TimRobertsen

The F-4's did that in vietnam (not for carrierlandings though), turns out droptanks makes for great canoes

Yeah, I just dont know man Case III (and II to some degree) is a fairly strick process, I just dont see how it fits in. My guess is that the Tacan-system, in a general terms, is a predefined concept within military aviation, and is just set up to put you at 6k above the tacan. But Im probably missing something There must be some pilots out here who knows the answer to this

Here you go mate Just watch it through and you'll hear what I mean. Afterburner-on is delayed, but afterburner-off and the aerodynamic sounds during the hi-AoA-turns are instantaneous. Have a nice weekend Sound Test.trk

This isn't a track, but it's how I started noticing it. At about 00:26 sec, during the Hi-AoA-turn, you'll hear the aerodynamic "swosh-sounds". That's at 0,9NM of from the LSO-pov, the sound should be delayed by about 5 sec. I'll get a track up a track of the afterburner-off.

Jupp, Natops is a little short on explaining a bunch of stuff. We need more manuals! This with the tacans might be a part of general military aviation, and therefore not covered in the F/A-18's operating maunal. Could be :p This has been reported, and ED claims that this is how the Tacan decent guidance actually is set up in the real Hornet... only the gods, old and new, knows why

I was doing a cold-start (on elevator 2 or the Corral, if I remember correctly) during 3 AI-craft coming in for landing.. it didn't not go well They all crashed into each other when they tried to taxi of the landing area. They seemed to be follow scripted taxi-lines. Im guessing on mutliplayer, with player-controlled crafts, this should work just fine

The Tacan Descent Guidance is a little different from the Waypoint Descent Guidance. The Tacan aims for an altitude of around 5.900-6.500 feet above the tacan (depending on the map). This makes it somewhat useless (Im stepping thin ice now:p) if you are heading towards a carrier, and want/need to be at your stack-level at 10NM from the carrier; or an airfield which is at a significant elevation. This is apparantly how it actually works, I dont know why.. as it seems a bit wonky. I always go for the "manual-descent-guidance" I decribed above, it is pretty much spot on in any scenario, you just have to do a little math

I might be wrong on this, but it seems as if engine-sound, and aerodynamic sound from the aircraft, travel instantaneously. In particular turning off the afterburner.

They drain fast, but maybe not as fast as you might need, unless you can active-pause

If you set any of the EXT TANKS-switches to "Oride", you'll enable fuel-transfer from them while on the ground Then you can take off with empty tanks

I had the same thought flying earlier today; unless there is a some kind of compensating system, the aircraft should climb or descend when you change the reference-pressure. Off to the natops!

I take back my previous statement about omitting the stack-level from the equation on the carrier approach/setting up for the stack When approaching a carrier from 40.000 feet, for the 10NM/See you at 10-point. If you have Stack at Angels 3, f.ex. You can simply subtract 3 from the range, and add the 10NM, giving you a descent-go at (40-3+10=) 47NM. If you “cradle” the Velocity Vector in the 10-degree ladder-step, like this. This seems to work, pretty much, spot-on for a good stack-setup. I know I keep going on with this, but I’ve gotten a little bit carried away this

What confuses me is why there is a difference between the maps. But, it seems this is correct, for some reason

Personally, I start a 10 degree descent when the distance (from tacan or waypoint) intersects the aircrafts altitude. So, if Im at 40.000 feet, I start a 10 degree descent at 40 nm distance. If the tacan/waypoint is at an elevation, I subtract the elevation from the distance. For example an airfield at 2000 feet elevation, I start descent at 38nm. If I want, f.ex, 3nm of level flight before I reach the point I add that to the range, 43nm of from the point. This can be useful for when you approach for a carrier landing. You want to be at your given stack-level at 10nm from the carrier. At 40.000 feet alt, I’d start the descent at 50nm. If you have a stack-level of 3.000 feet, you could add that to the equation, but it’s not really necessary as you have start the descent that much earlier, the trigonometry of it is way off in that case In short: you will arrive at favorable altitude at around 14-17nm off from the carrier, giving you plenty of time to adjust and prep for the stack It might seem like Im making a big fuzz about a simple issue of descent, but I thought it might be worth mentioning, in case someone would find it interesting

Jupp, there is something off with the descent-calculation for tacan. It might be a bug. In Persia you end up at around 5900 feet above any given tacan, regardless of the tacans elevation, in caucasus this point is about 6600 feet. I dont know if this is an actual feature of the Tacan system, or just a programming-error in dcs.

Wagner probably knows the answer to this; after all, he is the omniscient one

Well, if the Hornet's stick actually has less movement forward, because pilots simply dont need negative 9 g's If ED then gave the joystick the full movement for the short forward, it would be less responsive; so to give it a more realistic feel they simply stopped the input at a certain point. Easy way to retain a 1:1 between forward and aft. Again, Im just guessing As for the other modules, I dont know, could be that they simply are different

Just fly a lot, and map stuff as you go Its a continuous process Someone else's mapping might not be right for you, in the end. Sorry for the boring answer

Its uncomfortable for the pilot Negative G's arent as funny as positive G's Im guessing

Left control-Z As for the auto-off: could be if you have mapped "Throttle idle/off" in a weird way Could be some noise from a controller/keyboard, maybe. It sounds a bit odd.

I always found those gates to be distracting, whenever I tried to follow them I just mucked it up (maybe not the straight-in glides, but breaks etc.)

In the Persian map, this number puts you at point of about 5900 feet MSL above the tacan. In the Caucasus map, this number puts you at point about 6600 feet MSL above the tacan. In both maps, this is regardless of the tacan’s elevation, and regardless of whether it is a carrier-tacan and airfield-tacan.

Jupp, reagardless of loadout, one should be able to maintain a reasonable speed at 10 degrees down and idle

As mentioned above: The top number is calculated fuel remaining when you reach the tacan/waypoint. The bottom number is at which distance you should start your descent. You don’t have to be heading towards it. As Harker said, above 0,9 Mach the FPAS-calculations are out the window, so you lose this data. Regarding the question about descent-rate: The number given is always very close to pr. 1.000 feet of altitude. So if you are at 20.000 feet, the descent number will be close to 20. At higher altitudes the descent-number will slightly deviate from this, but not very much. So, according to trigonometry, there is a 1:1 ratio between 1000-feet-altitude and 1-nm of distance at a 9,46 degree descent. In other words: if you are at 42.000 feet, the descent-number will usually be around 40. Then, at 40 nm (and still at 42.000 feet altitude) away from the tacan/waypoint you start a descent with 9-10 degrees down, you should hit the ground/water fairly close to the tacan/waypoint, within a couple of nautical miles *This is for a tacan or waypoint at sealevel. I haven't checked this for a tacan/waypoint at altitude. With Tacan/waypoint at altitude: the descent/number seems to aim for a 9-10 degree down too. This is at least my best take on the descent-rate

This might have been answared somewhere, but I couldn't find any info. Is the wind-data in HSI - DATA - A/C-subpage modelled? For me, regardless of wind conditions it always reads Okts and 45 degrees.