Ivandrov

My understanding is that the circuitry responsible for sounding off launch warnings is specifically reserved for the guidance commands of certain C/D band SAM systems. These have very distinct signals. The RWR will however sound off anytime it detects a PRF change from a present emitter. So, you'll be able to hear a MIG-23 change from search to track for instance by listening to the new guy audio tones. It's an entirely different beast of RWR from anything else we've had before especially simulation wise. At the time these were installed, the MIG-23 really wasn't the primary air threat, they were only in service a few years at that point, and it is unlikely that the US intelligence community at that point had the proper ELINT data to be able to feed to RWRs in the first place. Also keep in mind that we're still really less than a decade (like 6 or 7 years) from when these types of RWR systems were geting fitted in these aircraft in the first place, and their primary focus in these first iterations were for SAM threats. Which is why air threats in the threat library get the short end of the stick as far as identification. I guess as a TL:DR, the primary radar threat that these first RWR's were looking for was the SA-2 and the other systems employed by Vietnam. Everything else is extra.

The reference point that the AWACS uses is the same one as the one on the F10 and the briefing. The other parameters are up to you. Set threat axis to where you would expect bandits to be based on the briefing. Sectors and angle coverage are preference. I like to use pairs of settings that make the sectors 10's of degrees wide with an even number of sectors so that the border of the two middle sector goes right through the threat axis. (120/4, 120/6, 90/6, 80/4 ) You need less angle coverage the farther away bullseye is from the expected engagement area. That just makes it faster and easier to process bandit positioning on the NAVGRID. Say we have a threat axis of 300, with 6 sectors that are 20 degrees wide. If AWACS calls a bullseye 270, you can immediately deduce that he is in the middle of the 2nd sector to the left. Even if he's not showing up on datalink for whatever reason. I cannot overstate how useful NAVGRID is, especially when datalink drops the ball. You can very quickly plot an entire picture call on it like a spider card with self updating own position and indicators for your radar coverage.

AWACS picture call outs. Use the NAVGRID all the time for that because Bogey Dope simply gives you the closest Bandit. Which might not be the one you are going for.

Your boresight is limited to 5 nm. His is not.

That's at 30 nm. It's not at all sufficient for closer distances. Even at 30 nm I find he doesn't scan fast enough through elevation for the default behavior to be useful for anything but co-altitude, much better success telling him to scan an altitude.

Use his Boresight mode for that. You can point at the visual contact with your pipper and he'll come straight up on radar most of the time.

Yes. He will scan mostly co-altitude and may steer the antenna up and down a little bit. If there's a significant altitude difference you'll have to tell him the expected altitude. So he can actually point the antenna that far up or down.

There was a significant amount of noise about it, and it was a significant change. Iron bombing feels quite good now. Very enjoyable. LGB's can be placed amongst a group of vehicles like a SAM site. Possible to destroy an entire SAM site with one or two well placed bombs.

Never launch beyond 20 miles? Regularly launch at 35 miles with success against fighters. You might as well be using Sparrows if you only want to launch within 20. Key with long-range Phoenix use against fighters besides understanding it is a big fat missile and it wants high altitude launch and high altitude targets is understanding how the flight profile works and how much it is affected by bandit aspect. If you are chasing a bandit your range massively decreases, side on shots also have quite a reduced range. Hot high closure bandits are where you can comfortably stretch the range of the Phoenix. Even 50 mile shots are possible against high speed Foxhounds for instance. Keep in mind with Jester in PD TWS, he will have several blind spots when it comes to a target's closure. You have a Notch and a Hardware filter. So, Jester won't be able to see targets that are in drag aspect moving left or right of you (Closure equals your aircraft speed +-133 knots) or if they're matching your speed in a chase (Closure equals 0 +-100 knots)

Yeah, It's just a commercial product taken off the shelf and added into the cockpit. There's likely not a universal military standard as to what specific model of GPS system you will find. Maybe at the most they've narrowed down a family or brand of systems to install or general recommendations based on what mounting brackets have been made for them, (Sometimes custom jobs within squadrons)

Computer IP is useful for some more advanced lofting where you need to designate and release before you gain sight of the target. Like from behind a mountain. Effective with both LGB's and CBU's against SAM sites for instance.

The stick on the ground at zero airspeed will move very fast and hit stick traverse limits while adjusting the trim. But, that's not an indication of the actual trim adjustment limit. Don't look at the stick, just look at the gauge and continue holding the trim until you get to the desired setting.

