Robin_Hood

Is it confirmed that the F/A-18C should show magnetic bearings for A/A waypoint (or maybe, tied to the MAG/TRUE selection on the A/C page)? Should this become a bug report?

Actually, even with the battery switch in OFF, the Utility battery still powers the maintenance bus, allowing the operation of the canopy and maintenance monitor (ever noticed you can operate the canopy with no electrical power whatsoever?), and the Emergency battery powers the emergency battery bus, although I haven't found info about this one in the manual. So, there is still some electrical power, however I suppose it should not drain the batteries if not used (however if you play with the canopy, this may be a different story).

According to real-life checklists, generators switches are checked to be in NORM before start-up, meaning they already are in this position. Also, the shutdown checklist doesn't mention them. So you really leave them in NORM unless you have a reason to switch them to OFF. The same is true in other aircraft, eg. the Mirage 2000C (ain accordingly in Razbam's module thereof)

It seems slightly unfinished, doesn't it? Right now Castle switch aft seems to only assign TDC to the HSI, wherever it is, instead of assigning it to the AMPCD. Also, Castle switch towards the A/A radar for AACQ or target designation works only on the right DDI.However, assigning TDC control on the A/A radar on the left DDI, or the Mav IR on both LDDI and RDDI works; but not the A/A acquisition.

NFM-000 only gives "normally less than 10 minutes" in CV alignment, "approximately 15 minutes" for a manual CV alignment and "approximately 10 minutes" for GPS IFA. No duration is given for GND, unfortunately, so no comparison there.

I have a few observations, although they might be slightly off-topic here. What I noticed is that when I set a tanker to channel 70X (for example), this happens: - on T/R 70X, there is nothing - on A/A 70X, I have bearing and range - on T/R 70Y, I have bearing - on A/A 70Y, I have bearing So I get the bearing signal but the range interrogation doesn't work. I am unsure as to how exactly A/A TACAN works, so the following is speculation, but would explain what I observed. This is what I have found are the TACAN frequencies (two for each channel, one for interrogation, one for reply). Manual of Regulations and Procedures for Federal Radio Frequency Management, chapter 4c Note that for Y channels, 70Y and 7Y, the two same frequencies are used; this is not the case for 70X and 7X. For A/A TACAN to work, 70X and 7X must use the same two frequencies for interrogation-reply. I assume that in this A/A mode, 70X uses the same frequencies as 7X, namely 1031 and 968. So the TACAN is expecting interrogation on 968 and replying/broadcasting in 1031. In this case we have the following: - in T/R 70X we are 1094 (int) and 1157 (reply), so no signal - in A/A 70X we are 968 (int) and 1031 (reply), so interrogation works and we receive the bearing signal - in 70 Y we are 1094 (int) and 1031 (reply), so we get the bearing signal but interrogation (and therefore range) doesn't work. This is the only way I could make logical sense of my observations; assuming it isn't a bug, of course. I must admit I have not tried with setting tankers to Y mode.

Do you mean for IA AWACS calls?

Hi, I noticed that A/A waypoint uses true bearings instead of magnetic headings. Is this correct for the F/A-18C ? Shouldn't both BRAA and Bullseye calls use magnetic bearings ? They say this is CNATRA P-825 Air to Air Intercept Procedures, for both BRAA (sections 204 & 304) and Bullseye (section 1702). Or maybe this is only for T-45 training ? Also, for spike calls, the USAF says to use magnetic bearing (AFTTP 3-1 Vol1 Att1, section A1.6.22). In fact I don't think I have seen true headings or bearings mentionned in an tactics, communications or procedures document, although I could be wrong.

Also double check that you call the comms menu with the correct radio button (Main or Aux). The comm menu should indicate either U/VHF (Main) or UHF (Aux) at the top.

Of course I won't use it. But to me it is not simply a "potential downside": the added flexibility is an unrealistic feature that I find undesirable, so that answers your question of "what does that add in terms of realism etc...". And for immersion, yes, having an aircraft changing a GBU code in-flight when it shouldn't can break immersion for some people (even if I don't use it, as a wingman or JTAC this would bother me). I am just disappointed that although two modules have "corrected" the unrealistic feature of the A-10C, other modules do not follow suit, which I (emphasis on I) see as a step backwards (for the record, I think the ideal way would be to select the code in the loadout menu). And before you mention that the F-5E and Mirage 2000C do not have a TGP, sure, but the kneeboard trick is specifically restricted to weight-on-wheels on both modules, so this indicate a clear intent of realistic limitations.

