Sinclair_76

It seems so simple but I can't get it to work. Sending SOI works, at least I see the L16 video invert. But sending steerpoints somehow doesn't. I copied every step in Wags YT but nada. Double checked keybind, corresponds with IFF out afaik. What do you different?

Isn't that a markpoint and technically not s SPI by itself?

I too only got the inboard to work. Are you able to alter the L16 table to exclude other players?

Only via DTC, or could it be fat fingered in via the ICP irl?

Hot start will get you a perfect boresight, in other words both lines of sight are parallel. It's just as Frederf stated. On short ranges the line of sight of the seeker and TGP being parallel will result in noticable parallax.

You might be disappointed in how accurate the non wiping wiper blades are.

You can if you out FXD as acquisition source. It will the provide cueing dots to the head tracker around your LOS symbol.

Bob Hoover pouring a glass of tea comes to mind.

No. https://skybrary.aero/articles/slip What is an aircraft slip? Definition. Slip is an aerodynamic condition of uncoordinated flight in which an aeroplane moves towards the inside of a turn or is moving somewhat sideways as well as forward relative to the oncoming airflow. So it can happen in a turn as well.

No Depends. A centered ball means either straight or in a coordinated turn. A coordinated turn implies no slip or sideway flight, relative to the air. The exception being a small right side slip in slow flight for CCW rotating blades. Furthermore to aid in level flight (roll wise) at higher velocity the trailing edge of horizontal stabalizer is different on the right and left side. One side bent up and the other down.

On the top of my mind it can be 2 things. 1: You can be more accurate in you're CCRP drop. As in putting the flight path marker over the steering line. What may have happened in your case is that you're releasing outside the parameters of the GBU laser seeker. The release altitude is also pretty low I would up it to at least 10k above terrain in this case to gice yourself more room. 2: The LRFD of the JTAC only works a limited amount of time. I would always co-designate to overcome JTAC ai logic. In this case the JTAC might have turned his laser off post release / pre impact.

With helicopters you will never deal with absolutes. You're right. In a hover the tail rotor will create a side slip which in turn is cancelled by tilting the main rotor. Hence CCW turning spin wings hover left side low en CW turning spin wings the right side. In forward flight due to translational lift and vertical stabilizer the amount of anti torque needed by the tail rotor is not much, cancelling out the drift all together.

It has to do with wind. When the ball is centered you're flying with no sideslip realtime to the air. In no wind conditions this would result in aerodynamic trim (ball centered) is the same as nose to tail trim (velocity vector straight up). With wind added, a.t. and n.t.t. are not necessarily the same. When flying NOE, it's advisable to fly n.t.t. since the tail is always right behind the aircraft and you are less prone to whack a tree with it. But with wind you're not flying in aerodynamic trim when flying n.t.t. Also this applies to all aircraft not just spin wings. It just so happens that the wind vector in slow moving aircraft is more apparent.

Thanks for the heads-up. Fixed

How so? All depends if the turns are coordinated.

I created some cheat sheets for my kneeboard for MGRS grid zone designators (GDZ's). They are still being vetted in the user files. I used this as source https://mappingsupport.com/p2/coordinates-mgrs-gissurfer-maps.html You can create your own or wait until my pdf is published. EDIT: https://www.digitalcombatsimulator.com/en/files/3320772/ now with the correct zip file

If the order of doing things is exactly as he has stated it's not. Otherwise he wouldn't have been able to release the first -88C's.

If the helicopter you're in starts moving, the angular velocity will be compensated for that movement. For example you are following a MBT with the TADS and LMC on. The MBT is moving perpendicular from you at a range of 4000m. If the helicopter starts moving in the same direction with the same speed, the angular velocity for the TADS on MBT would be 0. If the LMC wouldn't not compensate for that it would still have an angular velocity. To overcome that problem, with correct range to target and geometry, the TADS LMC will compensate angular velocity to match the target velocity. If the helicopter moves the opposite direction but with the same speed the angular velocity of the TADS would double to compensate Now same scenario (opposite movement) but in stead of the correct range you enter a manual range of 2000m. When the aircraft is in a stationary hover there shouldn't be an issue to keep the crosshairs on target with the TADS LMC. But if the aircraft starts moving, the LMC will now be counter productive and slew away of the target at double the rate. So the TTP is to lase the target before engaging LMC. Again, correct range is not much of a problem in a static environment, aka low and slow, like the cold war Fulda gap scenario. In a dynamic high setting (Afganistan, Iraq) incorrect use of the LMC* caused a lot of trouble especially in the beginning. The Brits aptly called the LMC the Gilles de la Tourette button, because it caused a lot of swearing.

With manual slew you impart an angle. With the LMC you give the TADS bucket an angular speed. This speed is corrected by own ship movement if there is a reliable distance to the target. With the TGP in the F-16 for example, point track is literally keeping a point in space in the center. The TADS does not do this. Without LMC it will null out any angular movement but if you're in a wheel around the target this requires manual slewing to maintain the TADS on target.

I think that's a case of rosy retrospection. Sure at the time the missions were great. But when I now see yt video's they kind of lack. Just a random splot of units, a SAM in the middle of nowhere....No organized formations, no logical battlefield layout.

It's not that the ECM is interfering with the radar signal wise, it's that the power consumption of the ECM is so large that choices have to be made between prioritizing pod or radar. At least that's how I understood it.

I had to install it because the outfit I fly with had mission that required it. I gave it a spin. I spinned the crap out of it for hours. An absolute blast. Zipping through the trees minding the tail while maneuvering. 90/180 quickstops, sliding, nosing over and levelling after ETL. Everything just feels natural. I can't compare it to anything else so far, it's my only spin wing module so far. Flying the blackhawk only heightens the anticipation for the big rig. edit that being said I don't need any left rudder picking up the aircraft to a hover. Is the SAS on the hawk that good? O

After dropping the bag(s) make sure you exit the same way you came in by pressing S-J again. Otherwise is remains in the jettison mode.

No. 145 near misses equal a huge disappointment. The only thing nice about the JSOW is it's reach. Unless you drop it on the exact coordinate of a single target, I find the damage effects severely lacking. If ED would somehow introduce the -154A-1, I would leave the cluster variant on the ground. I really hope that ED would introduce F/M/T kills.

There's a difference between the RWR, which will detect incoming RF missiles and the Missile Warning System (MWS) which detects the missile plume, so both RF and IR, range depending. The RWR is included in the DCS Viper and the MWS is not.