BlueRidgeDx

Yes, those are the background gates found in the AGM-65B.

If you can't see all of the HUD symbology within the HUD frame, it's because your virtual head is too far away from the HUD combiner glass. As in the real world, the size of the symbology is fixed and does not change, regardless of viewing distance. What does change (relative) size is the combiner glass itself. So, again, if the symbology no longer fits within the HUD field of view, you need to get closer.

Only the 4 closest are listed.

To clarify: Waypoint specific attributes are used only when the AAP STEER PT knob is set to MISSION or MARK, as you stated. Waypoint specific attibutes are set using the WAYPT 2/2 page. If no attributes have been specifically entered using the WAYPT 2/2 page, then the default attributes in the ATTRIB page will be applied. Flight Plan specific attributes are only used when the AAP STEER PT knob is set to FLT PLAN. Flight plan specific attributes are set using the WPTATT page. If no attributes have been set using the WPTATT page, then the default attributes in the ATTRIB page will be applied. So, for each position of the STEER PT knob, there is a primary and a secondary source of attributes. In each case, the ATTRIB page contains the default fall-back attributes to be used in case they are not specificaly entered using the primary method. An example: Using Flight Plan specific attributes allows you to use the same waypoint more than once in a flightplan, and each occurance of that waypoint can have its own unique attributes. In this case, you would need to have the STEER PT knob set to FLT PLAN, and the attibutes for each occurance of that waypoint would need to be set in the WPTATT page. With any other combination of STEER PT knob position, the waypoint's attributes are set globally through either WAYPT 2/2 (or ATTRIB) pages, and each occurance of the waypoint in the flightplan would be assigned identical attributes.

The only thing not included in Eddie's excerpt is that during the break, your target power setting is ~90% Core RPM. It's the same throttle position required during the runup prior to takeoff, so you can use muscle memory to set the power without looking at the instruments.

To the best of my knowledge, all of the modes work correctly now, though some were bugged at release, chiefly SCS and the 3D function. I also haven't seen Fish's video, so I can't comment on that until i do. You should see the difference in HSI and CDI behavior described above, as well as different CDU prompts. In TO TO mode, it should tell you to "SET HSI COURSE TO xxx", where xxx is static and represents the course between the two waypoints (remember that the CDI will indicate correctly regardless of the set course), whereas TO FROM will display "HSI COURSE SET TO xxx", where xxx changes to reflect the course set via the course knob. Again, from memory, so I don't remember if this is displayed on the ATTRIB page or the WP page. I'd have to double check the book at home.

I'm writing from memory, on my iPhone, in class, so I'll have to check the Dash-1 when I get home to make sure I'm not remembering it wrong. TO FROM mode treats the steerpoint just like a VOR. You can set the HSI Course knob to whatever "radial" you want, and the HSI will act just like when navigating TO/FROM a VOR. In TO TO mode, it assumes you want to fly a great circle route between a known waypoint or markpoint and the current steerpoint. You need to manually set the HSI Course knob to the course indicated by the CDU. This is not strictly required because the CDI will indicate correctly regardless of the Course set, but you don't want to fly around with the Course pointer pointing in the wrong direction.

No problem. :thumbup: See Attachment 3: http://www.e-publishing.af.mil/shared/media/epubs/AFI16-401_IP.pdf

H is for rescue. We really do need an accurate HH-60G model, especially since Nellis is next.

Fish, Viper is correct. Forced Correlate (BOAT CTR) can only be entered while slewing, or with the seeker boresighted (CH AFT/SHORT). After slaving or initiating Track, BOAT CTR will cause the MAV to enter Seeker Boresight mode. You can't go between FC and BOW/WOB once the missile is tracking. To return to centroid track, return the missile to boresight (CH AFT/SHORT), then position BOAT as required. You should be able to slew the seeker in FC in order to refine the track, so if you're unable to slew in FC, that's likely a bug. I can't recall the last time I used FC, so I'll have to look at it again to see if it's changed.

^ This.

The DCS manual contains a small but important error: in 3/9 mode the bombs will come off as the pipper passes the 3/9 line of the Solution Cue regardless of lateral deviation. In other words, the Solution Cue does NOT have to pass through the reticle as stated in the manual.

The glideslope antenna is located in the right gear pod. The tip is black because it is a radome designed to reduce distortion/attenuation of the received signal.

So, stop spending money on actual training in order to participate in more airshows?

Maybe I'm misreading your post, but the new T-38 seat does use ankle restraint "garters". Or is that what you were saying? I'm on an iPhone so it looks like a pic might not be showing up...I just see a little question mark.

True, high AoA and sideslip can affect displayed IAS. But a high speed dive doesn't involve either.

It's not modeled in DCS, but the current A-10C suites can carry the laser Maverick.

I just finished a 14 hour marathon of math homework, and my brain is the consistency of overcooked oatmeal. Still, it occurs to me that the ruler in the ME actually measures True Heading. If so - and if the ruler reads 126 - then the problem is not Mag Var at all. It's that the physical airport models are incorrectly rotated/placed. In other words, the physical model might actually be aligned to 126 True, and thus 121 Magnetic. This kind of error would look identical to a Mag Var error from the cockpit. It's just a theory. Somebody should really test it. What's that? I AM a tester? Hmmm, maybe I'll have time after finals.

That's not necessarily true. That's only true under very specific circumstances, and the actual behavior could be very different. If the pitot tube becomes totally blocked, but the drain hole(s) and static ports remain clear then, yes, airspeed would read 0. If the pitot tube and the drain hole(s) are totally blocked, but the static port remains clear, then the airspeed indicator will act like an altimeter; a decrease in altitude will cause a decrease in the displayed airspeed, and vice versa. If everything becomes totally blocked, then the airspeed will continue to indicate the last value, and will not change with altitude or airspeed. If there are partial blockages, then things get weird and all sorts of indications can result. For the record, I have no idea what the cause of the OP's issue is. Sounds wacky to me.

In the real world, it's mandatory. Reasons for giving an attack heading include: Avoidance of friendly forces in case of long/short impact. Avoidance of hazardous terrain or threats observed by the JTAC. Avoidance of the Laser-Target Line. There's an ideal zone for laser reflectance on either side of the Laser-Target Line. In between these two areas, is an area where weapons might guide on the laser designator instead of the target.

Floating in order to get a soft touchdown is a no-no. The most important thing is getting the airplane down in the touchdown zone, not getting a soft landing. In fact, on wet/contaminated runways, you specifically want a firm touchdown. Technique only.

Ok, I'll try to reproduce (sts) when I get a chance. Thanks.

Did you select the mav from a profile, or manually via OSB? Also, what HUD mode were you in prior to selecting the mav?

That doesn't work if the cabin is pressurized.

@Castle, A total blockage of the static source does not cause the altimeter to go to '0'. It would freeze at whatever altitude was present when the blockage occured. @Frostiken, Did you try setting the altimeter mode to PNEU? In ELEC, the altimeter is servo driven by the CADC, which may deem the static pressure 'invalid' if it's out of tolerance. PNEU mode will cause it to operate as a normal barometric altimeter, and it will still operate as long as the static line is open to the atmosphere. It would likely be very inaccurate, though. I've never tried it in the sim. Maybe it works?