Recluse

I just had this exact thing happen to me!!! I was patting myself on the back for a really smooth landing on the Tarawa and as soon as I unlocked the tail wheel to park I got this warning as well. I have really abused the tail wheel lock/unlock on Land Bases and never had this happen

Thanks, but the post of mine that you quoted was made Jun 9th after the previous patch where all it said was: My question was WHAT changed in the Central Position Trimmer Mode Implementation. Probably doesn't matter as it didn't really change anything about the way I was flying and trimming

Yes. If Force Feedback is checked, none of the TRIM options actually work. When I had that happen, I didn't see the other behavior described, though. When I enter the cockpit, my cyclic and rudders are a bit off, so I have to do a quick wiggle to recenter them. My collective stays reasonable stable, though when I first touch the collective, I get a little jump and ROTOR RPM HIGH warning, but it doesn't cause any drastic change in the helo attitude. Also, I usually leave my collective (just regular throttle) fully "down" but at the MIL power detent vs. through the AB detent, so I do start off around 29% or so, which isn't quite enough to cause bad things to happen, but I probably should "zero" it out through the AB detent.

All others are answered above. This one caused me some initial confusion: The TADS is below the visible part of the nose from the crew compartment and shielded within a housing. You cannot see it move from the Pilot or CP/G seat but it DOES move with the crew member's head when TADS is selected (either as the TADS as sight slaved to the GHS as ACQ or as the Night Vision source for the Pilot/Gunner) OR when the TADS is moved manually. The PNVS, on the other hand, is mounted ABOVE the TADS and you can very clearly see that moving with your head from the Pilot's Seat when PNVS is selected as the night vision source.

The Throttle affects the SPEED of rotation of the blades. (Though rotor RPM is affected by TORQUE (the resistance on the spinning blades)) The Collective affects the Angle of Attack (pitch) of the rotor blades. In the Apache, you set the THROTTLE to FLY and leave it there. I am sure that in other, less sophisticated helos you ALSO have to manipulate the throttle to maintain Rotor RPM when countered by resistance and torque) Lift is generated by the pitch of the rotor blades. Think of the rotor blades as WINGS (hence the term ROTARY WING aircraft) that generate lift by spinning vs. being propelled through the air by a propeller or jet engine on a "FIXED WING" aircraft. Also, I have to opine that Comanche 3 was NOT a good simulation of helicopter flight, though, possibly the RAH-66 was designed to fly differently from a standard Helo via computer wizardry. All I know is when I went from Janes Longbow/EECH and any other attempt at a realistic helicopter simulation to try Comanche, I was perplexed by the flight model where the collective/throttle was more like an elevator control that went up and down. Forget everything you learned from Comanche 3.

Decided to quote WIKIPEDIA instead of my interpretation which would no doubt be flagged by people who actually KNOW something Cyclic The cyclic control, commonly called the cyclic stick or just cyclic, is similar in appearance on most helicopters to a control stick from a conventional aircraft. The cyclic stick commonly rises up from beneath the front of each pilot's seat. The Robinson R22 has a "teetering" cyclic design connected to a central column located between the two seats. Helicopters with fly-by-wire systems allow a cyclic-style controller to be mounted to the side of the pilot seat. The cyclic is used to control the main rotor in order to change the helicopter's direction of movement. In a hover, the cyclic controls the movement of the helicopter forward, back, and laterally. During forward flight, the cyclic control inputs cause flight path changes similar to fixed-wing aircraft flight; left or right inputs cause the helicopter to roll into a turn in the desired direction, and forward and back inputs change the pitch attitude of the helicopter resulting in altitude changes (climbing or descending flight). The control is called the cyclic because it changes the mechanical pitch angle or feathering angle of each main rotor blade independently, depending on its position in the cycle. The pitch is changed so that each blade will have the same angle of incidence as it passes the same point in the cycle, changing the lift generated by the blade at that point and causing each blade to change its angle of incidence, that is, to rotate slightly along its long axis, in sequence as it passes the same point. If that point is dead ahead, the blade pitch increases briefly in that direction. Thus, If the pilot pushes the cyclic forward, the rotor disk tilts forward, and the helicopter is drawn straight ahead. If the pilot pushes the cyclic to the right, the rotor disk tilts to the right. Any rotor system has a delay between the point in rotation where the controls introduce a change in pitch and the point where the desired change in the rotor blade's flight occurs. This difference is caused by phase lag, often confused with gyroscopic precession. A rotor is an oscillatory system that obeys the laws that govern vibration—which, depending on the rotor system, may resemble the behaviour of a gyroscope. Collective The collective pitch control, or collective lever, is normally located on the left side of the pilot's seat with an adjustable friction control to prevent inadvertent movement. The collective changes the pitch angle of all the main rotor blades collectively (i.e., all at the same time) and is independent of their position in the rotational cycle. Therefore, if a collective input is made, all the blades change equally, and as a result, the helicopter increases or decreases its total lift derived from the rotor. In level flight this would cause a climb or descent, while with the helicopter pitched forward an increase in total lift would produce an acceleration together with a given amount of ascent. The collective pitch control in a Boeing CH-47 Chinook is called a thrust control, but serves the same purpose, except that it controls two rotor systems, applying differential collective pitch.[3]

