Viperpit(s).org
Simulation Software => Falcon BMS => Topic started by: Marvin on August 21, 2020, 01:39:30 AM
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Hey guys,
Just wanted to invite you to my new You Tube channel "The Viper Simmer". I hope to bring a new look to online flying videos, as well as cockpit building tips, and gear reviews and more. Please help get me started by liking and subscribing!
Jody
http://www.youtube.com/watch?v=ki8Ogky8WoA
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Done, awesome job Jody!
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Really cool! :beer:
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Hey guys,
I started a 7 part video on my entire cockpit build. Part 1 is completed and uploaded for viewing.
http://www.youtube.com/watch?v=vegqPzQZR64
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Youre doing a great job there Jody, good narrating as well! Stay on it! :)
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Great vid Jody! Can't wait to watch more!
Skins
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Cool! Following this!
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SUPER COOL and a GREAT video Jody. Me looking forward for the next one :thumbsup: :thumbsup: :thumbsup: :beer: :beer: :beer:
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Well since you asked...
I uploaded a review of the FSX DUAL-M. If you use a flight helmet and/or headset this is the item to get!
http://www.youtube.com/watch?v=KJhZe3XIPbY
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Hey Jody!
I have a feature request. When you post the videos, can you do a version with no music? I like to hear what BMS is doing and I pay attention to sounds from comms and the cockpit. Thanks
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Hmmm, strange none of my recent videos have music?
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The first one in this thread, it has some cool flying. No big deal, I just like to hear the engine and cockpit sounds to learn from. I dont fly a lot yet and the audio cues help.
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Next project - add seat cuing!
I fly a Trainer that got updated with a motion seat a bit ago...and I can tell you that it makes a huge addition, more so than the sounds...with ONE rather big flaw - when you throttle up, the seat pushes into your back...you should actually sink into the seat like the seat bottom does when you pull G.
I've flown a Trainer or two with seat cushions that operate just in this manner (and have been told I'm probably the only one around that has, because I was the first one to call them out on it) and it's really big augment for immersion.
If you wear a torso harness and strap in, include strap tightening - and don't forget to think inside-out!
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I split this off into a new topic here, dont want to derail your thread Jody
http://www.viperpits.org/smf/index.php?topic=11800.0
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Part 2 - Ejection Seat has been added
http://www.youtube.com/watch?v=60-yeMtgnnY
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Our first mission from OP: Perseus Dawn. What an awesome campaign!!
http://www.youtube.com/watch?v=dkbys_ZaRww
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Awesome video! :beer: :clap:
Now I got to get back to work to get my cockpit flight worthy.
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Who doesn't like a good old Ramp Start video to see everything in action??
http://www.youtube.com/watch?v=R42XQ70gVBg
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Nice video!
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Cool video. I felt identified with your intro, a good old ramp start really gets you in the zone for a mission.
Cheers
Tulkas
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Part 3 of my cockpit build; including how to get your real oxygen regulator working.
http://www.youtube.com/watch?v=NVDWpR8nSbY
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Another great video!
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Mission number #2 from our OP" Perseus Dawn campaign has been uploaded.
http://www.youtube.com/watch?v=UJzFHn47yKY
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Nice! :thumbsup:
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COOL man, very nice video here. TOP work :thumbsup: :thumbsup: :thumbsup:
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Mission number 3 from our Op: Perseus Dawn Campaign. Cool night mission with a very cool ending. :thumbsup:
http://www.youtube.com/watch?v=MVpdgfzRMbA
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Fricking COOL Jody :thumbsup: :thumbsup: :thumbsup: I love it :vprules:
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As usual, very nice vid @Marvin. :thumbsup: Sorry you have to clean out the pit and put the chair back in again. :harhar:
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Indeed, very interesting ending :bounce2: Also very instructional, I guess. When the lady says "pull up" you better listen / obey :D
Keep them coming @Marvin even though they make me feel very humble (no flying skillz whatsoever here)
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Indeed, very interesting ending :bounce2: Also very instructional, I guess. When the lady says "pull up" you better listen / obey :D
Keep them coming @Marvin even though they make me feel very humble (no flying skillz whatsoever here)
Yeah I normally don't get shot down, so this made it fun. But then I was like, how am I going to end off this video?? lol So a little Youtube searching helped me find some suitable footage to use.
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Someone got shot down? I have to look :flipacoin:
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Uploaded a new video - Tutorial on how to conduct LAN tests prior to your mission.
http://www.youtube.com/watch?v=LBj2Iy1fGrM
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Super COOL Jody, ill hae to try that too when I get into the saddle again.
Im also almost done with my pit, just a fed pcb change on the HMD, Audio 1 and 2 panels then everything works.
in the meentime I do some stability test in the pit to see how everything works in the long run and so far all is good.
I get e new GFX card this week that can handle 6 screens at one time and not only the 4 that is normal. so looking forward to this.
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What other screens are you adding?
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What other screens are you adding?
For now I have the ATD, 2 x MFD´s and the 3 projectors, then I will have one output left for my CPD if I want that active, but for now I have all the real instruments in the CP working (SIMTEK).
so now I have 2 GFX cards in my pit to run my screens and like the option now that my main GPU will be to slow for BMS in the future :-)
Tha is why I have invested in this: https://www.gigabyte.com/Graphics-Card/GV-R57XTAORUS-8GD-rev-10#kf
Its 95% faster/powerfull than my 5+ years old AMD R9 FuryX Card.
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Oh no not the CPD! Don’t change that for gauges!!!! :-\
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Oh no not the CPD! Don’t change that for gauges!!!! :-\
NOPE will never do that when my gauges work, but nice to have as backup. :thumbsup: :thumbsup: :thumbsup:
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Oh no not the CPD! Don’t change that for gauges!!!! :-\
NOPE will never do that when my gauges work, but nice to have as backup. :thumbsup: :thumbsup: :thumbsup:
Ah ok. That makes sense!
