In Rl multiple bullseyes are used over a larger theater.
How many and how far appart would be interesting to know.
In Rl multiple bullseyes are used over a larger theater.
How many and how far appart would be interesting to know.
Stupid me. Should have thought of that
You can download the full installer and create a dual boot system with win7 and 10 as options
In that way you have your free legal copy if win 10 should you need it at a later stage and you can still use win7 as much as you want to.
@Bluewulf, no you don´t. There is no need to know stuff like that for a virtual pilot
The only bit that contained some useful knowledge is the lost wingman procedure (9)
What was the last time you recieved your weather report in the METAR format? Never
Willy supply the details via PM. Very well done I am truely impressed
1. Wrong
2. Correct
3. Wrong
4. Correct
5. Correct
6. B Correct but you lucked out a bit
7. Not answered
8. Correct
9. correct answer selected but the procedure you describe is not what is in the manual
Redshift,
your posts have been interesting as well. Thruth to be told I do not think you´ll guys have long term sucess but I wish you well.
Just for the fun of it would you like to answer those questions without looking it up. You don´t have to and I have no way to tell if you did know from memory or if you did browse the manuals for the answers.
Still it would maybe be fun and give me an indication how hardcore you really are
1
Obtain clearance from ATC before starting an engine, taxiing, taking a runway, takeoff or landing at an airport with an operating control tower.
a) True
b) False
2
| Except for authorized formation flights, emergency situations requiring assistance from another aircraft or MAJCOM-approved maneuvers in which participants are aware of the nature of the maneuver and qualified to conduct it safely, do not allow the aircraft to be flown so close to another that it creates a collision hazard. Use […] ft of separation as an approximate guide.
a) 100
b) 500
c) 1000
d) None of the above
3
| Aerobatics are intentionally performed spins, vertical recoveries, and other maneuvers that require pitch and bank angles greater than […] degrees.
a) 45
b) 60
c) 90
d) 135
e) None of the above
4
KBLV 051212 14005KT 8000 BR FEW030 QNH2960INS WS010/18040KT
BECMG 1314 16010KT 3200 -SHRA OVC020 QNH2959INS
TEMPO 1416 VRB15G30KT 1600 TSRA BKN008CB OVC020
BECMG 1617 29008KT 3200 -RA OVC030 620304 QNH2958INS
BECMG 1819 31012G22KT 9999 NSW SCT040 520004 QNH2952INS
BECMG 2021 30008KT 9999 SKC QNH2950INS TM01/11Z 08/18Z
a) At 12:20z you can expect misty conditions
b) At 13:55z you can expect moderate rain showers
c) At 19:00z you can expect a ceiling at 4,000 ft AGL
d) At 21:00z the wind is forecast to blow from 030° with 8 kts
e) None of the above |
|
5
| The minimum sector altitude (MSA) provides […] ft of obstacle clearance within […] nm of a navigation facility.
a) 500 / 10
b) 1,000 / 25
c) 2,000 / 100
d) None of the above |
6
| Maneuvering category Unlimited provides air-to-air training with no limitations on maneuvering other than AFI 11-2MDS and flight manual aircraft limitations. The minimum altitude is 10,000 ft AGL.
a) True
b) False |
7
| Except for aircraft participating in USAF Weapons School, Red Flag, Maple Flag, or other composite force training, a maximum of […] similar multi-role aircraft may participate in an unlimited maneuvering visual engagement, defined as merges occurring within 5 nm of each other.
