GumidekCZ

null@BIGNEWY Please, re-open this bug report. There is for 100% bug in blind evelevation areas inside of scanned box.

datalink shared HARM sensor with angle only, can be extremely useful when multiple datalink connected HARM equiped pilots join their angles to estimate SAM position. C2 can than create new threat track and share it on net.

Wide Area Surveillance In the surveillance picture, the JTIDS network perhaps plays its greatest Air-to-Air role. Each JTIDS User (JU) can report on tracks, which may be hostile, unknown, or even friendly but not on the network, The C2 unit on that given network may also have sensor or other information which can add to a given track, or contribute new tracks to the overall picture. The C2 unit and other methods work together to ensure that each physical entity is represented by only a single track on the network, and that each entity that any JU has information on is at least represented by one track. This is something like a MACRO version of what the F/A-18 has integrated for years, Multi-Sensor Integration (MSI). With MSI, the FA-18 may detect a target on the radar from long range, then the onboard Forward Looking Infrared (FLIR) may be slewed to that target. If Link 4 datalink was available from the E-2C, and the E-2C was tracking this contact, its datalinked trackfile may be displayed in the FA-18 as well, and still other sensors may be receiving information on this particular contact. MSI utilizes the mission computer in the F/A-18 to correlate these inputs from different sensors into a single trackfile if possible, creating one track that has a greater amount of known information available. With Link 4, however, often the datalinked file and the aircraft detected file would be a mile or more apart in space, and correlation was not possible. The JTIDS network using the C2 unit, correlates with much higher accuracy, ensuring greatly decreased ambiguity, and using sensors from multiple systems on mutiple air or surface vehicles, thus creating an extremely accurate and complete picture of the combat environment. Including the surface information, this is known as the Recognized Air and Surface Picture (RASP). Also included in the RASP are Surface to Air Missiles (SAMs) Surface and ground tracks, and electronic warfare information. Wide Area Surveillance will also distribute information such as points and areas of tactical significance. Source: https://trace.tennessee.edu/utk_gradthes/2266/

What if EXP works really only around the cursor? So the usage may be as desribed in picture - just SA page magnifying glass, which you can slew around.

Simple question: Would any helicopter producer military or civilian implement system, which is very very frequently used and near ground (where attack helicopter mostly operate) would bring pilots near death if accidently only quick pressed? Edit: I can imagine behaviour like if quick pressed, that not all amount of cyclic offset would be accepted to the new trimmed state. But OVERTRIM? Btw., every other rotorhead in DCS will NOT overcorrect if quick pressed. May faults are there, not here

Thanks very much @Schlomo1933for your effort of explaining me things how they are right now. But still, let's keep it as a Bug, till someone from ED come up with proof that this is how it should work, even if it make no sense to behave like it is now. So for now I'm just patiently waiting.

Flight model Overtrimed state if trim button pressed. Resulting overtrim result depends on direction and size of actual cyclic correction when trim button pressed. I can repeatable bad results when takeoff with cyclic set to stable hover possition, and than press Trim button. Also when accelerated into straight flight with cyclic set to stable bank and pitch, if trim pressed, the pitch will quickly decrease (nose down) and if near to ground and not corrected, it will result into crash. If than corrected back by cyclic and pressed trim once again, it will result in 5-10° more pitch up then was in time of trim press. So I have to do two more repeats with trim pressed and correcting overtrim, after only minor cyclic correction is needed, Im able to stabilize my flight with just minor cyclic corrections as usualy. This wrong quick trim press behaviour BUG is present now also in Black Shark 2 (probably copied from it into BS3). Ka-50_2_quick_press_overtrim.trk Ka-50_3_quick_press_overtrim.trk

I found another issue with trim: Either trim mode set in special menu will end with overtrim (almost doubled the commanded cyclic stick offset), IF TRIM BUTTON PRESSED QUICKLY. If held for more than second or two, everything goes without problem.

Most ridiculous thing is, that all DCS street lights are HOT even during day. IR target acquisition and tracking is about size and contrast.IF Big triple od double light (not the pole) overlay the moving target, than the seeker may be stay locked on lamp, but the seeker definitely shouldn’t jump on lights when nearby. Single light street pole is not big and hot enough when compared with moving vehicle heated surfaces.

New Tracks with Bugged SON-9 & KS-19 Three atmpts to shot F/A-18C flying 0.8M near Bandar Abbas by KS-19 & SON-9 - I used Night / Day time and altitude of Hornets 30k and 25k. BROKEN, BROKEN and again BROKEN 1st attempt: Late radar acquisition, guns started aim, but immediately stucked in rotation around its axis without single shot. (Night, Full moon, Hronets at 30k) 2nd attmept: Late radar acquisition, guns started aim, immediately freezed not following aim on targets - without single shot. (Day, Hronets at 30k) 3nd attmept: Late radar acquisition, guns started aim, fired few rounds but quickly freezed not following aim on targets - (Day, Hronets at 25k) KS-19_not_firing_with_SON-9_Bug.trk KS-19_freezed_with_SON-9_Bug.trk KS-19_rotating_with_SON-9_Bug.trk

My liverys of retired Czech Air Force 9804 with his brother 9801, .... after 9801 camouflage color tint and roughmet texture correction.