Wow that is really strange! Not only 2 misses, but the 2nd and 3rd MAV-E went to exactly the same spot! I don't know if Smoke and Flame causes issues with the Seeker tracking the LASER, but I have done similar attacks and never saw this happen. Wouldn't explain the perfect tracking to the same spot on the ground, though. I don't know if you were carrying a FLIR pod, but you could try putting on the LST and see if the JTAC is really illuminating a target, of if for some reason, they are lasing the spot on the ground. I have never seen this. I flew it and exactly the same thing happened to me. I did turn on the LST, and, indeed the laser spot was on that piece of ground next to the first target. Very odd. I have been having various oddities occur with the Mission Editor JTAC but this is new! For grins, I edited the mission to use the CTLD script with AutoLasing JTAC. Every missile hits! (so I guess the smoke and flames weren't affecting the laser) I have been moving to CTLD instead of the built in JTAC due to various oddities. Downside is the lack of communications. Everything happens auto-magically with only the visual messages. I think CTLD allows some Text to Speech voice comms with SRS, but I don't use SRS, so I never messed with it. When I flew it the JTAC targeted the Tunguska first, so that threat got eliminated early . Could prioritize the Tanks so the JTAC doesn't designate the Tunguska if you want to practice tactics for live SA-19's. So, the issue does appear to be with the JTAC not the AGM-65E or anything you are doing wrong procedurally. f18c_a2g_tank_convoy_agm-65e_CTLD.miz

I can't tell exactly from the screenshots if this is your issue, but the closer you get to the target, it is possible to lose the radar track due to the narrow radar constraints. In the screenshot, it seems you are extremely close. Since you need to illuminate the entire flight time, SLOW down and adjust aspect to keep in constraints.. The TPOD has a better chance of keeping a lock on the target when in close, so it is usually preferable to switch to the FLIR as the sensor maintaining the System Designation as you can get further offset and maintain lock than you can with the Radar. Sometimes easier said than done. For Fire and Forget weapons like AGM-65F the radar works great. For GBU or AGM-65E where you need to maintain a radar lock as you get closer to the target, the TPOD is a better choice. For moving targets, it is kind of a pain to do this. For static targets, it is easy to just bring up the TPOD and designate with TDC. For moving targets, you need to work harder to get a PTRK. Currently there is a (bug?) behavior where if you switch TDC to the TPOD while you are tracking a GMT or SEA contact, the radar will drop the lock, but you can bring up the TPOD to get a visual as long as you don't switch TDC to it. I have a TRK file in this thread that illustrates that. (Not quite the same issue, but similar in that you will be able to track the target longer with FLIR as the Sensor providing the Designation) Here are a couple of new tracks: (Persian Gulf Map) 1) Kept radar lock only FIRE MAV-E and drove in close. Lock Lost 2)Switched to FLIR and generated PTRK. FIRE MAV-E Drove in and maneuvered to keep FLIR on target HandofftoFLIR.trk LostRadarLock.trk

For AH-64. Anyone know what was 'fixed'? Haven't flown it yet since patch, so maybe it will be evident

Yeah

Thanks, to clarify, the issue is not with THREAT CIRCLES, but with actual Target/Threat points in the Apache database. The logic does appear to be related. You are spot on. Checking HIDDEN ON MFD makes the Target Points disappear. The reason only SA-8 and SA-6 appeared was due to their radars. When I placed units without radars, they didn't show up, but when I placed other SAM S&T radars (where they were not part of the TEL) they did indeed appear as Target/Threat points. OK.. problem resolved.. Thanks!

