ASAP

It sounds like you may not have been in TGP line of sight SPI. When doing this look at the bottom left of your HUD where it says what your steerpoint is. If you have the steerpoint as SPI china hat forward and aft long will both slave your TGP to the steerpoint. It sounds like that is what happened. If you had TGP line of sight SPI selected already it should have slewed your maverick to the TGP LOS.

This is something I really wish DCS would do better rather than a health bar. When the Air Force talks about killing something there’s different categories of kills. Mobility kill, functional kill, firepower kill, catastrophic kill. I’d guess a single AGR 20 could get one of those on a BMP but there’s a much lower probability of a catastrophic kill than the other types.

It would be more realistic to set it in the mission editor and then you’re stuck with it… but since you can’t actually do a walk around of your jet and set the code yourself they gotta give the pilot some way to set the code you want. I believe the real jet actually lets you put the laser code of the bomb in the DSMS inventory the way DCS does. It doesn’t change anything on the bomb but it shows the laser code to the pilot and if you have two LGBs with different laser codes it would step through them separately when cycling profiles. So what we have is pretty realistic with the one compromise of it actually changing the code set in the CCG.

From my understanding it’s not an often used feature. They just select EO power on when they FENCE in. Most pilots I’ve talked to said they much rather make positive switch changes rather than relying on a system to do it passively, because that way they know for sure it is done. Or alternatively they leave EO power off until they start thinking they might want to use it (i.e they get passed a line 5 of “Armor”). I believe for the health of the seeker they don’t like to leave them running unnecessarily all mission. As far as which one you use t’s an either or. pilots can either choose the system to auto select EO power on when I cross a certain steerpoint, or I can tell it to turn on 10 minutes after my scheduled takeoff (for instance). I can’t tell my jet to turn it on 10 minutes after takeoff and turn it on at a certain steerpoint because those are mutually exclusive commands. To your actual question though, I suspect in the real jet though if you input a time it would override the steerpoint option and the other way around. Cant speak to how the real jet handles that but it would be consistent with the general way the systems seem to work.

Yes. Mash the pickle down and hold it and hope you are still in a LAR. If you are still in a LAR the weapon will release like normal. After the initial aborted launch attempt you only have a few seconds before the bomb basically safes itself up and you are either taking it home or selectivce jettesoning it. Also when dropping the bomb, just hold the pickle button until it comes off the wing. It takes longer than you expect. Its not a set time that the button needs to be held its literally just that if the pickle is released before the bomb drops it will abort the launch.

That might also depend on airframe. I know A-10 pilots will fly around with a hot gun all day. Where as the viper guys I’ve talked to won’t do that. That also may have something to do with the fact that the viper uses the trigger to fire the laser. Different Airframes are wired different and may have different cultures I guess

Talking to real life pilots, both in combat and on the range they fence in with the master switch set to arm. There are some ranges I’ve heard of in Europe that have a range regulation that the switch must be safe until just prior to roll in but that is the exception from everything I’ve heard. the protection measure to avoid dropping a bomb inadvertently is to keep your finger away from the pickle. I have heard from viper guys specifically that they will not go to guns mode until just prior to shooting the gun and they switch out of it ASAP like you said though

Thanks for setting the record straight

Not sure if it’s possible in DCS but it is also very possible to overspeed the aircraft in a dive. I’ve heard stories of an F-16 pilot that died while severely supersonic in a high speed dive and his canopy melted into his face.

Try setting impact angle to 90. The steeper the bomb come in the less elevation errors will impact it. If all your misses are short/long and not left/right with a shallow impact angle it sounds like there is an elevation issue (I.e. the bomb/jet thinks it’s trying impact above or below the target so it misses). If the bomb is coming straight down that won’t matter

Yeah if that’s a sim it absolutely puts DCS to shame. Looks real to me. The jet being in SIM has no bearing on anything. If real it is obviously footage from a training mission based the fact that the gun never fires and the targeted jet never explodes.

Just an interested and curious nerd who did a lot of googling.

