Tusky

@jeepster BRA should be magnetic. You may want to post it in the bug section for the devs to at least have a look at it.

The data shown in the STORE page is a not an ASPECT value but more of a 0-360 clockwise "bearing" off the tail of the target; you need to do the math to convert it to ASPECT which is 0-180 left or right. Another way to determine an accurate aspect angle is by doing the math between your heading (also indicated on the top of the radar screen) and the target's heading (indicated on the top left of the radar screen). There is really no need to be that accurate though. Depending on what you are doing, equally important is how and how fast target aspect changes and what that means: does it increase or decrease? how fast does it increase/decrease? Is that good or not? As I said, there are two ways of calculating ASPECT: off the TAIL or off the NOSE. HABFMs (High Aspect Basic Fighter Maneouvers) are those 1v1 dogfights started head on; even if the name itself supposes an ASPECT calculated from the tail (high is 180 and not 0) many people will still use BONESVF103 way of calculating aspect. There is no right or wrong way but just two different reference systems (OFF NOSE being probably the most common througout the air forces). So, when reading stuff or talking to be, poeple should be aware of what system is being referred to... In the end: - Is there a way to accurately calculate aspect: yes (STORE page in STT, comparison of headings, etc) - Are there less accurate ways to determine it? yes (L&S vector in the RADAR page, TARGET ASPECT ANGLE POINTER on the NIRD, etc ) - Do you need a super accurate value: no (most of the times) - Is aspect at a given time the only important factor: equally (if not more) important is how and how fast in changes in time - Is there an universally accepted way of calculating it? No, it can be reference as OFF TAIL or OFF NOSE Maybe other people may want to contribute (by no means I've got the ultimate "truth") but I hope it helps...

If you lock the target in STT and go to the STORE page, you will see in the lower half of the screen a list of target's data. Amongst those there is ASPCT which is measured clockwise in a 360° format from the tail of the target: 0° at the tail and increasing to 360° to the left side of the target. You only need to do the corresponding math to find the ASPECT which is measure 0°-180° left or right; just take into consideration that there is ASPECT OFF TAIL (AOT) or ASPECT OFF NOSE (AON) and if I remember correctly, NAVY uses the former and USAF uses the latter. What I suggest you to do though is to select one specific aspect you wish to have as a reference and see where the TARGET ASPECT ANGLE POINTER on the NIRD (the arrow on the circle) of HUD is pointing to judge your position. I use 40° as a reference and I know that my target is at 40° L/R when the arrow is pointing approximately to the comma of the RNG (right aspect) or the comma of the G (left aspect). I don't use the vector on the DDIs since it is too small.

True but the point is not the end altitude but the abrupt pitch down movement (down to a vertical velocity of about -1100 ft/min and -3°; don't remember the G) AS I ENGAGE the AP. I do see it if I replay the attached track and I do experience it often in flight (and sometimes it is "seamless"). Is this attitude "jerk" (for lack of better term) a working-as-intended behaviour or a "jerkless" (for lack of a better term) transition to AP should be expected?

Hi all! Any news on this? Thank you!

Last time I tried, a problem with the FCS test (not being able to complete it, if I remember correctly) could be encountered also by jumping into a mission with the jet already hot on the ramp, shutting it down and restaring it.

Here's a 4:30 minute track: 2xAIM-9X + central tank - Level flight - 360° sustained level left turn - 360° sustained level right turn - Left break - Right break - High alpha left nose up - High alpha right nose down - Level flight, zeroing vertical velocity and maintaining 350kn As I engage AP (about 4:19) the nose abruptly pitches down (-1100 fpm) and then up again as it oscillates back to level flight. Is this normal? Am I doing anything wrong? Test AP.trk

I speak for myself and the answer is no: I usually try to level out the aircraft before engaging the A/P. Neverthess, the A/P produces a pronounced and sudden oscillation of a few degrees in the pitch axis. I'll try reproducing it and load up a track.

Then it's never going to happen. Trackfiles get corrupted after a few minutes of maneouvering... Hopefully, a member of the dev team will encounter it when flying with the sim. There's not only player's feedback...

Rearming menu when you are on the ground/carrier. If you pick up a mission when you are already in the air, you need to open the mission with the mission editor, select the aircraft, change the livery from the weapon submenu and save the mission.

Usually this happens well into a mission after several maneuvers have been performed before the A/P is engaged; a tacview file might be more appropriate than a track file. It still happens and I'll try reproducing it.

2. Night/Day Brightness Selector. This rocker switch toggles between auto and manual brightness control. When DAY is pressed, AMPCD brightness can be adjusted using the brightness knob to the right. When NGT is pressed, AMPCD brightness is controlled automatically. (Brightness is always controlled automatically when the HSI format is shown on the AMPCD.) Thank you! I missed that!

Hi all! It seems the night/day rocker switch on the top left of the AMPCD does not change the luminosity of the screen as it used to do; this is true for any combination of internal lighting panel mode switch on the right panel (DAY/NITE/NVG). MCDs knobs work, RADIO knobs work, HUD knob and switch work, IFEI knob works. Am I missing something? Thank you! P.S. Easily reproduceable: just jump in a hot jet and click around

What I do is: 1) reselect TACAN 2) press the CRS switch ONCE (this will show the course line with a +/- 1 degree from the original course) 3) press the CRS switch ONCE the opposite of 2) (to counter the +/- 1 degree offset) I haven't found any other method yet...

Correct! My bad!

Well, 45 is the only figure available to the pilot...

Well, there's even a small deviation in the distance: 45nm instead of 42nm...

Hi all! Attached a few screenshots of a paused game after entering the CCA and contacting Marshall for a CASE I recovery. To summarize: 1) Mother is at 186° Mag (see HSI) 2) the pilot should be marking mom's at 006° (reciprocal of 186°) 3) the pilot actually marks mom's at 013° (see text) 4) mag declination is abt. 7°E (see A/C page) TRUE = MAG + DECL ("+" if E / "-" if W) Maybe not a show stopper but I thought I'd bring this up since an ATC overhaul might be in progress.

Was the Kuznetsov supposed to have an LSO view? THe LSO "platform" is a bit different from the one on US carriers:

Nosewheel steering is automatically activated once the F/A-18 is weight-on-wheel at landing and it is the correct method of controlling the aircraft during the landing rollout; there's no deactivation requirement above a certain speed like in the F-16 or other aircraft (see NATOPS 7.3.4). A few clues: - Anti-skid OFF (most probable culprit) - No correct NWS and braking technique - Use of airbrake in the crosswind landings

This might be the problem. If you takeoff from the carrier, ANTISKID is set to OFF at startup as default while on the ground the opposite is true (ON as default). I don't remember what's the status of the switch if you start in the air but it might be OFF...

I usually set all coordinates on the deck by the UFC (I never use preset waypoints) but with so many missions available and DTC on the way, it is worth having a look...

Can you post the .miz file so that we can give it a try?

Bad choice of words on my side: it is an increase/decrease of altitude noticeable on the VVI that happens right when you change RPMs; it then settles and works "as advertised" Anyway, challenging plane and it requires continuous corrections.

I checked and trim is instantaneous on the stabilator; no delay. What's delayed, in my opinion, is speed change at RPM variations: RPM variations produce speed changes after "a while" and you suffer abrupt pitch ups/downs due to sudden speed increases/decreases which you need to re-compensate. Also weird is the pitch up tendency right after a decrease in RPMs and the pitch down tendency after an increase of RPMs; a bit counterintuitive... I don't know if you share the same thoughts/experience.