a) 8
b) 4
c) 3
d) 2
e) None of the above
8
| During trail departures…
a) use a minimum of 30 seconds takeoff spacing
b) make all turns using 30 degrees of bank
c) each aircraft/element will accelerate in MIL or AB power until reaching 350 KIAS (or as required by local procedures). Upon reaching this speed, the flight leader will set a pre-briefed power setting and climb at 350 KIAS until reaching cruise Mach/TAS, unless otherwise briefed
d) each aircraft and element will maintain at least 500 ft vertical separation from the preceding aircraft or element until establishing radar or visual contact, except in instances where departure instructions specifically preclude compliance
e) All of the above
f) b + c
9
| Lost wingman procedure, close formation, four-ship, # 4, inside the turn. Transition to instruments, and…
a) simultaneously inform the leader and turn away using 30 degrees of bank for 30 seconds, then resume heading and obtain a separate clearance
b) reverse direction of turn using 30 degrees of bank for 30 seconds to ensure separation from lead and # 3 and obtain a separate clearance
c) momentarily reduce power to ensure nose-tail separation and increase bank angle by 30 degrees. Inform the leader to roll out. Obtain a separate clearance. Leader will resume turn only when separation is ensured.
d) None of the above |
|
|
Here´s what we do in the 87th http://www.87th.org/
Overall philosophy for the mandatory training:
Bring the new guy up to a level that allows him to join a regular TE without fear to mess things up for the rest.
Create a new guy that does not make the officers pull their hair out.
The IPs are encouraged to add stuff if apprporiate ( a while ago I did B02 with a RL A320 pilot so we did do a SID)
Entry level requirements
Personally I think the right time to join your first virtual squadron is when you feel you mastered the game already. You mostly hit your A2G targets and kill more then you die in your offline campaign.
Basically we expect the new guys to learn the button pushing part of the sim on their own. of course we do answer specific questions but all in all the new guys need to figure out that part on their own.
We do that because A) we do not want to invest a lot of time and effort to a total Noob which ha s a high chance to drop out anyway and B) since you can not point a buttons over the internet so teaching the avionics is akward.
Training Sylabus
Pre-SBT
Mainly a connection test. This is completed when the recruit has sucessfully connected to TS, IVC and Falcon. This can be done by every officer. Very often a informal first flight is done at that time as well.
This is a separated step before the first official training flight to that our IP cadre does not burn itself out doing tech support.
B01
First flight. Launch to ramp or taxi based on the recruits knowledge, fly around a bit do a few comms drills, touch and gos out of an overhead pattern until the IP orders a full stop
Student preparation
Study !! Comms for beginners (8 Pages)
Read Standard Overhead pattern and landing (2 Pages)
Read Overhead break visual references [16 pages mostly pictures)[/quote]B02
Tactical formation flyingCorrect RAMP start required
Maneuvering in Spread, delayed turns, cross turns, hook turns, formation changes (e.g from FW to wedge to Spread to …) Overhead patterns. In each training steps the skills learned previously are practiced some more.
The IPs will help with coaching and verbal cues as required or ask the recruit stupid questions to throw him off trying to get a challenging but not overwhelming task load.Student preparation
Study SOP (30 pages)
Read Chapter 3 of the 11F16V5,
Study Page 34 (figure 3.14 and 3.15) of the 11F16V5.
Get “Brevity (AFTTP 3-1.1).pdf” and browse through it from time to time. Use this document to look up terms you did not fully understand.B03
Basic A2AShooting techniqe slammers (Loft, crank, out)
BVR Comms (labelling , sorting, targeting) BVR Tactics (counter rotating cap and grinder)Dogfighting is optional if both the student and the IP are interested. Fun dogfighting at that stage not "professional structured BFM training)
Student preparation
Study BVR Combat 25 Pages
B04
Basic A2GTrip to the range, more formation flying tac tuns comms on the way in and out. The bomb dropping part is not that important for our end goal. We no not do anything difficult (like buddy lasing or propper pop ups at that stage)
Student preparation
None
Checkride
• Putting it all together. Simple combat mission. Attack on a target. Some enemy air.
• Pass criteria: We can take the guy along for serious combat and he won´t mess things up. He
might still die but he won´t be the reason for others dying.
