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Everything posted by Chain_1

  1. You are correct in that the a/a channels should be 63 apart, e.g. lead sets 29Y and two sets 92Y with both in a/a t/r mode. You should at least get distance with this set up, but it depends on the aircraft if you get bearing. I think there's an ongoing issue with a/a tacan across all airframes, because I couldn't get it to work this weekend in the A-10.
  2. You need to keep the azimuth steering line in the circular part of the flight path marker. Every time you do that it drops. If the ASL is outside that circle, there's no drop. I guess you're too far off course at that point.
  3. Not every plane needs it. The air required for engine start is provided by the A-10's APU.
  4. For ours, at least, you need an external ecm pod. I also find it odd that the switches are defaulted that way, especially when no pod is loaded.
  5. 160 may be good, and it may not be. Rotation speed will depend on aircraft gross weight and weather conditions. Power setting and pitch angle also play a factor.
  6. The issue in this track is that you have the mavericks in vis mode. If you want to use the mavericks with the tgp they need to be in pre mode. You can cycle through the mav modes by pressing the crusor enable button, or the appropriate osb on the mav display. In vis mode you have to aim and lock the maverick manually. Edit: Another issue is that your mavericks aren't boresighted. I boresighted them on a small house in one of the villages, and after doing that it works as advertised.
  7. I'd need to see a track, then.
  8. Make sure you're in Auto handoff mode on the TGP. The checklist you posted doesn't specify it, but you need that if you want the mavericks to lock automatically. If you're in Manual handoff mode, you'll have to make the mav soi and lock the targets yourself.
  9. @BIGNEWY I can PM you a checklist excerpt showing we use air-to-air tacan for refueling or a pic of our HSI showing the indications we get (i.e. distance but no bearing) with a/a t/r if you'd like.
  10. Yes, everything goes through that radio. Our other radios are used for things like ATC & C2. Even if the ARC-164 failed for some reason, the frequency would still be the briefed uniform frequency. Some jets, like the F-16, have "boom interphone" after a contact condition is established, but that would be pointless in DCS unless/until they make a boom operator minigame.
  11. My thought is that the mission is not designed accurately (in that respect, at least). I think the same thing when people use victor for air refueling frequencies. Our a/r radio is an ARC-164, it's UHF only.
  12. Don't look at the numbers since they may change with altitude. Instead go to external view (active pause on) and look for the fire glow in the engine; that's the beginning of afterburner. I have my throttle set up (not wingwing but the principles are the same) to where afterburner kicks in right after I push past my detent. This corresponds to the sound of the in cockpit detent being pushed through. Note that you may have to select user defined when adjusting your throttle axis in DCS and tweak it to get it exactly where you want it.
  13. That's for the ARC-210s, not MIDS A/B. You're correct that if you are in P you will get only static from someone who is in C, since your radio isn't set up to decrypt the transmission until you also are in C. The C stands for "cipher" if you were wondering.
  14. Current 135 guy here. It hasn't changed. We still use a/a t/r on our tacan and still only give dme. If people want bearing they need a KC-10 or KC-46 now.
  15. You're correct on the meaning of chicks in tow, but the meaning is that OP is cleared to 1 mile trail. If the left wing is clear, though, he could go there (though not while F-16s are being refueled due to the speed difference, (200 KIAS vs 315 KIAS)). This call is somewhat ambiguous, though. Hopefully tanker comms get a rework in the future.
  16. Same for me. The completely coupled approach I got worked fine re: pitchdown, but if I'm using autothrottle without acls the jet drops like a rock and prangs on. Sometimes the hook catches and sometimes it doesn't.
  17. Same here, can't get it in to mode 1 on the datalink. I have good indications up until then, other than the verbal hold dme and the link 4 pointer not really aligning, i.e. told to hold at 23, but link 4 points further out into the 30s.
  18. That's a workaround for now, yes, but the issue remains that we should be in in a/a t/r, and that currently doesn't function correctly. We'll see what the next patch notes say. Edit: Looks like this has not been corrected in this patch. @BIGNEWY what can I, or any other tanker bros, do to help convince the team to get this back to the previous correct implementation?
  19. That's because that post is about the F-18, hence its location in the F-18 forum.
  20. @Top Jockey That's extremely interesting. Your first two bombs never catch the laser and fall ballistically, as expected in an auto drop, and land about 7.5 miles short. The other two do hit, and I can duplicate it now that I see how you do it. I tried it at 25000, dropping one at 13 mi and a second at 12 mi (replicating your drop distances, using the same speed of 566 KTAS/.93M), and the first one runs out of energy and fall short, but the second connects. I guess the parameters above were just a bit optimistic (that extra 4000' does help). As others have pointed out, the GBU-10 should have the "bang-bang" flight controls, which one would think would bleed off the bomb's energy. In any case, it's an interesting technique. I never would have thought to use MAN mode like that. We'll have to see what we can do with the Viper's MAN mode when it comes out.
  21. I'd like to see a track of you doing this with a GBU-10 in the Hornet. I've tried this multiple times just now with your parameters and get nowhere near the range that you claim you get. At the range you say you're getting out of a GBU-10, the only thing that I am in range for is a GBU-38 at about 16 miles. GBU-24 is max range at 9 miles, and GBU-10 and 12 command release at 5 miles and change.
  22. I don't find it particularly sluggish at proper aar speed (315 kn), as the power setting is high enough. Part of the issue is the single engine nature of the viper, which is why it isn't as sensitive to throttle inputs as the twin-engine hornet. I too find that I need a bit more physical throttle to produce as rapid a speed change as the hornet, but you don't necessarily want that when you're refueling. As others have said, practice, practice, practice. With more experience, you'll learn to anticipate throttle changes. Also, zooming out a bit helps so you can see position/closure changes with your peripheral vision. As for other possible reasons, what speed/altitude are you trying to refuel at and what stores do you have?
  23. I have a 3080 ti, 9700k, 32gb ram, and a 500 gb m2 drive only for DCS, and a 32" monitor. Everything is cranked up and it runs smooth as silk. Something else might be going on in your system, methinks.
  24. Works fine for me both with and without radar. If you post a track we'll be able to see what you're trying to do.
  25. A point of order. The aircraft category A-E on the bottom of the approach plate has to do with the aircraft's speed, not it's approach equipment. The A-10 (and other US Fighters) absolutely can shoot CAT I ILS approaches because CAT I is the basic ILS, and said fighters have ILS receivers (though you are correct in that they do more VFR approaches than IFR). You would be further correct if you were to say that those fighters could not shoot CAT II or III ILS approaches, as they aren't certified (though I would have to check their -1s and vol 3s, to be sure).
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