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Op Perseus Dawn - Mission # 4
http://www.youtube.com/watch?v=KhHO0xOEQRg
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Nice video again @Marvin. :thumbsup:
Just one suggestion. Your previous tutorial says turorial in the title (green text). Now that does not affect the quality of your video or what you are trying to do. But I thought perhaps you might want to change it. Its up to you. Sometimes I read a text I wrote myself, 10 times and I wouldn't be able to see if my name was written upside down so...
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Ha ha ha man I never noticed that! Thanks I will correct that.
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Another mission upload. This one is rather interesting with all the mistakes we made and a couple easter eggs in there.
http://www.youtube.com/watch?v=0u1B0PMOHc0
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With all the problems, i can at least hope the raft inflated?
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With all the problems, i can at least hope the raft inflated?
It did but then I landed in shark infested waters. Very typical! Lol
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Part 5 is up. :flipacoin:
http://www.youtube.com/watch?v=kk7SuJWVicE
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Well done Jody! Very motivating. :thumbsup:
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Hey crew,
We did our first Live Stream last night. Although we had a technical issue in the beginning that somehow reset all my audio levels (making my mike very hot and distorted) it went well considering we live streamed a 2.5 hour flight! Was a lot of fun and certainly better than spending 6 hours editing a video when you can just live stream it. ;) So this will be the new way to go for me. Here is a little clip from the action last night.
http://www.youtube.com/watch?v=ukisd49Jb6M
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Awesome setup and great flight to watch. Good learning material too.
Thanks for doing this Jody!
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A tutorial on how to perform a "BUNT" attack profile with the LANTIRN.
http://www.youtube.com/watch?v=3mefW9LEVec
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And now for the roll and pull!
http://www.youtube.com/watch?v=VqoBcwjqP48
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Love the Tacview! Great job Jody!
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Getting ready for the big Virtual Exercise Inhiochos!
http://www.youtube.com/watch?v=oXjIMcw2MS8
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Hey guys,
Here is a completed flight from Exercise Iniohos with the Greek e-HAF squadron. I managed to get through a whole flight this time without any complete computer crashes. Turns out (I believe) the problem was with Discord. After doing some reading I read guys complaining about a 64bit version as the 32 bit uses up too much resources. This is not an issue for most pilots, but along with the other 13 apps I am running to run my setup I think this may have been too much. Either way I tried a flight without Discord and I had no issues. Maybe a fluke? Who knows but I will look into this further.
As for Iniohos.. Well that's it for me. I am blown away by how realistic and complex e-HAF flies (this is exactly what I am after in a squadron) but along with not knowing their procedures and trying to listen to and understand the accent I am having a VERY difficult time keeping up with them. I know now what "Task Saturation" is like in the cockpit that real Fighter Pilots deal with. When I watch and edit this video I can clearly hear calls made out to me, but when I was doing the flight I just didn't seem to hear them. During our RAMP start I couldn't close my canopy, thus I had to re-enter the 3D world where it still didn't work. Finally after cycling my canopy spider it closed and then I had about 5 minutes to try and do a ramp start. Then lastly, the person who hosted the mission used "auto-save" by accident, thus I had no DTC; meaning no stpts, PPTs, or other lines that gives me SA. So I can literally say I was completely blind and my only goal was to stay on Sierra 3's wing. And at least I did that. lol
So encourage anyone who is interested to still watch the video and experience the flight from my seat. I have been invited to join e-HAF which I am VERY thrilled about. But will be starting after Iniohos where I can go through their training program and learn all their TTPs and procedures.
http://www.youtube.com/watch?v=mHdXPprXcPg
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At least one familiar voice in there... :beer:
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I had the same problem hearing the radio calls when I first started my pilot certificate. My instructor would look at me and ask if I was going to respond to the ATC and I had no idea they had called me lol.
Took like 10 flights and a lot of listening to my ATC app on my phone to get the mind trained and get past this. I just had too much of my mind focused on flying the airplane and reading gauges.
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Love the new MFD/DED views! Makes it a lot easier to follow what's going on.
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I think that a big problem you have is that in all the flights you do not hear the GSI and that is the reason you get lost in the flight.
You hear them talking from UHF but you do not understand what they are talking about.
I noticed that in the VHF your formation spoke mainly Greek so you could not follow the flow of the flight.
INIOCHOS as an exercise has a workload and a requirement for proper preparation and reading of the ibriefing. But there is no reason to think that you can not do it
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I think that a big problem you have is that in all the flights you do not hear the GSI and that is the reason you get lost in the flight.
You hear them talking from UHF but you do not understand what they are talking about.
I noticed that in the VHF your formation spoke mainly Greek so you could not follow the flow of the flight.
INIOCHOS as an exercise has a workload and a requirement for proper preparation and reading of the ibriefing. But there is no reason to think that you can not do it
It's no so much that I don't think I can do it. Its more realizing the compromises are being made. I don't have a squadron, so the 320th allowed me to fly with them. And Ironman has been VERY helpful and its obvious to me the struggle and sacrifice they are doing to speak English. But after a few flights I think in the end it is taking away from their fun as they cripple themselves or put themselves at a disadvantage trying to speak English and compensate for me not speaking Greek. While working with guys of different cultures in the Police service I have learned that it takes time to get use to an accent and understand the words effectively. So now you take in account the distortion and hiss on the IVC (which was done for realism and I love it) and it makes it even harder to understand at times. They materials they provide is very in-depth and detailed. There is no doubt at a mission I know what we are planning to do. But I have learned that if you cannot follow or hear the communications it still fails.
So all I am saying is I am excited to start training with them slowly and progressively after the exercise where I can learn their ways and hopefully even learn common phases in Greek that are said in the cockpit, and next year I am certain it will be much better.
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Jody I was under the impression that all NATO air forces in RL speak in english but I guess not. Maybe I'm confusing it with civilian air traffic. I would think it would be mandatory though to train in english just for any allied conflict for the obvious reason. Regarding your flight, from everything I've read and heard from real combat vets seems like what you experienced is totally realistic as in "Fog of war"
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From the real videos I've seen, the English brevity codes are used more as time goes by, but still a lot of Greek in between...
