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G B

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  1. Let's see: -Watching Youtube Videos -Playing Video Games -No consequences vs. -Passing formal aptitude tests -Formal academic training written by real instructors (not the internet) -Formal flight training, where you if you fail enough and you're out (and it's easy to fail) -Literally years to earn qualifications, and if you don't earn them, you're out -Each syllabus is rigorous, taught by experts, accurate, and not a simulation -Literally thousands of hours studying real tactics, real procedures, real techniques, in a vault with real information. Thousands of hours.
  2. Great. Pilots used to smoke cigarettes in the cockpit too. Modern military air forces are much more professional than decades ago. The attitude of blowing off G limits (in the few places that attitude existed) is antiquated and has not been seen in decades. If you want to say that this tournament is F-14 in the 1990, then fine. But it isn’t. And in recent decades and especially today, limits are limits and they are honored. We don’t smoke in the cockpit, even if some people used to a long time ago.
  3. This is wrong information and this has been the point of emphasis I have been trying to get through in this thread. Merging is NOT an emergency for which the paddle switch was designed. It is not used to gain angles, or to achieve a shot, or to maneuver out of a defensive position. It is not trained to that way. It is not taught to be used. It is not a consideration....both in the context of training and real combat. Again, over G-ing the airplane is officially not taught as a strategy for real combat. A paddle switch emergency in the context of BFM would potentially be you are so extr
  4. Normally waypoint 0 is standardized in the mission load that gets downloaded to the mission card. So every time the jet starts, that waypoints coordinates gets downloaded. This is not normally an issue because most flights originate at home base and the standard mission load has the correct coordinates for your squadrons flight line in waypoint 0. However, suppose you were to go on cross country, you would land and then startup at an airfield other than home base. In this case you’d need to enter a new waypoint 0 before beginning your alignment at the new airfield. You can either learn the coo
  5. An exception. A very rare one. That guy went rogue. It worked out for him, but that’s far from a guarantee. Over Ging happens. Accidentally. And after landing the pilots are embarrassed that they now added more work to maintenance’s already exhaustively long days, and lost sorties for the follow-on flight schedule. Deliberately over Ging does not happen. I got it, you saw a dude on the Discovery channel. Not the norm. Not even remotely in the same universe as the norm. Deliberately over Ging for a shot is NOT a thing.
  6. Holy sh!t. What is your deal with Snodgrass!? Not even real fighter pilots consider him to be some God. Just a guy with a lot of hours and quals. A guy with a lot of hours who even if he Over-Gd would be wrong. Give it a rest with him. There have been dozens of guys with 4000+ hours and a top gun patch and air medals, etc. You’re speaking for the fanboy community. Not the real fighter pilot community.
  7. The override can give you more than 1 extra G. And it’s still not used IRL.
  8. Wrong. 1000% wrong. That is not how the airplane is flown, that is not a valid tactic, that is not trained to, that is not in any manual. *Pulling the paddle switch and over Ging the plane will break the plane.* Why is this missed on everybody? The. Hornet. Limit. Is. 7.5G. Period. It was built for that, and no more. Nobody uses the paddle to gain a positional advantage or for weapons employment. Nobody uses it to improve turn performance. I’ll tell you that even if bullets were whizzing past my head, I don’t know if I’d think to use it, simply because it isn’t taught nor is it traine
  9. “Nobody else around” doesn’t really happen. But in the case that it did, what matters is if the deck is ready (more specifically, if the deck will be ready by the time the pilot reaches 3/4 of a mile). If the deck will be ready, no need to Marshal, and the pilot can be positively vectored and descended to the final bearing. If the deck won’t be ready, he will hold even with nobody else around. Additionally, the most likely time you’ll see the situation with nobody else around is CQ (as opposed to cyclic ops). CQ requires that there is 20 minutes of “comfort time” airborne before the first
  10. For your first couple of questions, check out this guide here: https://forums.eagle.ru/showthread.php?t=280143
  11. You can read NATOPS to see what triggers the warning tone. Bottom line is that it’s easier to hit than trigger in the bolter/waveoff pattern than almost any other phase of flight. So yes, even IRL it happens if the pilot accidentally causes a sufficient inadvertent descent. The key is to fly as perfectly as you can, and if you trigger the warning, either hit the silence button or climb back up again.
  12. Judging by this response, it’s evident you really don’t know how any of this works in the real world.
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