KlarSnow

google FZU-39... this is the radar proximity fuze you are setting. If the manual says MSL it is a typo.

The fuze is a radar proximity fuze... If it doesnt have that it opens based on time.

The radar underlays the coordinate system at generation of the map, as long as it is frozen or stored that coordinate system exists. however if you are INS only (drifting without EGI) that coordinate system will diverge more and more from reality the longer you wait after making the map, so there is a benefit (INS only) to getting the designation done asap. waiting a couple minutes after the map to make a designation INS only can easily result in significant error even if you have a tight system, so if you aren’t using EGI you probly want to get that designation done ASAP and not wait.

The radar even with EGI can still have velocity errors. An INS PVU can help if you are consistently getting blurry or messy maps. and just keep in mind the radar cannot determine elevation so it just pulls from the closest steerpoint or current steerpoint, so if you are just mapping random areas the radar will probly cue well above or below elevation wise whatever you designate.

If you store the image using the set functionality, the WSO can continue to be in command of the frozen image and refine their designation IE put the cursor on the target and make the designation, while the pilot has the radar sweeping in air to air. So for very short timeline high threat environments this could prove useful to as quickly as possible get the radar sweeping and not wait a few seconds for the WSO to actually make the designation after the map. otherwise it’s normally used as a comparison, IE old/new or wait no that last map was better than my first one. Think as a flip book, you toggle between the two so you can visually see what’s different. You don’t normally store a map for a significant amount of time. BDA purposes from a SAR map like this are kind of moot regardless. You need higher resolution or a different sensor to really get an idea of effects achieved.

No, its automatic and part of the pods safety features so it doesn't damage itself. SNIPER has no limitation like this, so whenever it arrives you will be able to use it at whatever altitude you desire.

Its not supposed to require trimming in level flight. The flight control system should be trimming you to 1 G level flight (after you trim out the takeoff trim).

you are pulsing the stick and the aircraft is then entering into oscillations that are damped out by the CAS. What is incorrect about that? You are supposed to smoothly fly the aircraft where you want it, not snap the stick back or forwards and let it go. That would and should result in oscillations here.

IRL its for checking that all the fuel tank pumps are operating correctly before takeoff. In DCS with no failures of such things, there is no reason to put it in STOP TRANS unless you value adhering to a real life checklist. put it in NORM and leave it there.

There is no ranging line on the right side of the HUD for the gunsight. There is a Radar Altimeter line that pops up if you get below 1500 feet AGL. Ranging should be a wrap around the gun reticle just like in Air to Air. And it should work with either laser ranging with the TPOD latched to the reticle, or Air to ground radar ranging which is not implemented.

That is very incorrect, the ASL should remain fixed, unless you fly into a different wind value, or change the bombs time of fall. In which case it will have to be a significant change in wind or bomb time of fall to change the ASL the way we are seeing it. Right now I really have no trust in the ASL or steering cues in any condition other than no wind. makes it very difficult to employ the simplest of munitions dumb bombs on a jet who’s entire reason for existence is as a precision strike fighter.

Yes I'm aware they are all connected and influence each other. But if you left the CAS switches off, the PTC would still function normally. Its part of the hydromechanical system and is not reliant on CAS being on to function. if you have a -1 go look at it. The PTC is covered solely in the hydromechanical section of flight controls, not mentioned at all as being part of the CAS system which is in the AFCS section. None of this means these systems arent or can't be interconnected or influence each other. But the PTC is specifically not part of the CAS system, its part of the Hydromechanical system, which is always functioning, regardless of what you do with the CAS switches.