Might not actually be doing anything wrong here, the INS is not really accurate enough for better accuracy than, "Well, I can see the target in the TCS at least." Although, just in case. The IP point is in fact in DDM single digit. So, yes, kind of 5 digits, but it's a decimal off of the minutes. The offset distance is expressed in thousandths of a NM. So could be something like 0.003 NM The altitude is an altitude delta from the altitude of the IP. So you need to enter not only the IP's altitude in the IP but also the difference in altitude to the actual target in the IP-TO-TGT. This also might have been one of the instances where you needed to use true heading for the bearing rather than Magnetic. I don't quite remember.

Almost any fighter will have reduced authority to pull negative G's. They are more dangerous to the human body, and pulling back on the stick takes better advantage of the wing designs. We're also coming into the era of plane designs that are inherently unstable for increased maneuvering ability so that probably has to do with why the control authority is limited in negative G.

Huge hit to money spent elsewhere, probably. Especially if we're talking post cold-war where the mindset became reducing the sizes and budgeting to military. There's certainly a priority list when it comes to this stuff and trying to convince people to upgrade old airframes when their first thought in their heads is, "Man, this thing is old, gotta find a replacement." Is extremely difficult.

Well, we can already tell that this is going to be at least somewhat the case. The english cockpit that Wags is using is labeled Miles on the HSI at the least. Although the HUD and HSI units look identical.

You're just saying it was marked on the map. Do you know if it was actually setup and radiating? Possibly destroyed? Contention from what I remember lets players place these things. Perhaps the player chose a bad spot and the EWR is terran masking? Do you know what specific unit it was?

I'll talk mostly within the scope of the F-4E. But, usually the primary reason is money. To be clear. The APQ-120 was actually upgraded, up to a v9, I believe. But, given a certain budget, you can spend that money upgrading old airframes to fit the new radars (It's not just a matter of swapping dishes, often the radar is designed to fit the airframe not only in terms of size but things like power draw, and the weapons control systems) or you can just shove the new tech into a new airframe. Of course, you have to realize that these are old airframes that might be reaching retirement anyway, with increasing maintenance costs. The ones who continued to update the old airframes are usually the ones that can't really confidently meet the upfront cost of new ones. So, you're only left with the option of upgrade.

Not talking about the RWR tones, talking about the Shrike seeker tone and the Director bars on the ADI. It very much pulses along as you get painted by the Lobes. The pulsing sounds nothing like the RWR New Guy Audio. Different tone quality between the Shrike Seeker and the RWR for the Dog Ear as well at least.

It tracks when it is illuminated by the radar and stops tracking when it isn't. You can see that if you follow the missile in. The guidance kind of pulses on and off. You can also see/hear it before firing, the director bars and the tone you hear also kind of pulse.

Both the HUD and the VDI have separate ILS/ACL switches.

It doesn't seem to occur if you just extend and retract in the air, I don't think it's a hydraulic pressure issue, so I would be very interested in what is going on if it's not wear and tear. The actual flight manual doesn't seem to say anything about it.

The gear extension and retraction is powered by the utility pressure circuit. You can check the gauge on the pedestal to see what it's status is whenever the generators are connected. Normally it seems to load the utility circuit down to about 2500 psi from about 3000 with a reference aircraft. I'm not sure about the 2nd part. It sounds like even good touch-and-goes cause enough wear to slow down the gear extension and retraction.

Well, I tried the no fuel engine malfunction as well and the engine rpm gauges in the plane were still reading an engine RPM, about 20-30% at 300 knots. ChatGPT is not likely to help you here all that much. It's safe to say to that, it is likely that you were in fact windmilling and that provided enough hydraulic pressure until you finally slowed down on the runway since that is when your flight controls stopped working.

So, first of all, the hydraulic pressure gauges require generator power to function. You can test this by turning off both generators in flight and the hydraulic gauges will drop to zero despite the engines still being on and providing hydraulic pressure. The Gens don't provide enough voltage while just windmilling and so the pressure reading also drops to zero. There's an electrically driven pump that is supposed to provide some hydraulic pressure to the PC-1 side of the Stabilator in the event that hydraulic pressure drops below about 1000 psi. Even then, if you are in the air, it is likely the engines are windmilling and providing some hydraulic pressure through that avenue as well. Rudder control is still possible even without hydraulic pressure.