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In our country all pilots are fully trained in English. They all speak it very well (although some of them do have a terrible accent) since they had all their training in the US. But in exercises, when for example American units are the opposite side, they will communicate in Dutch to not give away any information.
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In our country all pilots are fully trained in English. They all speak it very well (although some of them do have a terrible accent) since they had all their training in the US. But in exercises, when for example American units are the opposite side, they will communicate in Dutch to not give away any information.
Yes I would imagine any NATO country must be able to operate in English for joint operations. I would also image they would communicate in the native language on intra-flight just for quicker and more effective communication.
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In our country all pilots are fully trained in English. They all speak it very well (although some of them do have a terrible accent) since they had all their training in the US. But in exercises, when for example American units are the opposite side, they will communicate in Dutch to not give away any information.
Yes I would imagine any NATO country must be able to operate in English for joint operations. I would also image they would communicate in the native language on intra-flight just for quicker and more effective communication.
Correct
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Fellas, let's not forget, virtual squadrons are manned (mostly) by civilians. Thus, we should expect local squadrons using native language a lot. Of course when members from abroad join-in, it would be all the more logical trying to communicate in English for example. NATO forces always communicate in English (not always successfully - trust me), be it Air Force, Navy, or the Army during joint exercises. Take it from a guy who's participated on the Gulf crisis, the Adriatic, and countless STANAVFORMED missions.. :whocares:
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This question made me searching, and I still do have em... :notes:
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@Snoopy, your ICAO must be 6.
it is the document that attests to an aviator's proficiency in English, that is, his ability to communicate and understand the language.
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Following ICAO guidelines, evaluating English within the universe of civil aviation. This includes the pilot's routine, unforeseen events and emergencies. Skills assessed are pronunciation, grammatical structure, vocabulary, fluency, comprehension and interactions.
Test:
Aviation Topics
Candidates answer questions related to their experience and the daily life of aviation in general. This initial part aims to “break the ice”, while the answers are evaluated. Each answer should last approximately one minute.
Interacting as a Pilot
Now the candidate is the pilot, interacting with traffic control in five different situations. All information understood must be reported to the examiner, always using aviation phraseology. Here, the aim is to assess the ability to understand and interact in English.
Unexpected Situations
Three emergency situations are presented, through recordings of dialogues between a pilot and a controller. The candidate must report everything he/she was able to understand and answer questions about each situation. In the end, he should indicate what was the most difficult situation to deal with and point out possible solutions or ways to prevent the problem. This step assesses language comprehension in real emergency situations.
Picture Description and Discussion
In the last part of the exam, the candidate must describe a photo and answer questions related to the image. Statements are presented and the respondent must say how much they agree or disagree with them, always justifying their opinion.
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the other thing not mentioned here is Marvin gets to learn a new language while flying with friends, and that is something only the internet can provide!
it sounds like a wonderful community and challenge
M
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@Snoopy : I think i still have some of that DLI-ELC stuff from training in Lackland TX.
@Fhyndoh : That's one of the nicest things about online communities!
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Another video with a new much better quality camera on my head for POV.
http://www.youtube.com/watch?v=aZZm_W207Oo
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That looks really amazing :yihaw: :cheerleader:
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Super cool Jody :thumbsup: :thumbsup: :thumbsup:
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Awesome Jody :clap:
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I know that when I got my Private Pilot's license I was taught that the FAA standard for ALL air operations was the English language. I know this isn't strictly adhered to in ALL locations (try flying into Quebec and not speaking French, forex...) but supposedly it's the FAA "standard" by Regulation.
https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/1031388
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Great video :beer:
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I know that when I got my Private Pilot's license I was taught that the FAA standard for ALL air operations was the English language. I know this isn't strictly adhered to in ALL locations (try flying into Quebec and not speaking French, forex...) but supposedly it's the FAA "standard" by Regulation.
https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/1031388
... ICAO standard, not just FAA.
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Thanks, Foghorn. I thought that...but wasn't positive.
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If you guys haven't checked out the new JTAC features with 4.36 do so. It is so freaking cool!!! JTAC starts at about 29:00 minutes.
http://www.youtube.com/watch?v=vjF1EYCS78o
https://youtu.be/vjF1EYCS78o (https://youtu.be/vjF1EYCS78o)
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If you guys haven't checked out the new JTAC features with 4.36 do so. It is so freaking cool!!! JTAC starts at about 29:00 minutes.
http://www.youtube.com/watch?v=vjF1EYCS78o
I had sent this to a buddy of mine who's an aviation& f-16 tragic. This will convince him to build a pit. It's an absolute ripper. great work.
imho the best aspect is you explained everything you did... super informative.
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Hey guys,
I posted a range practice video a few days ago and asked Foghorn to critique it. Expecting only a "Nice work" I was pleasantly surprised with a COMPLETE IP style review & assessment. Needless to say I learned a tons on how to improve and fly more realistic and thought this is a great opportunity for others to fine tune their procedures.
Once again thanks to Foghorn for all the time he put in helping me out.
Jody
http://www.youtube.com/watch?v=Ptfl5tEdqcE
And this is his assessment
______________________________
Nice work!
Now to ruin your day (aka IP comments):
The Passes
10 LALD #1 -- Safe Escape - Turning Maneuver Level Turn (TMLT... aka "Tuna Melt") parameters are 0-5o through 60o of turn. This pass would have been a valid record hit for AFI 11-206 qualifications, but would have been a Top Gun Gross Error (TGGE) for the Top Gun competition for invalid safe escape. You deviated above 5o nose high during the turn.
10 LALD #2 -- Good 11-206 Pass. Meets TG criteria.
10 LALD #3 -- 11-206 Non-Record Pass. AFI 11-206 only allows 2 attacks of the same type from the same attack axis. Therefore, this is a non-record bomb, and is not recorded for your accuracy qualifications. Also, because it is a non-record pass, it is also discounted from TG criteria. Otherwise, it was a Good Pass. Curiously, you commented that, "it was a bit shallow", which is incorrect. Your release was at 12o dive angle, so it was actually slightly steep. TG criteria is ±5o, so you were well within parameters.
