So does it correct for line-up for the entire pass or calculate where the LA will be in close based on the boat's speed?
So, as I understand it. It's an FCS software update (just Rhinos? or Charlies too?). Not connected to Mother. Stick inputs to correct for line up/glide slope. Stick inputs correct automatically for the LA based on Mothers course/speed, correcting throttle inputs and all of the other corrections that result from stick inputs.
Aren't computers awesome? I heard the X-47 kept hitting the deck and the wires in the exact same spot and they had to program in random error in order to spread out the fatigue on the wires and deck. Maybe one day carrier landings will be no big deal and all the effort put into those reps can go into doing more than administrative landings.
If not 3.5 deg, they said they would broadcast that. As for ship speed, since it is nobody's habit pattern (CATCC or otherwise), it took a couple pimps on the B/WO downwind before they started regularly passing it, but after that, it was pretty regular as speed changed 2-3 knots. I have heard there is HOTAS, I haven't used it though. I discovered the HOTAS for FPAH/rate turning on the 4 mile hook during RAG CQ though....baralt hold, ATC selected, and try to trim for 8.1 and it will kick you into it. For some test confirmation, I've heard day case 1, the idea is to get all trimmed up on speed, select ATC, and enter rate at the 180.......then once your AoA/airspeed crosschecks in the approach turn, and you cross the 45 with a ball, click into path. Is that what you guys have been doing? I didn't do day PLM at the boat, but I did try it at the field today, and it was a little awkward, probably mostly due to the 1000' Oceana pattern altitude more than anything. Also, is it only going to be after the hardware/FADEC upgrades when you can use it single engine or with a PERF90 type of degrade?
As for the comment about it making landing on the boat no big deal, I'd say that it as close as you can get to it not being a big deal. You can still F it away, and I don't see LSO's going away because of it, but in my very limited experience with it, night traps instantly went from "shitty to sometimes scary" to "this is kind of fun". That says a lot, I think.
So the turds aren't coming off a tall moose in close, huh?From an LSO perspective, the passes look pretty, but you still see some turds. They just generally aren't scary turds... which is nice.
Interesting; while reading your other post I had wondered how the stick forces were. Psychologically, I'm sure it helps to have them similar to normal flight, but I didn't know how hard it was or wasn't to overcorrect until you got the muscle memory down.The ball movement is predictable in path, unlike every other (manual) pass of my career. I'm sure you could settle like a big dog all the same, but you would literally have to try to do it. My first one was fair tall all the way, happy side turd, as I was getting used to correcting for a tall........path introduces much heavier stick forces, so for a given amount of deflection, you are pushing/pulling a lot harder than any other basic flight regime.........takes a little getting used to. Thanks BigJeffray, and yeah, didn't mean one had to wait to the 180........as I understand it, until you push the nose over, rate is like basic A/P
If a pilot enters in zero Ship's Speed by mistake, when it should have been around 25 knots or so, I'm estimating it could put the SRVV cue on to the edge of the deck where the aircraft might shear off the landing gear and go sliding off into the drink.The only gotchas are input errors in glideslope and ship's speed. I forgot to set ship's speed to zero once, and wondered why the delta-path indicator was walking down the runway.