Rainmaker

No. Its not. As above, the system is not implemented yet.

To add to what Klar already stated, the switch position defines the auto-transfer sequence of what is considered external fuel. In wing/ctr, the ext tanks are primary and CFTs back that up. For CFT, the opposite occurs. The ‘backup’ is related to tank 1 fuel levels. In terms of DCS at the moment, its not implemented yet so it always goes ext wings first then CFTs, but its on the list for implementation.

Known bug

The MAD stuff was all for AHRS, which has been gone for probably 25 years or so now. Dunno what all these other conversations above are about…

Yes normal. And no, its venting not dumping from the left.

It is a minor bug in the loadout restrictions. Both should follow the GBU-12 rule, but the limitation is missing for the BDU version.

Takeoff trim has to be nulled out manually as does any other trim you manually input. The only alternative is the TO trim button which 0s out roll and yaw trim and max deflects to pitch up as far as the PTC will allow.

Was a last minute add. Use the channel bands. Manual just hadn’t caught up yet

Its already reported…

Or the fuel dump can be used as intended and all this weird stuff can be avoided.

96-97% may not exist for you inflight. As above depends on flight conditions. They are not approximated to be the same if the coders implement the feature.

Its being addressed. For some reason, the INS got so sensitive, it would go into hold if a feather landed on the wing.

it is not

You'd have to give some specifics. A lot of testing was done at a lot of conditions....I'm not even trying to repeat that part of my life again.

I may be off topic, but I respect your experience and think I have something to learn from you, so let's continue with the question. I wonder if this was applied to all F-15Es and why such maintenance measures were performed. I can't tell you the detailed format, but as a person who handles similar, I leave a question to infer why the function works in similar models. It was fleet wide for the E model community. Couldn't tell you anything about export versions, etc. I can only guess it was done due to safety concerns, past events, etc. Trusting the brake hold to be on, only to have it drop off and present a hazard of rolling when not intended. For whatever reason the engineers decided to change it, either on their own or by request of the Air Force. ----- JFS has JFS two speed s/w, so RDY light turns on when RPM is over 50% and auto shutdown at 110%. Due to this operating principle, I know that CGB engage and JFS Accelation are not related. Is it possible to give a more technical answer regarding this? The ready light circuit looks for the correct idle speed. It is a 'ready' light and not a 'run' light, so think of it that way. Its to signify its ready for use, not necessarily running. ----- Solved. I made a very rudimentary mistake by confusing and associating FTIT with F/F. Sorry for the confusion on this topic. I only experienced late-type EMDs, and it was the first time I knew that the lower limit of FTIT for early EMDs was 200. thank you. Only an assumption on my part, but guessing it was too better monitor the motor-to-cool (MTC) process and not being limited to only know temps are at or below 200. As an aside, I wonder if there is a will to implement a case where the engine is turned off due to a slow drop in RPM other than what has been implemented. Perhaps you can answer that it's not possible, but I admire RAZBAM's in-seat interior implementation and ask if it can be reflected. As before, it 'could'...there is no fast rule on what takes place when the motor is starved of fuel. From a level of effort perspective, how much time/effort is it worth coding something for such a limited scenario. I can't speak for the developers, but it all has to be taken into consideration. Time spent developing something hardly seen takes away further developing something that is a lot more important. I'm sure it can be done, but the simulation is already there at the current time, and is functional, so have to take that into consideration.

yes...but still mach and alt dependent. Can be less than that.

Its actually on the conservative side.... I do not see your fuel flow numbers, but that HIGHLY depends on loadout and drag index.

