Ivandrov

I don't know about the variable wing sweep system being "fragile" and definitely not the case that the F-15 can't rip its wings off. The F-16 has an imposed G-limit up to its specification which limits its ability to rip its own wings off. All aircraft can be susceptible to it if you allow the pilot to over-G the plane.

These things are used and abused. That's what years of that looks like, high altitude sunlight exposure, sea salt, not much you can do with the highest quality paint to stop that from happening, especially since the cosmetics aren't particularly important for interiors in military hardware as a maintenance item. They won't care about it if it's not functionally doing something like preventing corrosion. It just has to work. Given some of the stories of when they were getting the LANTIRN hooked up of how badly corroded the wiring in the jet was, It's actually amazing the cockpit isn't more trashed, it is all still quite useable for me.

This stuff was adhoc in the field, and solutions differed as to how to retain the buttons which is why there is a version with a plate as well.

Nothing there is "locked." It's all still useable. The wire is retention for the various buttons to stop them from falling out.

That's great and all but the only reason why Red Bull was mentioned in the first place was for pilot endurance against G's not for the structural limitations of the plane as it is obviously not a Tomcat they are flying around.

I was not able to complete even a 180 turn at 12 g's without blacking out.

You'll get varrying INS failures in the 13-14g turn range pretty consistently. Definitely more common than 10%. And unless you have IRL data or testimony to add to suggest otherwise, your expectations of what it should be are also just your opinion.

You can indeed get the INS to fail by over-g before the wings snap. Something to keep in mind along with what was mentioned already, exceeding G-limits on a plane does not nescessarily mean imminent catastrophic failure. The degree, duration and the overall configuration of the plane are important to what damage, if any, the plane sustains. We get to sidestep a lot of those potential issues with a fresh new plane for free everytime we spawn.

It's been a while since I have used Jester, It should be that the option is what it is going to be set to. So Set Jammer XMIT sets the knob in the back to RPT. If it helps figure it out the default position of that knob in a hot start is STBY. And yes it does function to the limited capacity that the rest of the ECM systems in the game do.

Perhaps the Phantom is bugged there, or doesn't have as strong brakes. It's not nescessarily overdone just because another aircraft exhibits different behavior.

If you are referring to a bad Ground or CV alignment you aren't fixing that in the air. The fix options only work for adjusting your own aircraft coordinates due to drift. You can enter your altitude manually if you select OWN A/C on the CAP.

Whatever Max Conserve is to you, (I've seen it used many ways) it is definitely not at 15 units. The terminology in the Tomcat is Cruise and Endurance. Endurance is at 10 units.

Max conserve has to do with extending range of flight as far as possible. Max endurance extends the time of flight as much as possible. When you actually need to get somewhere the speed at which you get there becomes an important factor. If you spend a little more fuel for a little more speed, then the range at which you can fly can increase even when your overall time of flight decreases.

8 unit mark is cruise. Endurance is at 10 units for all altitudes and drag indices. Although for high altitudes you may have to force the manuever flaps back up by holding the thumbwheel or you may not be able to maintain speed.

Well, those numbers that I mentioned came from Victory205 and the chart he shared from the NATOPS. It's was all based in AoA and the cruise speed you mentioned is way too high at low altitudes. The AoA is a function of weight, altitude among other things that affects cruise regime which is why it is used.

I fly the AoA as well. There was a image shared by Victory205 around here that also showed things based on AoA. Those numbers usually bring me well below 300 KIAS for cruise. About 8 units for range, 5 units for a powered climb. Roughly following the marks on the AoA gauge. Descents can be as high as 10 depending on if you are going for max range descents or not. This changes slightly with drag index and which altitude block you are in, but these rules of thumb work for me.

It was a problem in the jet I was specifically referring to as the 20 degrees drift that you mentioned is too extreme for it to be the error caused by the carrier or airfield. About 10-15 is what I usually see. As far as putting it in a mission. You can probably reference it as an incident that happened to someone else in the squadron, as kind of idle chatter if that's something that a mission maker wants to do. I would not be a fan of being directly reminded to do it if I already know about it from reading the manual on day one and have incorporated it into my usual procedures.

Don't rely on Anti-Skid to try and jam on the brakes, the system won't keep up with that and you will slide and spin as the brakes lock up. Most of the slow down that I do is done just with spoilers, speedbrake, and back stick to use the tailerons as airbrakes. You can either tap or partially apply the brakes to slow down the rest of the way, or let it slow down on it's own depending on where you want to exit off the runway.