ED took any terrain color and changed it into yellowish-orange sand color. On top of that, ED wiped out textures of any sign of typical grass or bushes - according to me, NTTR map is how it should look if done by professional team. From high alt, it doesnt really matter, but at medium to ground level

@BIGNEWY We "Hornet community" would like to kindly ask of any proof from ED side, that INR at ATFLIR have different behaviour from LITENING pod. (F-16 DCS manual): INR (inertial rates). In INR mode, the TGP maintains its LOS on a position using only inertial integration. Good vid about usage by WAGS.

It doesnt matter which tracking INR/SCENE/AUTO you use, all three continuosly updating distance even without TDC depress = WRONG, No Laser measurment should be done. No one on battlefield wants to shine targets by laser unless necessary for getting accurate coordinates or wpn delivery. This make AUTO low level delivery (CCRP) or LOFT attacks after ATFLIR target designation almost impossible. ATFLIR_INR_Range_BUG.trk

now ATFLIR SNOWPLOW mode can be initiated ONLY from INR tracking mode. When AUTO or SCENE tracking, and you press UNDESIGNATE, you will be in INR (no tracking) from which SNOWPLOW cannot be initiated by pressing UNDESIGNATE second time = BUG If you press UNDESIGNATE twice quickly, you will go to VVSLV and for a split of second you will see the SNOWPLOW cross. ATFLIR_SNOWPLOW_ONLY_from_INR_Tracking.trk

ATFLIR IR mode - when AUTO (gain/level) adjustment unboxed, but picture is still automaticly adjusting exactly same as in AUTO ATFLIR_IR_AUTO_OFF_still_adjusting.trk

Any progress here? @BIGNEWY this drift is huge all hornet owners HATED issue when operating ATFLIR and the drift make no sence to IRL usage.

It depends on seeker design and processing unit software (generation of IR missile), or if flares are just very old ones or more recent multispectral or even more recent with small fins and own propulsion. On the IR vid from show, there is sadly no plane with engine at idle to compare with MIL.

May be some of you already noticed my other report about FLAREs and IR seekers, ingnorign FLARE untill the missile is launched: @BIGNEWY You said: "when deployed effectively", what I was out of burners all the time, I poped 80 Flares and turned hard into missile to increase aspect and hide my engine exhausts. I could have done different evasive maneuver, but the result would be almost the same. I know that FLARE program, release timing, maneuver is matter of IR guidance sensor performance (generation of IR seeker with it technology) but even me, Im not expecting to be modeled in DCS any time in future of DCS sim. But just simple airplane aspect, IR emission coefs for Gate/Mil engine setting, size of flare - all packed up by just some dice rolling chance of success - I thing that sim game like DCS deserve more than that.

I would like to report Doppler gate BUG. Doppler gate relative radial velocity value of radars are frequently ignored, which results in some case to double of the Gate speed (attached F-15C Tacview files), or on the other hand, Su-27 able to track and launch R-27ER even if you are in almost Perfect Notch. (In Tacview you can choose to view the closure speed between two selected objects - I have very good corelation between RWR indication position and Tacview closure speed). (relative radial velocity = closure speed – ground speed of interceptor) I also tried to notch in different co-altitude with interceptor, which resulted in even more weird results: I was able to notch F-15C up to 25 kft (from Tacview calculated that notch made with double size of DopGate speed), At higher altitude of 30kft, the DP speed limit decreased from double to almost “zero” => unable to notch even if relative radial velocity lower than 10 knots (roughly 5m/s). When same test done with Su-27, even though the N-001 radar have 1/3 bigger doppler gate (less sensitive), the Su-27 was able to keep lock on me, when I was at almost perfect notch at 20 kft. I suspect, that DCS Su and MiG can use its OLS-27 and KOLS infrared sensor to keep lock on you and guide the SARH missiles = that would be big BUG, because cant be done in real this way. OLS-27 and KOLS can only help slew seekers of IR missiles on target and measure distance up to max 6,5 km by laser ranging. I highly suspect that this bug is not limited only those two airplanes with its sensors, but most of the DCS sensors with defined relative radial velocity minimum limit. F-15C AN/APG-63 radar velocity_limits = { radial_velocity_min = 27.777777777778, relative_radial_velocity_min = 27.777777777778 – m/s converted to knots = 54 kts Su-27 N-001 radar velocity_limits = { radial_velocity_min = 58.333333333333, relative_radial_velocity_min = 41.666666666667 – m/s converted to knots = 81 kts Su-27_fire_R-27ER_when_tgt_in_notch_.trk F-15_30kft_unable_notch_AIM-7_fired_in Notch.acmi F-15_20kft_double_notch_Gate.acmi

My last experience with very similar inputs(only gentle) to my controls as seen in real carrier landing (mission adjusted for similar estimated wind speed). Aimed little high ball, but than I was smashed by invisible elephant on deck = sudden nose high, than huge nose down which ended as 2 wire, 3 point landing. Very Poor simulation indeed. I'm still waiting for ED response with plans to fix it -ASAP.

