Codguy

Thanks Flappie- Was just checking that with one of the squad servers, and it indeed was not (I should have caught that sooner). That explains the difference between the two servers I checked the missions on a little bit ago. Now that VC is enabled on BOTH client and server, the original squadron training map mission works now too, in addition to that test mission I was using, on both my server and the squadron server. We will still probably be using SRS (since VC doesn't yet appear to support MIDS, and a number of our missions use DCS-TTS), but so far having integrated VC activated doesn't appear to affect the ability to use SRS - far as I've been able to tell at least.

Well, FWIW, tested on one of our squad servers (rather than that simple test mission on my own server) and still get the TACAN bug even with Voice Chat enabled client side, so not the entire issue it seems. Will try to isolate further.

It is somehow related to the new integrated voice chat. I did not have this enabled previously as I and my squad intended to stick with SRS for the time being. Accordingly, up until just now, I have had the DCS "voice chat" option un-checked in game options. After seeing Flappie's screenshot (with the DCS voice chat comm panel window open - had a hunch it may be related) Just went in and activated voice chat and re-flew my test mission, and did not lose TACAN at 17 miles as before. Only had time to very briefly test with the Hornet, but new log file attached seemingly without the TACAN issue. Hoping others that have been seeing/not seeing the TACAN issue can adjust voice chat option accordingly to back me up and recreate/confirm this???..... dcs.log

Thanks for working on this for us, Flappie. Sorry, just saw your reply from a couple hours ago. FWIW will attach the latest log with the TACAN issue on the mission that I referenced above (and that worked fine for you). Do see the same .rpc script error, but should just be TACVIEW and SRS left for mods. I'll keep playing around with things this afternoon as well. dcs.log

Same problem as others on multiple missions, multiple theater maps, across 4 squadron servers operated by two different people on two different machines, plus an independent dedicated server that I set up and tested on my own rig (without SLMOD or any other server-side mods installed). Very basic test mission attached below was tested again tonight. Start out in F-18 overhead Kobuleti (CH67) and fly west. Approx 16 miles out identifier KBL disappears from HUD and HSI. Lose Azimuth information at around 17 miles and finally DME at 18 miles. Reverse course to fly east and Identifier, Azimuth, and DME all regained at around 15 miles. Repeated test with F-14 with nearly identical results. Since it works fine in SP, a track file of the MP server test mission replayed in SP appears to work just fine as well. FWIW, to illustrate what we all are seeing, uploaded a screen grab video of test mission described above. OB2.9 TACAN test result screen recoding OB29 tacan test.miz

Afraid I’d just be hazarding a guess so don’t want to give inaccurate info on what specifically the Hornet guys did with/called their radios in practice. For us, we had two radios (or 3 in some planes) that were always channelized the same - so didn't matter which one we used and we just called them (Comm) 1 and (Comm) 2. In general practice, however, comm 1 was used for most everything and we usually left comm 2 for relaying info on squadron or airwing common. Also, comm2 was typically used when talking to civ ATC or some other mission-related agency (E-2/Red Crown/DZ) while still having to be in contact with the boat. Even in E-2s (up front, anyway) radio 1 was almost always the primary for communicating with/around the boat. Imagine the pointy-nose tactical guys could have had a different methodology, but I do suspect COMM 1 was likely always the primary for them as well. Like Bunny said- if you were leading a flight and wanted to switch everyone in your flight to a new freq., you’d typically say something like “flight, push 16”, “flight, push Marshall”, or simply “flight, switch” (as everyone knows the comm sequence and button number anyway).

No worries, wish I remembered more of the less commonly used freqs, but my memory is receding at a slightly faster pace than my hairline... Strike was a function/controller physically aboard the CV, that managed air traffic and certain mission operation functions farther out than what would typically be handled by departure/approach/marshall. Somewhat roughly equates to an AIr Traffic Control Center vs Approach controller in the civilian sector. You’d check in with Strike first when approaching the carrier, and check out with them last if departing the carrier (or possibly stay under their control/surveillance the whole time if you were staying in the general area). Red Crown was the agency responsible for ID-ing all air traffic inbound/outbound from the CSG more from an air defense standpoint, vice an air traffic control standpoint. You’d have to check in/out with them if you were leaving the area and they would be responsible for interrogating your Mode4 (IFF) and basically making sure you were who you said you were before getting handed off to the CV controllers. Red Crown was typically aboard the AEGIS equipped Tico cruiser, or maybe a Burke DDG. More or less the function of Red Crown: https://en.wikipedia.org/wiki/PIRAZ

Has been awhile- so things may very well have changed and I certainly don't remember all of them, but of the ones I do remember- the following was standard (at least among the west coast boats/CVWs, anyway) at one point in time. 1- Tower/Paddles 2- Departure 3- Strike 4- Red Crown 5-9 Various Tactical/Mission/CVW discrete freqs 10- Squadron Tower/CATCC rep 15- Approach 1 16- Marshall 17- Approach 2 (if more than one was needed or discrete for emerg. aircraft) 20- Squadron Common The actual frequencies mind you, could/did change periodically- so every time the comm card would be updated the AT's would need to re-channelize all of the aircraft radios, but the "button" number would remain the same.