10 LALD all passes -- Why did you TMLT right instead of left? Isn't the box pattern left traffic? Nothing wrong with how you did it, just curious.
30 DB #1 -- Good 11-206 Pass. TGGE for over-G (6.1).
30 DB #2 -- Good 11-206 Pass. TGGE for over-G (6.2).
30 DB #3 -- Non-Record Pass. Non-TG Pass. It would have been a TGGE for over-G (6.8!).
30 DB all passes -- after completing the climbing maneuver, why did you turn right before turning left to crosswind? Again, isn't the box pattern left traffic? This seems unnecessary.
General IP comments and discussion:
1. I have never seen the technique of using the OAs for your Roll In Point and Aim Off Distance before. I like it; it's fantastic. I'm completely stealing that... you know, if I were still flying Vipers regularly.
2. Who showed you the hand/canopy relationships for the different pass angles? I did not expect you would know those. Pleasantly surprised!
3. There is a difference between a Safe Escape Maneuver, and a Safe Separation Maneuver when bombing. Safe Escape (TMLT or CSEM) Maneuver is to get your ass out of the frag bubble of your own bombs before they impact and explode. Safe Separation Maneuver (SSM) is to simply get you far enough away from your bombs at release before they arm and possible (mal-)function early. These are not the same maneuvers, though they are close.
10 LD and 20 LD passes put you within your own frag bubble when you release, so you need to do a Safe Escape. 30 DB (and higher) passes do not... in fact, an 'on-parameters' delivery will keep you from ever entering the frag bubble... so Safe Separation from your own bombs are the requirement.
So (unless the procedures have change since I last flew Vipers, which is possible), a CSEM is a straight pull to a minimum of 5 G's in 2 seconds, held through 20o nose high, and then continued at any G until 30o nose high before beginning any turn. A SSM is a stright pull to a minimum of 5 G's in 2 seconds, held until 20o nose high before beginning a turn. Like I said, very similar, but technically different.
On your 30 DB passes, you were verbally talking yourself through an (incorrect) CSEM, but performing (correctly) a SSM. Again, it is possible that things have changed since I last flew, but I doubt it... cuz they never changed in that manner in my 27 years.
4. What munitions were you dropping? 500#-ers, one at a time? If so, you over-G'd your bombs on your first 30 DB. 5.5G is both the carriage limit and employment limit on pretty much all 500#-class and 2000#-class weapons. If you were dropping the 25# BDU-33 practice bombs, their carriage limit is higher, and thus no over-G... but we always evaluate for TG criteria as if it were a full scale weapon. Ergo, you have a 0.5g window. Welcome to BSA, the sport of kings.
5. "2, Go Tight" WTF is that?
Okay, very anal-retentive stuff, but also 100% true (plus or minus procedure changes I'm unaware of). BSA on the range is a game of precision for Top Gun criteria, while the basic AFI 11-206 doesn't care about precision passes... only "did you hit the target". Yes, you are being measured against two differing sets of standards every time you go out to the range. AFI only cares about successfully hitting the target. TG is a competition of precision.
All together though, fantastic job on the range. I would have easily mistaken you for an experienced Viper Flight Lead in a squadron.
Cheers,
Foghorn
USAF Top Gun 1997
USAF Top Gun 1998
USAF Top Gun 1999
USAF Top Gun 2000
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Fricking COOL Jody, and what a great assesment from FH :thumbsup: :thumbsup: :thumbsup: :thumbsup: :thumbsup:
You can always be my wingman :D :D :D
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Awesome achievement Jody :clap:
I don't even dream of achieving "good", forget your level ::)
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It's amazing the amount of time spent by members to help each other.
Hat's off to FH and amazing videos Jody! You're the king of these. :vprules:
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Thanks for the kind words as I beat Jody into shape with a ball peen hammer. Only 2- or 3-thousand more passes and he'll be ready for combat!
I kid. I kid. He really is doing a great job, and like I said, I was nitpicking the living hell outta his passes, exactly as if he was one of the guys in the squadron, and this was just another regular day on the range. Those very nitnoid discrepancies I debriefed are very typical of every proficient, active flyer in the airframe. I was expecting newbie mistakes; what I saw was a pro doing God's work.
It is a testament to PRACTICE.
Who's next?
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;D
I would love to be next, but I'll let Jody put me through the paces before I'll let you get to me... :notes:
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It's amazing the amount of time spent by members to help each other.
Hat's off to FH and amazing videos Jody! You're the king of these. :vprules:
+1 Outstanding
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Foghorn, it's so great to have you here. I think I can speak for all of by saying that we all try to emulate reality with our pits and BMS so it's great to have real feedback. It's far better to get your ass kicked than a polite atta boy. It's the fastest way to learn. To quote the teacher in "Whiplash" "No two words more harmful than 'good job'"
https://www.youtube.com/watch?v=WN_IzDeBdRM
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Awesome! Very interesting reply on that video as well, thank you Jody and Foghorn!
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Awesome! Very interesting reply on that video as well, thank you Jody and Foghorn!
On a personal and serious note.. I always thought I could have been a fighter pilot but made the wrong steps growing up with my education to do so.. In the last two years since my Cockpit has been completed I have put all of my focus into trying to fly as realistic as possible. From all the information I have received from Foghorn and other sources and the amount of work and confusion I am putting into it (and I know I am FAR from doing everything correct and realistic) I am 100% convinced that I would have never made it through training. It is unbelievable how complex it is in real life VS simming. lol So working with @Foghorn has been an enlightening experience and I have a whole new respect for guys like Foghorn and others who do this for real.
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I totally agree. I wasn't able to try out being a F-16 pilot because of my vision, but I would probably not have made it very far anyway.