Electrical - HOLDING BRAKE should be released at throttle idle or higher, but not. -- Three, brake hold does not work that way. Brake hold is functional at all throttle settings. Correct as implemented --- However, one of the things you said is wrong. This is the first sentence in the TAXIING paragraph of T.O 1F-15E-1 SECTION 2 NORMAL PROCEDURE. "As the throttles are moved out of idle, confirm that the holding brake switch goes OFF and that the holding brake is released." Please check again and hope the holing brake bug is fixed. I am not wrong. Wanna know how I know that? I was part of the team that removed that feature 2 decades ago. There is a splice under the t-quad in the front seat that completely removed the t-quad from the system. Again, not a bug in any way, shape, or form. Engine - RDY LIGHT is OFF during JFS Engage. It must remain on during operation. --First is correct as is. It does not remain on. That is incorrect. --- This is the JFS Ready Light description in the SECONDARY POWER SYSTEM paragraph of T.O 1F-15E-1 SECTION 2 DISCRIPTION. "JFS Ready Light The JFS ready light is in the front cockpit on the right console engine control panel. The light indicates the JFS is running. The light goes out when the JFS shuts down." It is correct that it should be on during operation, and READY LIGHT should be turned off after SHUT DOWN. I've never experienced this in a real aircraft. Negative, it does not mean that. The ready light means that the JFS is ready for engagement and has reached the proper idle speed. Once the CGB engages, and the JFS accelerates, that is no longer the condition and the light goes out until both of those conditions are corrected. - After starting, the fuel flow is over 1700. limit over. It is the same even if you retard after throttle advance. The limit is 200~1600. -- 3 Is a no. That is not a limitation. That is book notation for probable flux, mostly for the left engine anomaly that can occur at low fuel flows. Has nothing to do with limits --- This is precisely specified in SECTION V OPERATION LIMIT, and the symptoms are displayed identically on the left and right sides. Seeing that the value added by about 200 from the limit value is displayed, it seems to be related to the starting value of 200 degrees. Again, I know exactly where the 200-1600 figure comes from, and why it was added to the manual. And no, completely unrelated to the FTIT. The EMD low limit on FTIT was 200 minimum and changed down the road to be 0-XXXX. - If press the Eng' fire push button, the rpm should drop gradually, but it suddenly turns off at once. -- 4 Is only a probability. No Guarantee of fire. Damage model implementations are constantly be improved. 5 Engine shutdown can be anywhere from a burp or belch to a complete shutdown. There is no rule there. Have seen all the above IRL. --- The FCF has a procedure to shut down the engine by pressing the fire push button after landing. There is information that the fuel shutoff valve installed in the aircraft can operate below IDLE RPM while burning fuel. Actually it is. Please check again. I have first-hand experience with this in real life. I stated what I stated because of it. The fire push button and engine master both shut off fuel at the same place. Have dealt with both intentional and inadvertent shutdowns using both of those procedures. Once fuel is cut, there is leftover fuel between the main shutoff valve and the motor. How the motor deals with that fuel is case by case. Some will fluctuate before shutting down, some will shut down basically without notice. Have real world experience with seeing both scenarios Hydraulic - When the speed brake operates, HYD' PRESSURE is handled by UTY A, so only UTY should change, but PC1 and PC2 also change. --It depends. Hydraulic system fluxes are basic/artificial in nature at the moment as the aircraft is in early access. ---In normal cases, a switchover from PC1 or PC2 to UTY does not occur. Also, the switchover operates only when there is a drop in pressure, which does not fit the operating principle. "Hydraulic system fluxes are basic/artificial in nature at the moment as the aircraft is in early access."

Load times have gotten stupid slow for some on the latest patch. Myself included. I havent noticed performance issues, but that’s not to say its not causing higher usage/problems. Hopefully whatever it is with the load times gets addressed, and it possibly helps those issues (if there are some) as well.

Radio 1 can work under emergency gen power, but is disabled with the JFS running. Unless information as far as DCS is concerned, just gee-wiz info IRL, would not be common to contact tower before starting anyway. That's just a weird DCS implementation of comms IMO.

AA PACS reloading is not implemented. This is likely an oversight/bug in the logic. Will note for the devs.

Damn that Bill Gates….. Glad you found some kind of way around that.

Your references are outdated.