Bumping up, admins, please report. Thanks. OLS-27: Translated: The OLS-27 sensor is placed in a spherical fairing along the axis of the aircraft in front of the cockpit. The range of detection by the OLS heat direction finder of an aerial target of the "fighter" type from the side of the rear hemisphere reaches 50 km, from the side of the front hemisphere - 15 km. The search field of the OLS is 120x75°, the field of view is 60x10°, 20x5° or 3x3°. The range of measured ranges with a laser rangefinder, which is part of the OLS, is 0.3-3.0 km when working on air targets and 0.3-5.0 km when working on ground targets. The accuracy of the measured coordinates reaches: in angles - 5', in range - 10 m. With the help of the NSC equipment, the optical-electronic sighting system provides the pilot with the ability to visually search for a target in the area of ± 60° in azimuth and -15° +60° in elevation, as well as measuring the coordinates of the line of sight while tracking the target at the speed of the line of sight up to 20°/s. KOLS: Translated: The airspace coverage area by means of KOLS is ±30° in azimuth and ±15° in elevation, the detection range of a fighter-type air target in the rear hemisphere is 15 km, the range of stable tracking is 12 km, the range of the laser rangefinder is 6.5 km.

In DCS - ALL RADARs (Airborne/Ship/Ground) CANNOT BE AFFECTED BY CHAFF AT ALL, there is no ccm_k0 value in Lua code in any radar in game. CHAFF vulnerability factor ccm_k0 only present in missile Lua codes. Because of this, any radar in game will have you "locked" (not literally), except you notch him or fly out of its limits. - THIS IS WRONG! Because of various foil stripes length packed into single chaff, it has an effect on most of the radar frequency ranges and will affect both missiles (active or passive) and radars (search or tracking) - generating tracking errors or a radar break-lock. DOPPLER RADAR: Against Doppler radars, self-protection chaff is most effective when dispensed at or near the beam, relative to the threat radar. Doppler processing radars will continue to track the aircraft unless it also has a relative velocity of zero. This occurs when the aircraft is abeam the radar. Even Doppler radars can have problems with chaff, doppler effect during foil translation can generate inside of the could reflected radar waves with phase shift recognized by Doppler radar as high relative radial speed - which is not filtered out by doppler gate. Considering Chaff cloud as just falling cloud of metallic foils is very inaccurate assumption. SAM RADAR TRACK WHILE SCAN Chaff employed against a track-while-scan (TWS) radar is designed to put multiple targets, with an RCS greater than the aircraft, in the resolution cell of the horizontal and vertical radar beams. Since the tracking loop tracks the largest return, the TWS radar will automatically switch to the chaff. After dispensing chaff, the pilot can maneuver vertically or horizontally to move the aircraft out of the resolution cell. SAM TWS is not the same as airborne TWS, which also use Doppler filter to filter out most of chaff effects. In DCS some late cold war/modern SAM systems able to search while tracking multiple targets. CONICAL SCAN RADAR - very vulnerable to chaffs. Burst chaff dispensing, employed during the final phase of an engagement by air-to-air or surface-to-air weapons, can generate tracking errors or a radar break-lock. The most dominant factor in chaff effectiveness is the radar cross section of the chaff compared to the airplane at the time when airplane and chaff are in the same resolution cell (angular and range). Chaff cloud have largest RCS reflection when viewed from the side of flight direction and smallest from the front and aft. Aircraft lowest RCS reflections are roughly around 45° off the nose or tail of the aircraft. Aspect is important when developing self-protection maneuvering and chaff dispensing tactics against threat radars. Since the typical fighter aircraft RCS varies between 1 and 10 square meters, depending upon frequency and aspect, the RR-170 chaff cartridge should provide a sufficient RCS to mask the aircraft RCS. In DCS some active radar missiles and older SAM systems. MONOPULSE RADAR - also vulnerable to chaffs.Chaff employed against a monopulse radar is designed to put multiple targets in at least two of the tracking beams. This generates errors in the azimuth, elevation, and range tracking circuits. Multiple chaff targets continue to generate azimuth and elevation errors that can eventually generate a break-lock condition, as the radar transfers lock-on to the chaff. Chaff is most effective against monopulse radars when employed on the beam in order to create the maximum angular tracking error. In DCS some active radar missiles and late Cold War SAM systems. (some of above mentioned informations comes from "Electronic Warfare Fundamentals 2000" book, some from "Characteristics and experimental study of radar scattering foil")