Taking my private pilot license was one of the hardest tests I have taken to date, I can't imagine the tests they have to take :D
I remember my first flights with my instructor, I was so overwhelmed just flying the plane that I never heard the radio messages from the tower or flight following... ::)
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...last time I went into a recruiter's office he stiff-armed me about my wanting to become a fighter pilot until I ran down my resume' at him...and added that I had 20/15 vision. After he picked his jaw up off the desk he came at me with the "I can get you anything you want" routine. Except a Guard slot...which was what I wanted.
I was a working Flight Test engineer in the field at EAFB at the time, and I told him that I already knew that the USAF couldn't even pay me what I was making in per diem then (plus my salary) as a USAF 2nd Lieutenant, which was why I wanted a Guard slot. So I went on doing what I've been doing ever since...but I coulda been a contendah!
I guess my first real screwup was not going to the USAF Academy out of high school...didn't talk to the right people, and became a civvie aero engineer instead...which I can't say has been a "bad" choice, overall.
And I blew my chance to become bonafide Navy aircrew by leaving Navy Kings earlier than I should have...I just keep screwing up my choices... :brickwall: !
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I remember my first flights with my instructor, I was so overwhelmed just flying the plane that I never heard the radio messages from the tower or flight following... ::)
heheheheh
yup.
You should see C3001... that's the serial number for the sortie in Undergraduate Pilot Training (UPT) where we start introducing aerobatics... which means pulling G's... which means we are also introducing the Anti-G Straining Maneuver, or AGSM (or... "Ay-Gasm"). Asking them to fly the jet and properly perform a G-strain is always comedy. None of them... and I mean this... NONE, not one, NO ONE... can "walk and chew gum" on that first aerobatics sortie. They can either fly the maneuver -- OR -- G-strain.
So, needless to say, there are a LOT of GLoCs on that sortie. Tons. I had 5 different students GLoC on me on C3001 when I was teaching in T-37's. Which are whole 'nother stories of hilariousness... watching a student wake back up after a GLoC. Man, wish I had a video camera in the cockpit for that. Would have been YouTube GOLD.
The human being was not designed to fly. The act of aviation is not intuitive to the human animal. There is no such thing as a "natural born pilot"; such a thought is pure, unadulterated hubris. Man's flight through life, both figuratively AND LITERALLY, is sustained by the power of his knowledge. Aviation is a life long course of obsessively-compulsive study, practice and repetition.
Wow. Waaayyy too much philosophy from me before I've even finished my first cup of coffee this morning.
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@Foghorn,your comment is very relevant!
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Great input, @Foghorn ... :thumbsup: !
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@Foghorn,
You always have great stories.
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could we just sit down all day, grab some beers and listen to this man?
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:beer: :beer: :beer:
🍻🍻🍻
I'm in!
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"So there I was..."
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...all of my stories that start that go "there I was, minding my own business....and"... :digger: ...
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Funny Rufus, I've never thought of you as a "stories" kind of guy. ::)
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As I'm also fond of saying - "you should hear what I DON'T say!"
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Hey guys,
After lots of feedback and other resources I do believe I produced a fairly accurate tutorial on range procedures and AG profiles. This will be lesson 1 for my BSA series of videos.
https://www.youtube.com/watch?v=TVGP3CZNRmE
http://www.youtube.com/watch?v=TVGP3CZNRmE
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Great Job, amazingly done video tutorial. :clap:
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Do you want the debrief here, or in private?
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I'd love to read it... :notes:
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Do you want the debrief here, or in private?
Oh? I wasn’t expecting you to do all the effort again? Please do publicly. I am not perfect and we all learn from my mistakes!
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Yeah.. we all want see Marvin hanging here public....... :fineprint: :digger: :harhar:
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:yihaw:
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My apologies up front. I’m going to organize my thoughts into sections, because I fully intend to get my IP on. Buckle up, sports fans, cuz here we go!!
Pre-Game
Technique vs. Procedure – Since you decided to explain stuff at the beginning of the video (bombing diagrams, box pattern, safe escape, safe separation, etc.… all very well, by the way), I’m going to indoctrinate you into an important bit of Instructorship… the anal-retentive level of attention given to calling out to your audience what is PROCEDURE (you WILL do this mandatory thing) and what is TECHNIQUE (here is HOW you can do a thing, -or-, here is MY WAY of doing a thing).
PROCEDURE is mandatory. Checklist adherence, for example, is mandatory (procedure).
TECHNIQUE is optional… as long as whatever procedure the technique is used for is successfully accomplished. You can use a completely different technique than I do, as long as both of our techniques gets the procedure done properly.
TECH-CEDURES… where an IP preaches a technique as if it is a procedure… or downgrades a student for using techniques other than that IP’s chosen ones. This is a foul. Don’t do it.
I will be demonstrating this throughout the remainder of this debrief.
Explanations
- Your review of the Box Pattern at the range, Bombing Profiles, Safe Escape and Safe Separation Maneuvers was excellent.
- Your description of the Roll In (level until 45° through the turn, then dive toward AOD) is TECHNIQUE. There are other valid techniques. I don’t stay level through the first half, but instead roll immediately to aim my lift vector at the AOD.
- The forward stick pressure as the pipper approaches the target to slow pipper track and prevent a banana pass (aka the “Bunt”)… is TECHNIQUE. I’m not a Bunter. I’m a Trimmer. This alternative TECHNIQUE is to trim nose down one click per 15° of dive angle at the roll in, and take it back out during the crosswind leg:
- a 10° pass gets zero clicks, 20° gets one, 30° gets two, 45° gets three.
- Calling “Out” as you come off target – In US military flying, this is not a standard, PROCEDURAL range call. However, I cannot speak to the air forces of other nations, so take this comment with a grain of salt.
- Pickle-and-Hold-then-DGFT-switch-Fires-a-Heater – THIS IS NOT TRUE. It was fixed in the USAF F16 fleet in 1994. The NATO F16 air forces followed soon after.
- When a Master Mode is changed while the Pickle button, Trigger or Alternate Weapon Release button (left side, by the Master Arm switch) are depressed, the button is cancelled and reset, so that it has to be released and then depressed again before it sends another fire signal.