The compass resync is something I do as standard after reading about it in the Heatblur Manual. It's something more than likely that you are expected to do rather then the campaign necessarily holding your hand about it, but I don't know anything about this campaign. But the button itself is not really a "start sync" button, more like a "fast sync", as the jet will automatically compensate for changes in magnetic variance on it's own as you fly, even eventually correcting the drift caused by the Carrier if you fly for long enough. The button increases the sync rate when you have your jet in a proper flight profile for it. I can't comment on any specific mission, but the DCS AI AWACS gives it's BRA callouts in True Heading which I've confirmed just now through testing. I would assume Jester's callouts are in Magnetic as long as they are the Jester AI callouts and not a scripted callout by the mission. Waypoints in any mission are placed in the Mission editor in their absolute locations. If there's a problem in the jet that causes you to miss it by 20 degrees, that's probably on you. The most drift of the calculated magnetic variance that I usually see is about 10 degrees.

I do this as well, but only because I actually know the RIO seat pretty well and there are several reasons why someone would not know what to do back there. Even then your still not quite filling in the gaps in the AI as I find Iceman is not quite there as a Pilot in BVR either. There's no adequate way to reach the full capability of a competent two-player crew on your own.

Tested with my crew today, seems to work great. But, reading the manual, I was expecting that the RIO would have control over which Radar contacts are sent over the Datalink, however it seems that in actuality there is some automated logic as to which targets are sent once you switch the radar to TWS. Does it follow the Phoenix firing order? Or is there some other logic in how the game determines which ones get sent over? In addition, how does it choose which targets from which jet to display for Datalink since there is a maximum of 4 over 4C datalink? I understand there is a Master with up to 3 slaves for connection purposes but it seems that the Slaves are capable of sending Datalink targets up to Master regardless.

I'm assuming DCS models the earlier 54C, which still runs with the coolant from the pallets. Later C models come with a ECCM upgrade and are completely sealed but come with a max flight speed restriction which is probably difficult or impossible to model in the current DCS environment.

Your procedure here is entirely backwards. Try pushing the lever fwd and then down first, then hit master reset, and then click the hotas function to Auto.

I understand you want real life examples, but I feel from your third paragraph there's a few things you aren't clear on about the shortcomings of TWS. These as far as I know translate to real life as well. Other radar modes have a significant benefit of an expanded search zone. TWS is limited to either 2 bar 40 or 4 bar 20. Whereas my typical standard search pattern is 4 bar 40 in RWS and can go larger then that. There's a significant difference between your ability to detect targets at closer ranges with the expanded search zone and it those cases the other modes are actually the lower workload since you don't have to do as much steering of the coverage area to find targets due to spotlighting. I find TWS workload is higher then RWS when there are multiple targets that you don't want to shoot at in your radar sweep. You have to go through and set Do Not Attack, or mark as friendlies so that the WCS understands that it should not be firing on those targets, or you have to select your next target manually after each shot. TWS has unreliable accuracy of the track file against manuevering targets. I've had it many times where the track file and radar return seperate which trashed my missile in TWS. Also, if you have Datalink, your datalink symbols for aircraft are hookable in RWS. There's more subtle stuff too. Like formations of planes showing up on the TID as less then the actual number or even sometimes only one track on the TID, despite seeing the seperate bricks on the DDD. (They probably don't show up as seperate bricks in the real jet in this case, but I don't know for sure) Making them impossible to separately target using the TID in TWS. I pretty much switch between using all of them in my flights. PD search to extend my radar range if I am looking for stuff past what RWS or TWS can handle. RWS is my normal search mode. Followed by STT shots for single targets TWS I usually specifically reserve for multi-shots, due to the shortcomings I mentioned before, especially the issue with tracks separating from radar contacts. However, sometimes lack of datalink means I need to be in TWS to hook targets. Pulse, I use whenever I recognize that the aircraft I am looking for is within one of my filter regions and isn't detectable in pulse doppler modes because of that, especially over land where I can't turn off MLC. Or If I want to break out radar contacts on the DDD in range rather then closure without having to keep the IFF button pressed.

It's just grabbing coordinates and elevation of targets off of the F10 map using the Lalt + click and inputting those values into each pylon in PP mode.