• If this is observed during a normal fun flight no need to shedule an extra FPE checkride for
practical reasonsStudent preparation
None
This describes our mandatory basic training. Provisions are in place to avoid teaching this to guys that already know it (deserters from other quality Virtual Squadrons or RL Military pilots)
Recruits are encouraged to join in everyday operations around the B02/B03 stage.Dropout rate and vetting
I´d say about 2/3 to 3/4 of the guys that sign up never become productive members of the 87th.Of those that do not finish
about 1/2 never really do anything. Maybe only a few posts on the forum. Maybe completing the connection test, most do nothing at all after being accepted in. This is rather strange but we are not really concerned. Those guys do not create any workload for us.
about 1/3 fade away at some point during the training.
Of remaining 1/6 a small fraction washes out for lack of skill/talent or bad attitude. The majority of the 1/6 that passes the basic training do not fly with us after that or quickly fade away doing 1 or 2 more missions.About 1/3 to 1/4 of the guys that sign up become active members of the 87th. Once guys are in for a few month the dropout rate probability to become inactive are about the same then for real oldtimers, the reasons here are RL changes mostly)
Since most dropouts never create any real workload for us and since it is probably impossible/ very hard to tell what the future will bring we do not really try to do any vetting prior to accepting new recruits.Note that things like IFR fly or Air Refuelling is not trainined or tested during our basic training. The reason is that lack of those skills prevent the new guy from participating in certain flights but do not affect the others a whole lot.
Most dogs are functional IFR Pilots (they can find the way back and land the jet in the weather but often inefficient, with poor speed and altitude control and nit applying RL regulations and procedures/techniques). Only a few reached or maintained a skill level that is close to professional.
To learn that IFR skill we have a 9 Modules Offline course created by former member Mouse (Retired dutch F5 Pilot, then 747 Pilot with KLM)
Intermediate skills (I think most virtual pilots would already classify this as advanced) are mostly picked up with the learning by doing approach, by flying and debriefing with the better pilots in the 87th.
Truly advanced Training (on a level somewhere near RL MQT) has been difficult / not very successful for us, Right now this is basically a 2 man effort (me as student and another dedicated and due to his background truly qualified individual as IP.), To reach that level a good amount of raw talent and skill is needed + the will to invest quite a bit of time. More that what is compatible with a hobby for most guys.
Note that I label something that every RL fighter pilot must do to become operational as truely advanced (while in RL this is the entry level requirement)
I do enjoy this a lot but I do not think that this is a modell that can work for the majority of guys in a virtual squadron or for the majority of virtual squadrons.Maybe it could be done when combining the selected few of the F4 community in one single squadron and even then there is a very real risk that the number of active members drops below the critical number needed to maintain activity.
Personally I think that those groups/squadrons that claim to be truely hardcore/close to RL kid themselves either because their RL fighter pilot members are to polite to mention the differences or because they think that the level they have reached is similar to RL.Keep in mind that RL airforces select a few % of all candidates (all with the perfect aptitude for this) which then spent several month of very long days studying passing tests and practising to even end up as a new wingman in an operational squadron and that the more experienced IPs / Checkpilots and the people in Leadership´Positions have spent many years constantly outperforming other high potentials / high performers practicing and studying their craft.
Assuming that a hobby group could come anywhere near that is unrealistic. That is really not very relevant to the original toppic.
Guess the main point is do not aim to high when designing the training system for a virtual squadron.
Edit: Forgot to mention
There are a few critical differences between our SIM and RL that affect how training should be handled
nobody really dies. There are no costs to failure and poor performance
In the SIM an hour in the jet costs the same then an our in classroom, the briefing room or quietly studying in the library. Obviosuly quite different in RL
Those two facts to me indicate that much larger fraction of the time should be spent in the air compared to the RL approach.A virtual Squadron does not have to filter out the best of the best (who should be allowed to stay and continue past the rank of captain, who should be sent to FWIT)
Nobody really dies
Those two facts indicate that no detailed gradling and logging system is needed
For sim games you´d need a different kind of VR googles that are open at the bottom. With your eyes if you look straight ahead or up you should see the screen.Look down and you should see the outside world (your desk with your input devices, your checklists, ect.