Ground Ops
- Out of curiosity, why is your IFF in TIM(e) mode? Nothing wrong with that; just unexpected for a BSA sortie.
Takeoff
- Your RMFD is on the TEST page during takeoff. Put something useful there, like HSD. (TECHNIQUE)
- After gear up, you made a left turn out of traffic… and flew directly over your own airbase. I would not do that with weapons aboard. If something is going to fall off in flight, it is most likely in the first minute of being airborne. Yes, I know you were carrying BDU-33’s, but we practice for live weapons. Besides, I don’t know what the local procedures (PROCEDURES!!!) are for that airbase, but I’m fairly confident NO base commander approves of taking that risk.
- I saw a MAU-12 pylon with a Mk82 fall off an A10 and crush a HMMV at Fort Sill, Oklahoma in 1995, killing the 4 soldiers inside. I was flying AT-38B’s in IFF (Introduction to Fighter Fundamentals) at Sheppard AFB, TX, and had just checked off of Fort Sill’s range as the 2-ship of A-10’s was checking onto the range. We passed left-to-left at about 2000’, and I saw the MAU and bomb fall off that dude’s jet. Terrible day.
Enroute to Range
- I know you added all the radio chatter (ATC, RCO, other traffic) into the video later, and it is fantastic. So cool, so real. However,… ATC cleared you to FL220, and you read back FL200. Neener neener.
- Setting up for the range… the TECHNIQUE of using the OAs for your base position and AOD is freakin’ outstanding. I’m so stealing that.
- Putting your MRA into your MSL Floor setting is a good TECHNIQUE. An alternative is to use the CARA ALOW.
- G-Ex – In USAF flying, it is PROCEDURE to check each other’s G tolerance between G-Ex turns. One TECHNIQUE would be: “Vipers, Standby G-Ex, 90 right”… turn… “1’s good”, “2’s good”… “Vipers, Standby G-Ex, 180 left”… turn… “1’s good”, “2’s good”.
- Spacer Pass – You just put #2 in trail a moment ago for the G-Ex, which is pretty close to the pattern spacing. As TECHNIQUE, I would have just left him there after the G-Ex and drove over top the target “high-n-dry” to enter the range pattern. I would have briefed him in the Flight Brief to adjust his spacing as we go, after the G-Ex.
Range Passes
- 1st 10LALD – Good AFI record hit. TGGE for invalid safe escape (more than 5° nose high).
- 2nd 10LALD – Good AFI record hit. Good TG record hit.
- 1st 30DB – Good AFI record hit. Good TG record hit.
- 2nd 30DB – Good AFI record hit. Good TG record hit.
- 1st LAS – Good AFI record hit. Good TG record hit.
- 2nd LAS – Good AFI record hit. Good TG record hit.
- 3rd LAS – Non-record. 3rd attack, Same target, Same FAH.
- 4th LAS – Non-record. 4th attack, Same target, Same FAH.
Range Ops
- Low Angle Strafe – A lot to talk about here… almost all of it technique:
- MSL Floor setting for LAS? I’ve never seen that before.
- Is there a 2000’ Foul Line plowed into the earth on this range complex? Every range I’ve ever seen has a visible foul line as you aim down final at the rags. I couldn’t make one out on this range. So, the low angle strafe technique is to wait until you see the foul line passing under your heels in your peripheral vision before opening fire. That puts you at about 2500’ range. We train to ½ second bursts, thus averaging about 50 rounds per pass. That ½ second burst is just less than 500’ of range used usually, so you are off the trigger just as you cross the foul line… minimizing range and maximizing accuracy.
- It is often said, that if you aren’t fouling every once in awhile on the range during strafe, you aren’t trying hard enough. (TECHNIQUE)
- Strafing inside 2000’ range is a foul. (PROCEDURE)
- Minimum altitude for Low Angle Strafe is 75’ AGL. (PROCEDURE)
- A properly planned Low Angle Strafe pass will have you exactly at 75’ AGL at the 2000’ Foul Line. Fookin’ scary low… Sport of Kings, baby!
- Your joker fuel (“Bingo, Bingo”) sounded during your last few passes, which reminded me that you hadn’t done an Ops Check the entire sortie yet. As a flight lead TECHNIQUE on the range, I combine an Ops Check at the Base call every other pass (so, the first pass of every new event, if we do only 2 passes per event). In the flight briefing, I brief my wingmen to delay their response until the same spot, instead of replying immediately:
- “Viper 1, Base, 4.2”
- “Viper 2, Base, 4.1”
- “Viper 3, Base, 4.1”
- “Viper 4, Base, 4.0”
- PROCEDURE – Coming off-range, you rejoin the flight, safe the weapons switches, and then check out with the RCO. The radio exchange would sound like:
- “Viper 1’s off wet, up for the rejoin, switches safe, Lead 2.9.”
- “Viper 2’s off dry, switches safe, one aircraft in sight, 2.8.”
- “Konia Range, Viper Flight is switches safe, checking off range to the south east.”
- “Viper Flight, cleared off range, cleared off freq. Good day.”
- PROCEDURE – Coming off-range, once rejoined, you need to do a Battle Damage Check. Here, in a video game… might be ‘roleplay only’ or ‘simulated-only’, but thought I’d mention it.
- I’m curious… does this software give you scores for bombs and strafe on the range? I would love to know where those bombs landed, and your actual strafe results.
Tanker Ops
- Don’t be afraid to take an FCR lock during the tanker rejoin, for the extra data to control closure, until you are in tow. (TECHNIQUE) Once you are in tow (≤1 NM), then safe the weapons and standby the FCR (Noses Cold). (PROCEDURE)
- I saw your noses were cold during the rejoin and on the tanker. My above comment was for the “don’t be afraid to use the radar during the rejoin”.
- Pre-tanking Report – You didn’t report to the tanker that you were “In-Tow and Noses Cold” before moving to the Precontact Position and clearing your wingman to the Observation Position. (PROCEDURE)
- Contact Report – When you first plug in and check comms with the boomer, report your tail number and the requested offload. (PROCEDURE)
- “Hey, how are you guys today! Viper 1, tail 818, 4000#.”