Not sure if this was reported: - I noticed that when I enter a mission with SAM sites, they auto-populate the Threat/Target points in the COORDS section. Helpful, if maybe a bug. - I noticed that they auto-populate EVEN when the SAM units are set to LATE ACTIVATION and are not present on the Map. Steps to Reproduce: - Create mission with SAM units (I saw it with SA-8 and SA-6). Note COORD page is populated with T01-T0x for placed SAM units -Set units to LATE ACTIVATION. Note COORD page is still populated as above Track attached. Sorry for all the scrolling on the map. I was using the SCRATCHPAD mod to capture the coordinates for comparison to the TSD, but I forgot that this overlay is not captured in the TRACK. Still you should be able to see that the COORDINATES for the LATE ACTIVATION SAMS are the ones that a populated at the beginning of the mission. Track is in Persian Gulf map. Edit: I tried with other SAM units and they don't all seem to show up. The SA-8 and the SA-6 STR radar unit DO. Late Activation Targets.trk

You can set the MSL ACQ to SKR. That way, at least when in a LOBL mode, you will see the CUED LOS cross representing the JTAC's Laser spot. This is basically LOBL except with the remote lasing. This will help you orient yourself for the best shot and also give you a clue that the Seeker has found the laser. You can still miss if you fire too far off "boresight" Most times you will get a warning, but what can I say? Sometimes between pulling the trigger and the missile coming off the rail, my Apache might just yaw a bit

Yeah, once you ground stabilize the TGP in the vicinity, it is easier to slew it and pick up the scattered vehicles. If close enough you can also use the Maverick seeker, but, that is a lot trickier.

You SHOULD be able to immediately switch to Maverick Seeker once you have a GMT Lock and Uncage the Maverick to the GMT target. I do this all the time with SEA Radar and SHIP Targets. I usually put up the TPOD to see the target but I do NOT switch TDC to the TPOD unless I am needing to fine tune the lock or switch target. - Early on, when you had a GMT lock (see RDR in HUD as indication of designating Sensor) and then switched to TPOD, you had to essentially switch the Designating Sensor to TPOD, or, in the case of an LGB attack, you might get out of the RADAR field of "view" when very close to the target. Usually this meant undesignating and re-acquiring. - CURRENTLY if you have a RADAR Lock and switch your TDC to the TPOD, the TPOD will automatically become the designating sensor, (See FLIR in HUD) which is something you MIGHT NOT WANT to happen. There are some bug reports on this which I will try to link to if I can find them. (NOT SURE IT IS REALLY A BUG) IF you put up the TPOD but don't switch TDC to it, you can maintain the Radar lock while getting a visual on the target. EDIT: Probably should move this discussion out of this particular thread. (and I can't seem to find the report about automatically switching Sensor to TPOD) So you see what I am talking about, though, see attached track: - SEA radar lock up ship at 50 miles - Switch to MAVF - Seeker uncages and snaps to target area. NOTE RDR in HUD - Enable TPOD, too far to see anything but the TPOD is pointing at the target - Move TDC to TPOD.. Note RADAR loses lock (RDR no longer appears in HUD, but neither does FLIR because it isn't locked either, just ground stabilized) - Mess with TPOD to get an AREA track, FLIR appears in HUD. - At around 18 miles, I do manage to get a Point Track on the Moving Ship. - From what I can see, the MAV remained locked on from the beginning by the upside down triangle. Switching to MAV seeker you can make out the ship under the MAV reticle (though at this point it might be cued to the FLIR PTRACK. Pretty sure the Mav seeker symbol hadn't moved since initial lock) RadarFlirMav.trk

I have that problem often. USUALLY successive CAGE/UNCAGE cycles will get it to lock, but sometimes have to Undesignate and Slew ever so slightly to get the seeker to lock. Not sure if it is an "LOS" issue or a "CONTRAST" issue (though we know that DCS doesn't really model contrast as such) or sometimes the Maverick will lock on to something ELSE and you can see the Maverick Seeker triangle slightly offset from the TGP diamond.

