Learn how to land an F/A-18 on a carrier in a flight simulator using on-speed AoA, the meatball, correct touchdown technique and bolter recovery.
To land an F/A-18 on an aircraft carrier in a flight simulator, lower the hook, gear and full flaps, trim to on-speed angle of attack, fly the optical landing system rather than chasing airspeed, hold the angled-deck centreline, and select military power at touchdown until a wire arrests the aircraft.
This real-world naval-aviation technique applies across carrier-capable aircraft in Microsoft Flight Simulator, FSX, Prepar3D, X-Plane and DCS. The exact cockpit controls and arresting physics differ, so MSFS pilots should also consult our MSFS-specific Hornet recovery procedure.
F/A-18 carrier landing procedure
A successful carrier landing comes from stabilising the Hornet before the final approach, not from making a last-second dive towards the wires.
- Verify aircraft and carrier compatibility. The aircraft needs a functional tailhook, and the carrier needs working arresting cables. An animated hook or a carrier-shaped scenery object does not necessarily provide arresting physics.
- Choose forgiving practice conditions. Start in daylight with good visibility, little deck movement and a carrier steaming into the wind. Reduce fuel and stores enough to remain within the aircraft model's carrier landing weight.
- Establish a straight-in approach. Beginners should intercept the optical glidepath one to one-and-a-half nautical miles astern. Align with the painted centreline of the angled landing area, not the ship's bow.
- Configure before the groove. Select landing gear down, flaps FULL and tailhook down. Confirm each indication rather than relying on the external animation. Set the cockpit viewpoint and zoom so the optical landing system remains visible.
- Trim for on-speed AoA. Slow the aircraft and trim until the velocity vector is centred in the AoA bracket and the indexer shows the on-speed indication. For a correctly modelled F/A-18 this is approximately 8.1 degrees angle of attack, but the resulting airspeed changes with weight.
- Fly the ball, line-up and AoA scan. Use small throttle changes to control the optical glidepath, small lateral-stick inputs to hold the deck centreline, and trim to preserve on-speed AoA. Correct early, then remove part of the correction before the aircraft starts oscillating.
- Cross the ramp without flaring. Continue flying the optical landing system and keep the wings nearly level. If the ball is dangerously low, the line-up is lost or the approach is unstable, wave off rather than attempting to rescue it over the ramp.
- Touch down and select military power. Do not round out as on a runway. Advance to full military power as the main wheels touch and hold the landing attitude until the cable arrests the aircraft. If a wire catches, bring the throttles to idle after the arrest is confirmed.
MSFS pilots needing a suitable aircraft can check this downloadable F/A-18 Hornet for MSFS, while this updated F/A-18E package supports FSX practice. Check each file's compatibility notes against the simulator edition and carrier add-on being used.
How do you hold on-speed AoA in the F/A-18?
Hold on-speed AoA by trimming the Hornet until the velocity vector sits in the centre of the E-shaped AoA bracket, then use throttle primarily to control the glidepath.
Do not fly one memorised approach speed. A lighter Hornet reaches the required AoA at a lower speed than a heavier one, so a fixed airspeed can leave the aircraft fast and flat or slow with insufficient energy.
| Cockpit cue | What it means | Correction |
|---|---|---|
| Centred AoA bracket and on-speed indexer | Correct landing AoA | Hold trim and make only small control inputs |
| Ball above the datum lights | Aircraft is high | Reduce power slightly, then restore it as the ball returns |
| Ball below the datum lights | Aircraft is low | Add power promptly; wave off if the correction would be excessive |
| Deck centreline drifting sideways | Line-up error | Use a small bank correction and level the wings again |
| AoA bracket continually displaced | Aircraft is out of trim or speed is changing | Retrim instead of holding constant stick pressure |
The common mistake we see is aggressive throttle pumping. Jet engines do not produce an instantaneous response, and large alternating inputs create a high-low oscillation that becomes impossible to settle near the ramp.
Why does the tailhook miss the arresting wires?
A missed wire usually results from an incompatible carrier, an unregistered hook command, a flare, poor glidepath control or touchdown beyond the arresting area.
| Symptom | Likely cause | Fix |
|---|---|---|
| Hook passes through every cable | Carrier or aircraft lacks compatible arresting logic | Use an aircraft and carrier designed to work with the same arresting system |
| Hook appears down but never catches | Visual animation works, but the simulator has not registered the hook state | Check the tailhook control binding and cockpit indication |
| Aircraft floats across the wires | Approach is fast, high or flared | Re-establish on-speed AoA and maintain the glidepath without rounding out |
| Repeated early-wire or ramp arrivals | Low ball or power reduction near the ramp | Keep the ball centred and resist chopping the throttles |
| Hook reaches the deck after the wires | Touchdown is too far forward | Follow the optical landing system rather than visually aiming at an individual wire |
On a four-wire deck, the third wire is normally the desired result, but some simulated carriers have different layouts. Fly the lens-calibrated touchdown point instead of forcing the aircraft towards a particular cable.
What should you do after an F/A-18 bolter?
After a bolter, hold military power, keep the wings level and fly off the angled deck in the landing attitude rather than braking or trying to force the hook into another cable.
Keep the gear, flaps and hook down initially, establish a positive climb and re-enter the landing pattern. Afterburner is not normally required unless the aircraft's weight, performance or simulated procedure demands it. A bolter occurs after touchdown without arrestment; a wave-off is a deliberate go-around before touchdown.
Should you practise straight-in approaches or the Case I pattern?
Practise straight-in approaches first, then add the Case I overhead pattern once you can hold the ball, line-up and on-speed AoA without large corrections.
A basic Case I pattern crosses the carrier initial at about 800 feet, breaks into the downwind, descends to roughly 600 feet and turns towards a groove of approximately three-quarters of a nautical mile. Exact distances and heights vary with the aircraft model and carrier procedure. Do not repair a badly flown final turn by diving at the deck; level out, wave off and try again.