. This means you should roll out on final (no wind) 3NM from the runway at 900ft AGL (aka on glide path). If you need tighter patterns, you can perch earlier, but realize it will neccissitate you lowering the nose more in the final turn, and cause a higher descent rate. This can get dangerous. F16 pilots have been killed in the final turn. "No wind day" 2NM Offset on downwind Perch @180KIAS and 2000AGL 30 seconds past abeam touchdown point (gear down). FPM on the 3 deg ref line 2 G turn - power to maintain speed in the turn If All goes well, you should rollout on final configured, on speed, on glide path. 3NM (60 seconds) from the touchdown point. Someone double check my math.
  8. Bump for this - there is such thing as "outside" downwind to handle the scenario Chris is talking about, but like Force said, just deconflict and get to initial pointed in the right direction. Typically IRL we get cleared by ATC for a "visual approach" to enter initial. Meaning you figure out how to manuever your jet to be at intial going the right direction at the speed/alt specified for the field (they can vary slightly).
  9. Honestly its not really that scientifc in the real world. Typically one of two ways: First is to just look over the rail at the ground. The visibility in the "Jet" is way better than what BMS shows. If thats not an option you like, then you can do another method (we use it in heavies where we dont have good cockpit visibility like the pointy nose jets) where you pick an "offset aimpoint". Basically find a landmark that is "abeam" (offset from the runway but perpendicular) the desired point. You turn your head and when you are aligned with that reference point then start your break turn. Its very easy to correct issues in the pattern. It is not a fixed exact ground track youre trying to fly. You are flying to a desired "energy state", Meaning if the winds are overshooting, youll fly a wider down wind. If for some reason you need a longer final, extend your downwind/perch point. You make the corrections to the pattern as needed (within reason) to put your jet in a safe position to land about 300 AGL and 1 NM from the end of the runway. If you mess up the pattern, execute a break out. Clear for other traffic, climb above the pattern and fly a deconflicted path back to initial to try it again. Real world the rules are more specific and strict, but in a nutshell thats how it works.
  10. Finally. This is good stuff Force - I think once people get used to it, they will realize how versatile the overhead pattern is. You can literally fix any energy error, to include running our of gas, with a proper overhead pattern.
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