You're partially correct. Its definitley not a parking brake. The emergency brake handle does not dump hydraulic pressure into the left hydraulic system like you said, it reroutes pressure from the right side, or the emergency brake accumulator. Hydraulic pressure from the right side charges the emergency brake accumulator when the #2 (right) engine driven hydraulic pump pressurizes the right system. Under normal conditions the left hydraulic system provides all hydraulic pressure to operate the wheel brakes. The emergency brake handle is used in the event of the aircraft losing normal braking due to a loss of left side hydraulic pressure (i.e. left engine/hydraulic pump not operating, hydraulic leak, damage to the left system, etc...). If the emergency brake handle is pulled and the right hydraulic system is operational, the wheel brakes will use right hydraulic pressure and the pilot wil have unlimited wheel braking (but not nosewheel steering or anti-skid). With the emergency brake handle pulled and no right side hydraulics are available, the wheel brakes will use the pressure in the emergency accumulator which has enough pressure to give the pilot five full applications of the brakes. During normal operations the emergency brake handle should be pushed in. The only time it should be pulled out during normal ground ops is if the pilot had to start the right engine first for some reason, then you'd want the emergency brake handle pulled so you can use the brakes with right side hydraulics before the left engine and associated hydraulic pump is started... Short of wierd maintenance issues, I'm not sure why a pilot would start the right engine first. Normal procedures is engine #1 then #2.

Ha! that's fair. Its an absurdly expensive time piece. But still, I think its the same old clock the A model had and doesn't communicate with the EGI. I could be wrong.

When you go to that IFFCC menu doesn’t it start with “autoscroll Yes” if you use the data rocker I think you can change yes to no and then hit enter to scroll through page by page

are you talking about the time on the clock on the bottom left of the panel? That’s just a clock. I don’t think in the real jet it communicates with the EGI. The time that matters is in the bottom right of the HUD. Is that not updating when you do the local time adjust?

The mid radio works off the DC bus so the battery is all you need. The other two are AC powered so you’ll need either the APU or engine with the respective generator running to power the

I don’t think the fuel flow switches have ever been accurately modeled. IRL they are there for an emergency when you need more thrust at the expense of overheating your engine. Like if you lose an engine on takeoff and you need more power to get away from the ground. Playing around with it in DCS I haven’t noticed any difference if the fuel flows are norm or override. TLDR: you can probably bind those controls to something else.

The changes were made to reflect how the jet should be when the pilot arrives at the jet to accept it from maintenance.

TN is for Track number. It’s basically the datalink ID of the aircraft you have hooked or the aircraft that sent the thing you have hooked. It’s useful if there are multiple aircraft sending info over the link so you can make sure you are looking at the right planes data. It’s also the “address” you’d send a message to on the message page.

No idea what the problem is but if you already have the TGP called up you can click TGP on OSB 15 (bottom left) again and it should make the TGP SOI

Looking at that video I’d say the root cause is a lazy break which put you wide on downwind. pull harder, should be 2.5-3G pull. When you roll out on downwind your missile rail should be on the runway (assuming no wind). You also perched late which made you drug in on final. Like others said, cross check the runway more. it’s obviously easier with VR or track IR but your cross check should be 80% runway 20% inside. The runway is your primary reference as you play out the final turn. I only look inside to cross check airspeed and “half way down at half way around” the final turn.

The delay isn’t a bug, it’s a feature! In an effort to be as realistic as possible DCS is following real world timelines for getting updated equipment on the jet. Congress has approved funding, it’s gotten through testing and development, now it’s waiting on inspection phase inspection cycles on the jet to align conveniently for maintenance to install them… but oh wait the air force is trying to kill the jet again and took away our budget to do the installs so standby on any new updates, put the parts in a warehouse and stand by for words until we forget the part is there… DCS is crushing the realism of the USAF acquisition timeline!

The NVGs are focused on infinity, so IRL everything inside the cockpit is completely blurry and unreadable through the goggles . The NVGs are only good for looking outside the cockpit. Pilots have to look under their NVGs to look inside. It’s kinda like flying with bifocals. Wish they would set it up so the NVGs only covered the top 2/3rds of the screen so you could look under them.

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