- Holy Crap! Is that a KC-135…. A?!?!!??? I haven’t seen one of those since the 90’s! Tell those Falcon BMS nerds to update their models. The USAF got rid of those dinky little engines back before Kurt Cobain tried to suck start a shotgun.
- Okay. I know you have not been properly trained in formation flying. But you do not just slide on back to a fugly wedge off the boom:
- After disconnecting, you drop one-airplane-height down off the boom;
- You slide sideways along the wing just under-and-behind the engine nacelles to the wingtip;
- You then rise up into 3’ fingertip on the tanker’s wing (aka, the Observation Position). Just like a Crossunder.
- This is the 2-ship PROCEDURE… if you two are the only ones on the tanker at the moment, and can just flow from the left Observation to the boom to the right Observation.
- If you are a 2-ship, and there is another 2-ship on the other wing Observation, then you return to the side you started on:
- If you are already on the boom, you slide to the side your wingman is on, past the engines, past HIS engine, and reposition to his outside wing, like a Crossunder;
- Your wingman then drops down, slides across under-and-behind the tanker’s engines to the Precontact Position, then to Contact when cleared by the boomer;
- You close the gap when he goes to Precontact;
- He returns to your outside wing when he is done. Then you can depart by easily peeling off on your side of the tanker, as the other flight starts the same procedures from their side.
- If you are a 4-ship:
- You go straight to the boom, and clear 2 to the left wing (obs pos);
- You clear 3 & 4 to the right wing (obs pos);
- You tank, then return to the left side outside of 2. #3 goes to the boom next (alternating flow);
- 3 tanks, then returns right to the outside of 4. #2 goes to the boom next;
- 2 tanks, return left to your outside wing in the left obs pos. #4 goes to the boom;
- 4 tanks, returns right, everyone’s done;
- Depart the tanker by either climbing or descending away and reform the formation once safely clear.
- Don’t forget to heat up the noses post-tank. Weapons can stay safe if appropriate, but return the radar from standby.
- Get this stuff down, and I’ll teach you Quick Flow procedures.
RTB
- The radio traffic you added is fantastic! Sounds so real.
- However, the tower called the winds 300° at 20 knots gusting to 31 knots… a very significant UNDERSHOOTING crosswind for Runway 26 (yes, I’m aware it’s a fake radio call added afterwards, and won’t match the game). Your DED was showing winds of 210° at a steady 11 knots… a mildly OVERSHOOTING crosswind for Runway 26. Sure enough, you overshot the runway centerline. *a bell dings* Shame! *ding* Shame! :bat:
- Are you ever gonna land that thing? Something wrong with the first 1500’ of runway you didn’t use, Lieutenant? :biggrin:
Overall
I have good news, and bad news. First, the good news:
A lot of this feedback is very, very nit-noidy shit. Such is the life of a fighter pilot. We measure with a micrometer, what we mark on the map with a fatty crayon, then cut with an axe… only to come back in the debrief to analyze it with an electron microscope.
Overall, the skill level displayed is outstanding. I’ve addressed obvious gaps in your knowledge above, which is to be expected until you have had an opportunity to be educated in them. I need to get these sims up and running and come teach you all the parts you can’t learn on your own.
The level of realism with the addition of the radio calls is fantastic, really.
The passes were clean, and you only threw one bomb out for TGGE, and it was the TMLT on the first one. This is probably THE most often occurring TGGE in all of visual bombing… the TMLT on the first pass.
Now the bad news:
IRL, I would hook you on this ride.
You never did an Ops Check for you and your wingman. Not one… assuming it wasn’t performed off-camera during one of the cuts. You showed awareness of your own fuel state in general, but I never saw you perform the steps of an Ops Check, nor did I hear you check your wingman.
Checklist items are PROCEDURES, not suggestions. Even if the rest of the sortie was pure gold (and it was), failing to accomplish any checklist item is an automatic Bust.
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Have a great rest of your day.
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I think I speak in behalf of everybody in this forum, thank you very much for taking the time for such a debriefing! A luxury to have you here.
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Awesome and useful feedback! Thanks for that. :beer:
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Foghorn,
Once again I learn so much from your debriefs and a from ab ex-spec ops guy and 15 year Police member working our hood I have VERY thick skin. I love criticism and I want the truth with no sugar coating so I learn. And yes I have learned so much on this. I need to read this a few times to really absorb the wealth of knowledge here. But just a few comments for clarification.
This was video editing so there is a lot in 1.5 hour flight that you are not seeing as I do ops checks before and after the range service, but I like your idea on maintaining that integrity during the range as well so that will change.
The beginning was hard for me. One I don’t have your expertise and knowledge and experience so all I am trying to do is provide what I have learned to help me perform better. Most of the which is from you. Then I have to look at the attention span on most YouTubers which is about 3 minutes. It’s funny how my 3 minutes videos on YouTube get views more than my in-depth ones. So on that note I tried to be as brief as possibly but give critical information. I do like your technique vs procedure. And will try and indicate those differences in future videos.
I know you said it’s geometry but I am getting a lot of info from my Greek sources and you guessed it that’s where my heart is. So doing their 45 degree technique seem to be the only geometry that worked with this profiles they gave me. So I should have clarified but my thinking is as my viewers will use those profiles and techniques. But absolutely right clarifying that would have been more responsible.
I like that to appreciate the real comms. It added to the Immersion and I was easy for the range but a nightmare for everything else. The ATC just didn’t make sense cause I used comms from a HUD tape flying out of Monana (as far as I can tell) so I winds and runways and call signs made no sense and was very frustrating plotting that in and cutting out the computer AI comms. So it was meant for entertainment purposes but failed in my opinion.
Currently in BMS heaters will fire if you switch to dogfight (this was described in Vipers in the Storm) but I had no idea that was fixed in the 90s so I will report this to this to the Devs.
There is more going on it’s th tanker comms but I had limited radio traffic so I cut out all the computer comms for join up, pre-contact position etc.
