Carrier Ops and DCS
Posted: 13 Apr 2023, 13:29
This is not an in depth dissertation (yet) but meant to be an overview of IRL Carrier Ops V DCS Carrier Ops. I've been thinking of giving a workshop over maybe Zoom or Twitch or whatever for those interested in carrier ops, but I'm posting this on here just for your reference.
It has seemed to me that there has been confusion as to how carrier ops work, or how it is being done, and how it is done IRL. Sometimes someone does something in DCS that makes someone question why it was done or it gets pointed out, and I think this will help clear things up a bit.
So, for starters:
1. Carrier ops in DCS are not accurate. Aside from ATC not working consistently, let alone the radios (how many times do we tune the frequency and broadcast either via the radio menus or Voiceattack and the frequency in the displat changes and we get no answer?).
For starters, there are 2 kinds of carrier ops: Carrier qualifications (CarQuals) and Cylic Ops. CarQuals are the way landing s and takeoffs are done for qualifying a naval aviator so they can deploy with the Carrier Battle Group. If you don't qualify, you stay home, and there are probably further bad consequences to that too (reassignment, etc). Cyclic ops are the way takeoffs and landings on the carrier are done while on deployment or more importantly when the carrier is at war.
DCS incorrectly has the sim modeled for CarQuals ALL THE TIME. How can you tell? Well, for one, after you check in inbound and say "See you at 10" they next hand you off to tower who tells you "signal is Charlie." This is a code to tell you that you are cleared to land (the deck is clear, "Charlie"). However, in Cyclic Ops, there is no radio communication beyond "see you at 10." Because you have many wartime aircraft in the pattern, approaching the pattern, leaving the pattern, etc, speaking in comms could result in alot of confusion, stepped on transmissions, and chaos. In Cyclic Ops, the rule is what they call "zip lip." No one talks on the radio unless it is necessary to prevent an accident, or unless you are the LSO--maybe. Why do I say maybe? Because even the LSO will not talk even on the approach unless it is necessary. Naval Aviators are expected and assumed that they know how to fly the ball and to read the signals, and so that is how the LSO communicates with them--the lights on the IFLOS. If the aviator is having a particularly hard time getting down, if it is really stormy and the seas are rough, etc, the LSO may come on SPARINGLY to help the aviator down. But aside from that, they will just monitor the approach and waveoff as necessary. They will still always grade the approach.
The only time people talk on the radio as they do in DCS is in CarQuals. This is why it is not accurate in DCS since DCS will talk on the radio even if you are on deployment.
More in a bit...
v6,
boNes
It has seemed to me that there has been confusion as to how carrier ops work, or how it is being done, and how it is done IRL. Sometimes someone does something in DCS that makes someone question why it was done or it gets pointed out, and I think this will help clear things up a bit.
So, for starters:
1. Carrier ops in DCS are not accurate. Aside from ATC not working consistently, let alone the radios (how many times do we tune the frequency and broadcast either via the radio menus or Voiceattack and the frequency in the displat changes and we get no answer?).
For starters, there are 2 kinds of carrier ops: Carrier qualifications (CarQuals) and Cylic Ops. CarQuals are the way landing s and takeoffs are done for qualifying a naval aviator so they can deploy with the Carrier Battle Group. If you don't qualify, you stay home, and there are probably further bad consequences to that too (reassignment, etc). Cyclic ops are the way takeoffs and landings on the carrier are done while on deployment or more importantly when the carrier is at war.
DCS incorrectly has the sim modeled for CarQuals ALL THE TIME. How can you tell? Well, for one, after you check in inbound and say "See you at 10" they next hand you off to tower who tells you "signal is Charlie." This is a code to tell you that you are cleared to land (the deck is clear, "Charlie"). However, in Cyclic Ops, there is no radio communication beyond "see you at 10." Because you have many wartime aircraft in the pattern, approaching the pattern, leaving the pattern, etc, speaking in comms could result in alot of confusion, stepped on transmissions, and chaos. In Cyclic Ops, the rule is what they call "zip lip." No one talks on the radio unless it is necessary to prevent an accident, or unless you are the LSO--maybe. Why do I say maybe? Because even the LSO will not talk even on the approach unless it is necessary. Naval Aviators are expected and assumed that they know how to fly the ball and to read the signals, and so that is how the LSO communicates with them--the lights on the IFLOS. If the aviator is having a particularly hard time getting down, if it is really stormy and the seas are rough, etc, the LSO may come on SPARINGLY to help the aviator down. But aside from that, they will just monitor the approach and waveoff as necessary. They will still always grade the approach.
The only time people talk on the radio as they do in DCS is in CarQuals. This is why it is not accurate in DCS since DCS will talk on the radio even if you are on deployment.
More in a bit...
v6,
boNes