To manually correct INS drift while the EGI is not functioning you have a couple of different things you need to do. the simplest thing is to correct positional drift via a position update. You can perform this by selecting the “Update” cursor function on the A/G radar or Target pod. You will need to have a steerpoint that you know the location of in PB17 in the target pod or radar, put the cursors on the steerpoints position in the real world, and command update via TDC press in the front cockpit or in the rear cockpit trigger full action. This will update your INS position based on where your cursor is. If you have your cursors over the wrong point on the ground you can induce more error and make your positional error even greater. So be careful. Not implemented currently is the overfly update or HUD updates that can be used to do the same thing visually. To help reduce how much the INS drifts you can perform an INS PVU or precision velocity update. this will “calibrate” the INS via the radar and will reduce the rate at which it drifts. it cannot permanently remove the drift over the course of a flight, but it will reduce the magnitude of the drift. To perform an INS PVU be in command of the A/G radar in RBM and press auto acq down. This will switch to the PVU page. MN PVU is selected by default, this will only really help with radar maps being cleaner currently since there is no mission Nav (MN) implemented currently, so I will leave this one for later. along the bottom of the PVU display select INS. Wait a moment as it begins measuring velocities. As soon as you see values populate press the TDC to begin the PVU. The lower values will go away and you will see a single value which represents the total remaining drift. Let it sit and cook and perform some gentle turns and climbs/descents and you will see it quickly start to reduce. Once it is low enough that you like (0.2-0.1 is achievable pretty quickly) press auto acq down to accept the update and return to the radar. Drift will continue to build up after this but it will be at a much lower rate than prior to the update. You should only have to perform this INS PVU once per flight, multiple PVUs are not really going to help much but one INS PVU will significantly reduce the drift rate. Of note, there is a land/sea option in the PVU screen, make sure to select the correct one for what you are flying over/your radar is pointing at. If you perform a INS PVU with land selected but your radar is measuring mostly water, the movement of the water can significantly mess up the PVU. Same thing can occur if you set it to SEA and perform a PVU over land, it will compensate for non existent water movement introducing error. Normal process for this would be to perform the INS PVU early in the flight or prior to fencing in, once accomplished perform an update on a well known point, and then your system should both be fairly accurate and have minimized drift for the tactical portion of the flight. Have several steerpoints or aimpoints/offsets on easily identifiable features in your planned AOR, so that if you notice drift starting to become an issue you can easily map or cue the targetting pod to one of them and update your system.

It is a momentary on/off toggle. The MPD/MPCD does not power on on its own if you push that button before power is on the jet. The original post is correct the current MPD/MPCD on/off switch behavior is incorrect.

The CAS switches have nothing to do with the jet automatically trimming in pitch. You should have them on regardless though because they massively improve the handling of the aircraft throughout the envelope and enhance stability and spin/departure resistance. There are zero benefits to having them off in the strike eagle. The jet auto trimming in pitch is a function of the Pitch Trim Compensator, which is part of the hydromechanical system, completely independent of the CAS.

https://www.f15sim.com/operation/f15_flight_control_system.htm Read the pitch trim compensator paragraph. Describes it fairly well. T/O trim (which is enabled by default if you hot start the aircraft currently) will trim the stabs up by default so that rotation and takeoff is easier. It basically changes the neutral position of the pitch trim compensator away from 1G, so after takeoff you have to trim it back to 1G. After that it should be hands off for pitch.

That is also incorrect, the ASL should not care if you are above or below the targets elevation.

This is incorrect. As long as the wind is not changing, the wind correction does not change. There is only one wind corrected release aimpoint for any given wind. So assuming you are not changing altitude into a different wind, or the wind is not changing direction as you approach the target. The ASL should be static in relation to the target. In the diagram below the ASL should for all the aircraft be fixed over the Upwind Aim point. And release their bombs when they cross the red circle. Hopefully it is obvious that none of this diagram is to scale with anything, the aim point will probly be offset by a hundred or so feet in most circumstances for low drag bombs.

So right now CDES is somewhat broken/inconsistent, so that being fixed should allow the designation to move with the target, even though that isnt really the purpose of CDES, it would work as you seem to want. LITENING/SNIPER pods whenever they get implemented should have additional capability beyond what LANTIRN does, they don't have CDES for example and have specific Moving target track modes.