I haven't looked at the TRACK yet... but... Are you confusing CAGE/UNCAGE with ability to SLEW the seeker? If you have a target locked by another sensor and hand it off to the MAVERICK seeker, you cannot slew the MAVERICK seeker unless you UNDESIGNATE the target. The Seeker will remain GROUND STABILIZED (for that missile) so you can Slew around near the Target that is handed off and lock something with the seeker itself. Once fired, the next missile will be boresighted. In my experience with the AGM-65F, when I handoff a target from the TGP (maybe also GMT, I don't recall) the FIRST missile automatically uncages and attempts to lock onto the point. Subsequent target handoffs require manually UNCAGING. YES you need to hold down TDC DEPRESS to slew the seeker unless you turn off REALISTIC TDC SLEW in SPECIAL OPTIONS.

Works fine for me too. I don't always get a LOCK but it always uncages for me Have you checked you control binding to make sure you don't have something funny going on with CAGE/UNCAGE? Does CAGE/UNCAGE work OK with other weapons such as AGM-65E or HARM Handoff, or caging VV in the HUD with cross wind?

Here: By default: R (Release, Forward). When held, releases the force trim system and attitude hold mode. When released, re-engages the force trim system, using the cyclic’s current position as the new center point. • AT (Attitude Hold, Left). Toggles on or off the selected attitude hold mode (position, velocity, or attitude hold). • AL (Altitude Hold, Right). Toggles on or off the selected altitude hold mode (barometric or radar altitude). (NOT YET IMPLEMENTED) • D (Disengage, Aft). Disengages attitude and altitude hold. (not sure if this is Implemented yet) I bound my Down to the RESET TO DEFAULT option below the TRIM options Attitude hold does different things based on your speed. See below for WAGS' video on it. null WAGS explains ATTITUDE HOLD:

This .trk is so small you can do that. For longer tracks that get very large, you can open the .trk file with 7-zip or similar app and remove the large track portion while retaining the mission information. This is how you can take over and fly from a track replay as all the mission info is there. So you could remove the TRACK and TRACK DATA folders first, but this one is so small it doesn't really matter. BTW, targets are at WO1 in the Apache.

Also, if you want to try something in a more controlled environment, you can take my TRK, change the extension to .miz and fly it. Apaches at Kobuleti, short ingress to old Kobuleti with unarmed targets. JTAC autolase on 1688, so no need to change anything just to verify proper function. I have always gotten constant lasing of all targets. You can also spawn new targets via the F10 menu which will also spawn another JTAC (AFAC) lasing on 2111 (default Channel B) to see if the channel affects things. (This is kind of my all in one training mission, so there are other aircraft to fly, Carrier ops etc., Just pick one of the 4 Apache clients at Kobuleti).

Post a track if possible.

Happy to have helped!

Unfortunately, I don't think this can be done currently from the back seat. Maybe when the LST is implemented, it will allow a Target point to be generated. I definitely could be wrong here. The CPG could slave the TADS to the SKR ACQ and STORE, but I don't think the Pilot has any way to do this. I think the best you can do now is to put your Pilot Helmet Sight over the dashed cross and ask GEORGE to target it and store it. If you punch in the coordinates from the JTAC, though, you can generate a Target or Way point and select it on the TSD to get ranging information, and also set that TGT/WPT as the ACQ or DIR steering point.

You are there!! Ready to rock with JTAC on 1113! Note that it is not necessary to do the ACQ-->SKR. It just makes it easier for me to have a visual cue as to where to point the aircraft without punching in Coords to orient myself. Of course, the SKR cue doesn't give you any indication of RANGE. As the most common usage would be in a LOAL mode, when the target designation is possibly masked, you won't see the CUE anyway, but it is good for quick orientation of LOBL attacks with known range. It will show ?SKR until your MASTER ARM is on and HELLFIRE's are WAS'd Once you change a FREQ for a CODE as CASMO showed, you can select that as a CHANNEL CODE as well. Here's a short .trk, but you already got it. Set ACQ to ?SKR I changed the FREQ for Channel Q to 1776, then selected it as the PRI CHANNEL. Then I Armed (with GROUND OVERRIDE) and WAS'd Hellfire Channel Change.trk