INS alignment is complete when QUAL: OK is displayed on the EHSD and the map is displayed.
INS Mode Knob
IFA
16
Post-Alignment
FLIR
ON
DMT
DMT
Internal Lights
AS DESIRED
External Lights
AS DESIRED
RWR Power & Volume
AS DESIRED
Expendables (Countermeasures)
AS DESIRED
ECM
AS DESIRED
TACAN
AS DESIRED
Waypoint Entry
Currently, the AV-8B in DCS is able to obtain waypoints in 4 ways: via the Mission Editor, manual entry, F10 map markers, and from JTACs.
Mission Editor Entry
Already in the jet, can be viewed in the kneeboard.
Manual Entry
EHSD > DATA
SELECT
Waypoint Number To Add/Edit
ENTER + ENT BUTTON
POS ODU Button
SELECT
Latitude Data
ENTER
Longitude Data
ENTER
ELEV ODU Button
SELECT
Altitude Data (Feet)
ENTER
Repeat this process until all waypoints have been entered. Then, exit the DATA entry view:
EHSD > DATA
SELECT
26
F10 Marker Entry
F10 map markers can be used to add Target Points to the jet:
#TPx Map Markers
CREATE
#TPx Map Markers
IMPORT TO JET
Target Point Creation and Assignment
VERIFY
JTAC Target Entry
When communicating with a DCS AI JTAC, a TP entry will be made in the CAS page, and can be assigned a Tx number as described in the Target Point Creation and Assignment step above.
VREST Page
The VREST > STO page is utilised to determine the nozzle position on takeoff based on a number of factors such as weight, temperature, wind etc.
The wet values indicate the use of the H2O system, while the dry values indicate a no water takeoff.
To obtain accurate NRAS and NOZ values, the values that need to be correct are:
Outside Air Temperature ºC (OATC)
AS PER BRIEFING
Altimeter (ALTM)
AS PER BRIEFING
Field Elevation (FELV)
DECK ELEVATION
Gross Weight (GWT)
AUTOMATIC
Ground Wind (GWIND)
AS PER BRIEFING
TAKEOFF PREPARATION
STO Stop Lever
AS PER VREST NOZ VALUE
FLAPS
STOL
MPCDs
AS DESIRED
Oxygen Switch
OXY
H2O Mode Switch
AS REQUIRED
36
TAKEOFF PREPARATION
Ejection Seat Lever
ARMED (DOWN)
Ground Crew > Wheel Chocks
REMOVE
Parking Brake
RELEASE
46
TAKEOFF
Taxi to the centerline of the deck, On an LHA this is on the left side of the boat, on a CV, this is down the length of the landing zone.
Trim
0-2° NOSE DOWN (ND)
Nozzles
10°
Brakes
HOLD
Throttle
MAX POWER
Brakes
RELEASE
When passing the nozzle rotation line, bring the nozzle control lever backwards until it stops.
Place the "witch's hat" on the HUD between the pitch carets and the 5° pitch bar to achieve a positive rate of climb. Once this has occurred:
Landing Gear
UP
Nozzle Angle
SLOWLY ROTATE TO 0°
FLAPS
AUTO
CASE I Departure
After takeoff, proceed straight ahead on the BRC (Base Recovery Course), not exceeding 500ft. After 7 DME (7nm from the boat) (measured via the TACAN) an unrestricted climb may be conducted.
CASE II DEPARTURE
After takeoff, proceed straight ahead on the BRC, not exceeding 500ft. At 7 DME, climb to intercept the 10 DME arc and fly to the departure radial. The departure radial is normally 20° to 40° to the left of the BRC.
CASE III DEPARTURE
After takeoff, proceed straight ahead on the BRC, climbing at 300 knots in order to pass 5 DME at or above 1500 ft. At 7 DME, intercept the 10 DME arc and fly to the departure radial.
56
Landing Weight
Specific landing weights can differ depending on the temperature and altitude due to changes in air pressure affecting the amount of power needed to achieve a safe hover. As a rough rule, in "normal" temps at sea level, anything under 20500lb GWT is pretty safe.
The VL sub-page on the VREST page shows the current appropriately calculated weight values of fuel + water to land with the current aircraft stores on.
CASE I RECOVERY
Proceed to the ship via the TACAN and enter the "Delta" Pattern (Image attached). The bottom flight is assigned to Angels 2, and subsequent flights are assigned in 1 thousand foot intervals.
Once the ECT (Expected Charlie Time) has arrived, proceed to the Case I Recovery pattern. (Image attached)
CASE II RECOVERY
CASE II Recoveries utilise a marshal pattern governed by the TACAN (Image attached).
Once the EAT (Expected Approach Time) has arrived, proceed to the boat via a modified Case III recovery.
Once visual, begin a Night CASE 1 pattern for landing.
CASE III Recovery
Utilise the TACAN holding pattern in a similar fashion to Case II.
Once the EAT (Expected Approach Time) has arrived, proceed to the boat via a Case III recovery.