In 2002/3 A-10s were still A-10A's.... They had no targeting pod. The A-10C that we know and love in DCS only came about a few years later, and they initially got LITENING pods, not LANTIRN. So no contemporary A-10's did not have any better moving target capability to Suite 4+.

So what may be causing this issue is that when you designate with the TDC the track is switching from point to area (incorrectly). Which may be interrupting the CDES process and causing it to stop updating. Either way its not really working correctly. And as just a bit of SA for how to engage moving targets. CDES really isn't supposed to be a moving target engagement mode. It can be used as such, but its real purpose was for continually updating the target range and coordinates for stationary targets until the instant of release. Prior to CDES being implemented creating a designation with the targeting pod and the laser firing could only ever make what is called a "one shot" designation, IE the coordinates and elevation are saved the moment you create the designation. The issue with that is that with a drifting INS and error in the system, any appreciable time frame (greater than a few seconds) after creating the designation results in the designation starting to drift away from the actual target location. The way aircrew would get around this was by constantly designating on final every few seconds to keep updating the relative position of the target. This also was not ideal since the jet was not really meched to deal with the designation being constantly recreated over and over again in this manner, the release symbology could start jumping or not being able to handle the sudden jumps in input, so they implemented CDES where the jet just keeps smoothly updating the target relative location and elevation and can handle it in a good manner and aircrew don't have to create designations over and over again while on final. So CDES isn't really a moving target mode, even though it can be used as such. There were a bunch of issues with it IRL that lead to it eventually getting removed in the very next suite of software for the F-15E, but a bunch of other tools were also added (actual moving target track modes and automatically calculating ballistic designation lead for a moving target in track for example). If you want to engage moving targets with LGB's in this suite of strike eagle, what you really have to do (or at least what aircrew using this suite did) is pull lead manually with your targeting pod and make a designation out in front of the target based on its speed. Its not that hard, takes a bit of practice but can be quite effective. Your other option "currently" would be to use a GBU-24 in a point and shoot mode. To do this, select DIRECT on the ARMT page, be below 15,000 feet MSL, have your targeting pod on the desired target, laser firing, dive steeper than 15 degrees to get the reticle in the HUD on the desired target, release the bomb and lase it in to impact. The GBU-24 will if released steeper than 15 degrees and below 15,000 feet MSL both pull pro-nav lead, and glide at the angle you released it at into the target, not taking a ballistic path (no need to pull ballistic lead). In any case the current CDES behavior is somewhat broken and should get fixed, but please don't think that this system is really optimized for moving targets. The F-15E in this timeframe really did not have a lot of tools for hitting movers that became fairly standard a few years later.

The Speed brake should in the case of a Util A hydraulic failure (hydraulic subsystem that powers the speedbrake) fail to a closed position. So if its remaining open with no hydraulic pressure right now that is a bug and it should get fixed. Now the corrolary to that is that if you've lost your UTIL A, for whatever reason, you also should have lost your: wheel brakes (emergency braking should still work) Landing gear normal extension and retraction (emergency extension would still work) Nose wheel steering (can also be re-enabled via pulling the Emergency brake handle) Radar Antenna (should freeze) Slipway valve Antiskid Left inlet (should be locked up) and the ability to retract your hook All of that is run off the UTIL A Hydraulic circuit powered by the L/R Util pumps

if auto acq press is enabling or disabling PTRK/ATRK that is also incorrect in the backseat. PTRK/ATRK enable should be trigger half action. Which right now does nothing. Switching between ATRK/PTRK (sorry to reiterate but switch and enable can easily get confused) should be TDC press in the backseat.

There appears to be some HOTAS mixed up between the front and backseat. In the backseat TDC press changes swaps between PTRK/ATRK. In the front seat TDC press should only designate but seems to also swap between PTRK and ATRK. The rest I don’t know what’s going on with. Enableing or disabling the point track should not be related to the designation, and you shouldn’t have to slew it slightly to get it to start tracking.

No this is not how it is IRL, there is something wrong with how the pod is going into and out of track modes and designations. IRL its not this janky at all.