The corrections Hedgehog mentioned worked for me as well. Spool- just curious, do you run the Winwing PTO panel / SimAppPro by chance? If so, I wonder if SimAppPro is the culprit and actually modifies the default.lua in the background? I don't (knowingly) modify my default.lua either, but I just noticed this afternoon that the 2.7 build on my server machine does NOT have the separate carrier, field, and carrier/field mapping options. That build only has the single carrier/field option as Fox2 suggests. I do, however, run the Winwing panels and SimAppPro on my main machine, and all three binding options have existed for quite some time- so my guess is that SimApp actually modifies the default.lua and may explain why Fox2 doesn't see all three options, yet we do. Even when I repair the build, thinking SimApp may just immediately overwrite the "repaired" default.lua the second it launches (since it is set to launch with DCS in my case).

F-14’s Turn/slip indicator is right above the VDI, below the Master Caution .

Exactly as Razor said. Don’t think of the “2 minute turn - 1 minute leg” as a rule. It’s just “gouge” one can use to create a plan for how you are going to make your push time. As for timing your turns, one way to do it is to reference your standby attitude indicator (immediately below the right DDI). You’ll notice at the very bottom of the gauge (below the slip ball indication) is a white needle with three white reference marks. The white needle will be aligned with the center reference mark when you are not turning. As you turn, the white needle will deflect left or right depending on your direction of turn. Assuming a left turn in the marshall stack: A one needle-width deflection (needle halfway in between the center and the left reference mark) represents a 90 degree per minute rate of turn. A two needle width deflection (white needle lined up with the left reference mark) represents a 180 degree per minute rate of turn. So, if you want to complete a turn at one end of your holding pattern (180 degrees) in 2 minutes, you’d adjust your AoB to keep that needle displaced halfway between the center and left reference marks. Once you get established and stable with the correct turn needle displacement then can see what angle of bank that results in for your given airspeed and rely more on the hud. That’s probably the hard way, lol. I’m sure GB or any DCS hornet pilot who has played around more in the stack than I have to this point can likely just spout off a good AoB that gets you in the ballpark at 250 knots. Still, not a bad idea to know how to reference/utilize the turn needle as that will work for any airspeed you happen to be holding at.

Couldn’t agree more. In spite of its current bugs/shortcomings the SC even in its present state is far and away better than anything I ever imagined would exist in a consumer level carrier ops simulation. I try to remind myself of that whenever I get frustrated with things not working or being technically correct. Since it appears that they are differentiating the sequence/crew animations somewhat depending on the type of aircraft, would be nice if they (eventually) also ditched the launch bar lower animation for the Tomcat in favor of a more correct “kneel” animation. (Arms straight out at 1 and 3 OC, palms facing, then clamp together - like an alligator closing it’s jaws). May simply fall into the trivia/minutiae category, but when stopped just short of the catapult lead-in rail the taxi director would give Tomcats the kneel signal which subsequently unlocked the launch bar once the pilot compressed the nose strut. The Catapult PO then manually lowered the launch bar. I believe the pilot could also raise/lower the launch bar from within the cockpit (nws deflection a certain amount or use of the guarded abort switch) if needed, but don’t believe it was very common to have to do so short of a suspended launch. I guess with all of the features promised as “in development” still for the SC, developing additional animations may not fall high on ED’s priority list, but eventually would love to see both the kneel animation and a “Tension” animation (for all aircraft) from the taxi director before being handed off to the shooter.

The best way to hopefully explain it is that the holding pattern in the Case 2/3 marshal stack isn’t “fixed” to the degree that a published civilian pattern is (ie specified x minute or x mile legs). Only requirement is that you stay on the protected side of the pattern (left) and hit your push point on speed within +/-10 seconds of your EAT (EFC equivalent on the civilian side). Other than that, you are free to do what you need to do in order to hit your point and time. Assuming a standard rate turn on each end (1 minute each) or half standard (2 minutes) you then play with your leg length timing to adjust your pattern as needed. It is very rare to not have more than one turn in holding - one generally plans to arrive in plenty of time to make their overhead/recovery time (being late is no bueno). This also gives you time to tweak your pattern as needed if your first pattern’s timing didn’t work out quite as expected. Worst case, if you are on your last inbound leg and you realize you are going to be early you have some options: slow down for a bit (as long as you accelerate back to 250 by the time you commence), small S-turns towards the protected side, etc. If you realize you are a bit late, then can accelerate on the inbound leg (again, slowing back to 250 as you push). Again, the actual holding pattern itself is not fixed other than the direction of turns. Should Marshall need to adjust your push time, they can do so by making a “99-Delta x” call, where X is the number of minutes you should add to your previously assigned approach time. Or, more commonly, they will just announce “99- standby new approach times”, and then will individually assign a new approach time to each aircraft in the stack as time/comms permit. At that point you start the process all over again of determining how many and how long of a holding pattern(s) you are going to fly to meet your new push time. Happens quite frequently, especially on crappy days/nights as aircraft bolter and the bolter/waveoff pattern gets crowded. They obviously don't want more guys commencing their approach (and burning more gas down low) until the pattern clears out a bit. As already stated, there is no further clearance like there is on the civilian side. You commence at your assigned approach time unless told otherwise. It is possible that they take you early (Ie. low state, aircraft issue) in which case they may clear you to turn inbound immediately or even give you a vector outside of the stack so that they can descend you more quickly - same as I’m sure you’ve experienced on the civilian side.