Neystratu, technically you are of course correct. A pilot could find the entry to the precission approach using a tacan station.
But since you have a human controller around it makes much more sence to use radar vectors, via f4awacs, to get the pilots to the PAR entry.
You can enter a refresh rate of 1000 in OSC.
In any case Ahmeds tool is being tested right now and it looks very good. You´ll still need F4 Awacs to vector the planes into the PAR but from there you can use the new tool instead of the somewhat complicated and overlays that are only a workaround (Still with a bit of practice we managed to fly all the way down to the published minimums.
Ahmeds tool mainly makes the job of the controller easier
Looks much better now. Many thanks
I would like to see a smart scaling that applies only to aircraft.
The way you can see other airplanes and helicopters in the air seems sensible but ground units are far to easy to see with smart scaling on.
it should be possible to create a different smart scaling for ground units but until that is done the switch outlined above should be fairly OK
Hey Reddog,
a minor issue in another chart, which still confused a few ifr students:
Pohang Airbase, Posco1 departure.
The departure route descriptionsa re mixed up.
The text for runway 26 matches the ground track on the map for runway 08 and the other way round.
Everybody in here agrees that the published coordinates on Enkas are significantly wrong.
If you correct with my number or the one from fsb27 is probably splitting hairs.
Hi Hans
well, I’ve just got had chance to verify your post “NOTAM Kimpo SID” (Dec, 12 2015)
of course - the point we discuss about is called ENKAS….
It seems to me, that you just wanted to correct the value for the N coordinate - changed it from 37° 20.361 to 37° 30.361
this might be correct but in the same line you (accidently?) changed also the E coordinate by approx 0.32 NM (from E128° 22.683’ - as it was in the original 4.33 chart - to E 128° 22.263 ??Why?
No idea what I was doing there. I never intended to suggest a correction for Longitude (E setting). Initial post corrected
Nevertheless:
Take SEOUL HATCH ONE DEP - you will find the same (wrong) values for ENKAS,
The Problem is, that there seems to be no really good reference for this point, because it now (since 4.33) is based upon SEL VORTAC (Ch 102 X) (in 4.32 it was based on SUWON SWN Ch 22X)
In BMS I was - up to now - unable to find and verify any exact position mentioned for SEL VORTACWe might end up drawing a 020°/15 NM from NORU - but then end up at a point close to 37° 31.260 E 128° 24.300 - a point further NW of the position you corrected
Bottom line:
who could provide us with an exact position for SEL VORTAC (Ch 102 X) ???
Haven’t thought about it before, but….
easiest and most exact way to determine the position of SEL VTAC in BMS 4.33 of course is by simply overflying it.
That’s what I just did.
Then marked it and look: SEL VTAC is very, very close to: N37° 26.425’ E 127° 54.215’
Then intercepted R080° outbound , entered SEL as steerpoint and checked position 22.0 NM on this radial.
Checked present altitude (because of slant range while on 18000 ft ) corrected that position for 0.2 NM (exact it would have been 0.2044 DME) and voila:ENKAS Position on the Koren map would be: (as close as I could fly the radial at the (corrected) DME) : N 37° 30.287’ E 128° 21.732’
My suggestion !
1 full minute is about 6000 ft (LAT) or 5000 ft (Long).
With the precision that can be reached and that is required for IFR worrying about a decimal point of a minute is a bit like splitting hairs. Still sometimes it is fun to obsess about things.
What I did initially was fly the the SID and create a markpoint when reaching ENKAS (with the precision i flew it). I compared the coordinates of the markpoint with the printed coordinates and saw a roughly 10 minute difference in LAT
Really, what did the OP do to deserve this shitstorm?
Surfaced submarines acompaning a carrier group look silly.
It would be good to remove them. True not the highest priority but hey.
You can do a type 1 control as FAC(A)?
Type 1 control is used when the JTAC must visually
acquire the attacking aircraft and the target for each
attack.