FIRE EXTINGUSHIER DISCHARGE not working. - If raise the supply lever of the OXYGEN regulator panel, the OXYGEN CAUTION disappears, but the OXY Green Light does not come on even after 3 minutes. (It is impossible to verify that the MSOGS BIT is working properly.) - The EMERGENCY vent lever should be operated in Turn/Pull 2 steps, but it works at once. - MPD/MPCD works even when ECS FLOW is turned off. The first three are not implemented (N/I), Will come later in EA. The 4th is correct as is. Dual engine operation with ECS caution will not prohibit screen operation. Singe engine will, but has not been implemented...yet. ECS caution logic is not in the model at all, but is planned in the future. Egress System - Canopy opens too quickly. - When the hydraulic pump does not operate, the accumulator pressure is insufficient, and the canopy control handle is in the DOWN position, sliding does not work, but the canopy should come down by its own weight, but the canopy does not come down. E model has a precharged accumulator. It will operate on first attempt, but is a bug that the canopy only operates once and then is frozen in place. Electrical - The electrical power is off, but the power system is not implemented properly, such as UFC is operating and LDG WARNING TONE is heard. - Ground Power S/W is also not properly implemented. - HOLDING BRAKE should be released at throttle idle or higher, but not. one is a known bug. Two is correct as is. Switch functionality is proper. The electrical power distribution will be corrected in due time but is a low priority. Three, brake hold does not work that way. Brake hold is functional at all throttle settings. Correct as implemented Engine - RDY LIGHT is OFF during JFS Engage. It must remain on during operation. - FTIT temperature of EMD before starting is 200 degrees. - After starting, the fuel flow is over 1700. limit over. It is the same even if you retard after throttle advance. The limit is 200~1600. - After JFS engage, Eng' cranking is limited to 90 sec, but fire warning does not occur even if cranking for a long time. - If press the Eng' fire push button, the rpm should drop gradually, but it suddenly turns off at once. First is correct as is. It does not remain on. That is incorrect. 2nd. Model is currently using 200 minimum FTIT on EMD which is an old limitation set on the EMD. Will be updated. 3 Is a no. That is not a limitation. That is book notation for probable flux, mostly for the left engine anomaly that can occur at low fuel flows. Has nothing to do with limits. 4 Is only a probability. No Guarantee of fire. Damage model implementations are constantly be improved. 5 Engine shutdown can be anywhere from a burp or belch to a complete shutdown. There is no rule there. Have seen all the above IRL. Fire Control - Cannot enter the BIT menu. N/I as are all BIT menus Hydraulic - When the speed brake operates, HYD' PRESSURE is handled by UTY A, so only UTY should change, but PC1 and PC2 also change. It depends. Hydraulic system fluxes are basic/artificial in nature at the moment as the aircraft is in early access. Instrument - Suddenly at 37000 feet, Fuel Qty ind' indicates 0000, and f/f indicates 0 in EMD. - Eight day clock knob does not work. - Voice warning is activated even though the INTL fuel pointer has not reached the BUG position during fuel qty' ind' BIT check. 1. Known bug. See forum. 2. Clock is functional, hack/reset N/I. 3. Noted. Thank you Navigation - ALIGN If the aircraft displacement limit is too sensitive, even if the throttle is moved a little, GC HOLD is displayed. - aircraft is in a hold state, but ALIGN is not possible because GC HOLD does not disappear. - The same symptoms are displayed even after moving the aircraft forward and then stopping, resetting the INS S/W from OFF to GC, and inserting the coordinates. - GC suddenly changed to NO TAXI in 1.1. If turn the Knob to NAV, NAV DEGD is not displayed. INS Alignment was completed normally, but it seems to be a problem with the display. - LOW ALT does not disappear after landing. It disappears only when RDR ALT S/W is turned off. 1. INS issues are well known. There's more than a few reports on the forums already. 2. Correct as is. Per documentation, light is illuminated when low alt condition exists and stays on unless system is turned off or condition is corrected. error/non-implementation - Nozzle open speed is too fast when engine switches from SEC MODE to PRI MODE. Speed is adjusted to match current audio samples used. Sounds are WIP. - The air conditioner in the cockpit is too loud. This has been evaluated by multiple SMEs. They are not of that opinion. May or may not be adjusted in the future - The sound of JFS Auto-shutdown after engine cranking is natural, but the sound of Manual Shutdown after simply turning on JFS is unnatural. Sounds are very largely a WIP - No sound when canopy cycle. There is no plan for this - The voice warning is originally quiet, but not very frivolous. See previous notes about sounds - ATDP TEST does not work. That's correct, it's N/I as the manual clearly states