Ivandrov

1) Depends, INS Go Now is not a thing in the jet per se, it is a command to Jester to finish the alignment immediately regardless of where the progress is at. So that means depending on when you tell him to "Go Now" you can be in one of four states. AHRS backup Coarse alignment Launch Criteria Fine alignment Missiles in the DCS F-14 seem to work fine regardless probably because Heatblur doesn't really have control of the weapon side of things to simulate any kind of degradation in lofting capability for instance. In the DCS F-14, consequences for a bad alignment are navigational. (It can be hell trying to use datalink to figure out where targets are though, the drift becomes immense.) 2)Keep in mind that PD-STT omits use of the MLC filter, so you don't have the notch blind spot that the search modes have. AIM-7 tracks properly in both.

Track would be helpful, haven't experienced any sudden trim nose up in either of these aircraft.

If you're talking about bindings, every plane has two kinds of modifiers available to them. One that acts like a switch and the other requires you to hold it. Sounds like you used the wrong one and have to rebind it to the other one.

Pretty much the title. Was prepping to counter REDFOR F/A-18's in a simulated ship strike. They'll show up on the AGC trace in the DDD, but no lockable contact will form nor can the pilot lock onto them using any pilot modes. The slightly larger KH-35's show up fine, it may or may not be an RCS thing, but I am not sure. Harpoon no radar contact.miz.trk

This thread is a double post.

Not sure you have broken files. You can be stuck in A2A mode from switchology issues. Specifically weapons selection. Make sure that weapon selection switch on the throttle isn't in the aft position as that auto selects the A2A mode. A track would help in letting us verify where all of your switches are at.

Not Jester doing that actually. The plane is doing that. TWS Auto will steer the antenna to try and keep the highest priority tracks illuminated and will also switch between 2bar40 and 4bar20 automatically as needed.

Make sure your friend is in TWS. It sends contacts over the datalink based on the Phoenix firing order you only get in TWS. I would also try with your radar on. No reason for it not to be, you will know if you see datalink tracks regardless, the symbology is unique. I would also check the kneeboard to make sure the first two digits in the kneeboard code actually match with your friend. I haven't tried it in airstart myself

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.