Yes ,you may get an AV HOT caution if you keep bleed air off, especially with radar, ECM, sensors, etc... running). Note that in-flight, you can supplement avionics cooling with ram air via the AV COOL switch EMERG position. It opens a scoop that allows ram air to cool part of the avionics. However, once opened, it can only be closed manually on the ground. I have no idea if this is modeled in DCS as of now.

We already have the Belsimtek F-5E and Razbam Mirage 2000C that have working ground-only LGB code-changing. To me this is a clear step backwards on the F/A-18C, and I am disappointed that ED did not take notes from what other developpers are doing (I really hoped they would not to the same compromise as with the A-10C - what was appropriate and understandable at the time is not necessarily now). What they should do instead, is the ability to have the IA JTAC change their code according to whaterer the aircraft checking-in has set.

It won't prevent or hamper your second engine start, as APU air does not pass through a bleed air valve (it will however prevent a crossbleed start, obviously). But with bleed air valves closed, you will have no air conditionning or pressurisation. Bleed air is air taken from the compressor stage of the engines and used for the ECS (Environment Control System). When you do the Fire test, the valves close and air is no longer taken from the engines. The idea is to get your ECS back up and running as soon as you can, which is as soon as you have AC power on the aircraft, therefore, after the first engine start.

We would like to do the Mistral MANPADS, but it may be difficult to animate properly (it is not a simple rocket launcher). We will see.

Roland is planned in the next update ;) (the 1 first, and the 2 at a later point).

I don't know much (or anything) about it, but I'd start by taking a look at the clickabledata.lua in the \Cockpit\ folder, and also open the cockpit .edm in the Modelviewer2 (in DCS World\bin). From a quick look, connectors on the switches there seem to be called in the clickabledata.lua.

I must point out that the comms-out procedure is called ziplip or Zip Lip, and not zip line. Here's what the CNATRA CV Procédures publication has to say about it (regarding Case I) (emphasis is mine): Note that the LSO is using visual signal to roger ball the aircraft. Although it is not said outright, it implies that the LSO does not make other calls as well. They also say later that cut lights can be used afterthat to mean "power", so once again, this implies no calls from the LSO.

There are several backup switches that are not marked as emergency switches. For example, Pitot heat: ON is used in case of malfunction (and on the ground for testing). Other similar switches are EXT TANK (NORM/ORIDE), BATT (NORM/ORIDE); I'm sure there are several others. There is also AV COOL, that opens up a scoop to cool the FCC with ram air, which is not yellow-and-black even though the scoop can only be closed manually on the ground. So, not a unique case. Forcing something that should work automatically doesn't always warrant an emergency switch.

I have had IC failed because of Shapes\ld_0.edm and ld_1.edm. Those files exist in native DCS already, and I suspect that the A-4E loading them on top can trigger IC (i usually have IC failed after leaving a server, not when first starting a game). For the record, the ld_1 and ld_0 look the same as the vanilla ones, so I'm not sure what they're for. Possibly removing them from the A-4E might correct some IC failures. For those who have IC failures, what are the culprit files indicated?

I was looking at the Roland ADS in the model viewer, and noticed there is a reload animation for each barrel (arg 83 and 81 or 84), but it doesn't seem to be used in-game. Does anyone know if it is possible to use this kind of argument, and how ? A quick search through the vehicles .lua did not reveal anything. Or maybe it is not possible and the person who animated the Roland ADS got a little to excited.

Interesting, I read the reverse from Hay Stout in Hornets Over Kuwait

I just did start-up and shutdown cycles with 3 start-ups, didn't have the issue. Baz000: you must set your parking brake before start-up (actually you're supposed to set it before shutdown). In your track you are getting a GEN TIE warning. Try again with this in mind and see if it works.

If both generators are online, the other possible cause would be that the AUG PULL is on. This is the bit that's in the center of the bleed air knob. Pull it up and the APU won't shut off until you're airborne. When weight is off the wheels the switch snaps back down (probably, as the maual says it can only be used on the ground) and the APU should turn off one minute after that as usual. Could it be you inadvertently pulls this switch during the cycle bleed air knob phase? PS: In case you're wondering what it does, the AUG PULL makes the APU inject air into the ECS in case the bleed air from the compressor(s) is insufficient (for air conditioning).

Well, I tried and got this

Got it. For what it's Worth, I tested again and pulled 14.7 Gs, though admittedly with > 1000 lbs of fuel. Wings will not snap at the moment. Of course, if in the future we can't possibly pull >10 Gs, it is not really a problem.