Once again thanks for th compliments this only makes me better.
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Thank you for your feedback, this is gold. :thumbsup:
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Foghorn,
Also, yes in BMS I can check my debrief and it will record hits. For some reason it doesn't work well with BDUs, but it does work well with strafing.
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Okay cool. If the Ops Checks just didn't make the cut in the video, I take back the spanking. Regs say, "... at least every 20 minutes...", so the techniques I offered are WAY more often than that, which is overkill... but my name is Foghorn. There is no such thing as 'overkill'; there is only 'open fire' and ' reload'.
Your explanations were bordering on perfect... succinct and factual. Just add "My technique is.." or "One technique is..." in the spots where you are now describing your technique for something. That's all. You do not need to give every possible technique in existence; just call out that what you are now explaining is a technique and not a procedure. The audience is savvy enough to infer that there must be other, valid techniques in existence, and its up to them to suss them out if they so desire.
A word about your YT viewership. Are trying to become a YouTuber? Are you trying to make YouTube videos a career and support yourself with a rapidly growing channel?
God, I hope not. Yes, your 3-minute videos will get more viewers. BUT, THEY ARE NOT YOUR AUDIENCE. Those 3-minute viewers are the bunny-hopping, Call-of-Duty-twitching, short-attention-span-theater crowd that snort Tide Pods and drool. FUCK 'EM. Your audience are those hardcore simmers who build badass cockpits, and THOSE maniacs watch your videos all the way through... even if it's only a few tens or a couple hundred viewers. Time to make a decision on what's your focus and who you are trying to reach.
Jeez, am I always this preachy? I should shut up.
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Reading and seeing this makes me realize the level that can be reached by private simbuilders/simflyers. It is amazing how far we have come technically in private simbuilding and it is awesome that here on VP we can have a professional like @Foghorn help us understand techniques and procedures. Also a big congrats to @Marvin for succeeding to not only get a dreamsim, but also achieving the level he has in operating it.
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Okay cool. If the Ops Checks just didn't make the cut in the video, I take back the spanking. Regs say, "... at least every 20 minutes...", so the techniques I offered are WAY more often than that, which is overkill... but my name is Foghorn. There is no such thing as 'overkill'; there is only 'open fire' and ' reload'.
Your explanations were bordering on perfect... succinct and factual. Just add "My technique is.." or "One technique is..." in the spots where you are now describing your technique for something. That's all. You do not need to give every possible technique in existence; just call out that what you are now explaining is a technique and not a procedure. The audience is savvy enough to infer that there must be other, valid techniques in existence, and its up to them to suss them out if they so desire.
A word about your YT viewership. Are trying to become a YouTuber? Are you trying to make YouTube videos a career and support yourself with a rapidly growing channel?
God, I hope not. Yes, your 3-minute videos will get more viewers. BUT, THEY ARE NOT YOUR AUDIENCE. Those 3-minute viewers are the bunny-hopping, Call-of-Duty-twitching, short-attention-span-theater crowd that snort Tide Pods and drool. FUCK 'EM. Your audience are those hardcore simmers who build badass cockpits, and THOSE maniacs watch your videos all the way through... even if it's only a few tens or a couple hundred viewers. Time to make a decision on what's your focus and who you are trying to reach.
Jeez, am I always this preachy? I should shut up.
Ha ha ha God no.. I do You Tube for fun and will not monetize at all. I'm against it really.. Long story.. But I do feel the responsibility to produce videos for my subscribers, but you make a good valid point. I should worry about quality viewers over quantity. The loyal and interested ones will take the time to watch the whole video and learn from it anyway.
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Reading and seeing this makes me realize the level that can be reached by private simbuilders/simflyers. It is amazing how far we have come technically in private simbuilding and it is awesome that here on VP we can have a professional like @Foghorn help us understand techniques and procedures. Also a big congrats to @Marvin for succeeding to not only get a dreamsim, but also achieving the level he has in operating it.
I don't think ENOUGH can be said about Foghorn's contribution to this community. And it is a major contribution just by taking the time to help us all achieve the level of realism we are after. And I am not blowing smoke up your ass dude, you feedback is SO valuable to us all.
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You have to credit Jody with a bit of extra respect for hitting the turns in the pattern so good. In these 3 projector setups we are using it is not easy to judge the right turn in point, as BMS does screw up the image due to its FOV limitiations. So looking to the left 90° isn't actually 90° left in the virtual world as well, making it incredible hard to get the turn in right! Kudos dude!
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You have to credit Jody with a bit of extra respect for hitting the turns in the pattern so good. In these 3 projector setups we are using it is not easy to judge the right turn in point, as BMS does screw up the image due to its FOV limitiations. So looking to the left 90° isn't actually 90° left in the virtual world as well, making it incredible hard to get the turn in right! Kudos dude!
Ain’t that the truth. I’m certain I fly off my HSI more than any real Viper pilot. Lol. It is the only way we can time these turns Korbi. And as you can hear me in the video “damn my heading is off” I don’t have it perfected.
Which brings me to a question @Foghorn are headings scored at all? Or just a reference the range controller needs to know to score/track your misses? From the HUD tapes I have seen it sounds like he gives a clock position and maybe distance from target. Something like 9 at 15 is call I heard in one tape.
Jody
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Reading this discussion warms my heart!
When attending one of JJ's Cockpit meetings in the Netherlands, we had the opportunity to have similar mission planning and debriefs by former F16 pilots--- and have them fly in a BMS Falcon cockpit to give us feedback on where the sim was realistic, and where it lacked realism.
Keep up this work- many of us can build a nice looking cockpit, but lack the knowledge of real F16s operations.
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and where it lacked realism.
At least it lacked the moment where Dopey wanted to show some stuff with the TGP and found out that someone has placed a A-Model Grip in the 52 Jet... no DMS switch... :yihaw:
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Some POP-UP Practice. I extended my FOV on my go-pro. You miss the details of the HUD and MFDs, but the view looks better IMO.
http://www.youtube.com/watch?v=Iz6nuO2Bo2M