Rainmaker

Not really. FWIW, that is a C model thing. They do not have hand pumps to move the canopy. Its a pro move to start the engine to have hydro for the canopy so you can pull the strut. Not gonna really see that done on Es. Canopy is typically gonna be lowered after second engine start unless there is foul weather going on where you may want to shut it earlier.

The same as already said earlier. The one that matters is the Util press. Right side = 2750. Left = 3000 PC1 and PC2 are 3K regardless

Checklist is wrong EMD and hydro are not even related

It becomes a factor when 0 - negative Gs are held past a certain time. IRL, it's never a guarantee that it would happen. In DCS, it limits people from doing a bunch of silly things.

Why would you test? It's intentionally modeled that way.

Correct

Or a separate set nav function, like MN in this case, so you dont necessarily worry about trashing the INS. cant imagine that would be an enjoyable event.

I tested #1 about 2 weeks ago. It was right around 2600#:min. For #2, have never seen this bug at any time. If its happening for you, you need to provide a track #3. Dont look for that to be altered any time soon. Aircraft performs very well vs the data available. Thanks

This has been discussed before. I dont know why ‘commercial’ aircraft are being brought into the discussion here. The drift rate quality number is not an absolute, as it was commented above before, and just as you restated in your post. The numbers are not absolute, and the jet does not give you absolutes in terms of a defined drift over time. So, what I was commenting on is the time = x distance comment. The drift error is not near as simple as it was being made to be. You cant just solve the math by going X time equals X distance in error away from the original location. Everything you pretty much put in your post, is why I commented that the system does not work in the fashion that was posted in the original post. Beyond that point but also of note, the INS and EGI systems are separate. They are not inclusive as the other post suggested they were. Edit: I do see that part of your post may have been directed more at SD than at my post. The lack of quotes just muddied the water a little bit.

Thats not how drift really works. In addition, the drift rates are not that much.

You essentially start the mission with 30 minutes of drift already in place. Really only effective if you are starting missions in flight, which is what it was designed for.

INS is still its own system. But, yes, since EGI is there, you wont really notice unless you select it.

1. As above 2. Its used to set the accuracy of starting PP coords when you enter the jet. Unselected, coords will be accurate. Can still be flown with either alignment method, but there will be pos errors if full alignment in not completed 3. Is predetermined INS drift. Used to add drift error at mission start. 4. Old. Will probably eventually get removed or repurposed. Serves no function currently.

Your data is no longer accurate….

Would bet you are likely stalling the wings, which has less to do with any sort of ‘issue’ and more to do with flying technique.

Already exists. Has since day 1.

That’s incorrect. It is not supposed to release and doesnt.

No. That’s not how that works.

Or thats a sign of poor tactics on the part of the E model flyers…not sorting radar scans between them so the tactic is negated.

Okay, so the clear stiff up as its already going in the weeds unnecessarily. The stop trans is to check internal feeding to make sure the feeds and both wings xfer properly. Also, wear and tear on the CFT xfer pumps. That’s it in a nutshell. In the DCS world, all of that will always work and nothing goes bad. Choose to do it or not based on your needs to imitate real life.

Dont over-g. Simple solution. There is a single beeper, double beeper, and betty to tell you when to stop. The damage model is set as such that you need to go well above the G limit in order to immediately cause damage.

Nope…other way around actually. The BDU needs removed.

Yeah, I could understand that. Its a coupling. So pushing aft and side to side would be believable to an extent. Dragging would not. Dont remember the force disconnect pressure, but its not that much…for good reason.

The thoughts of that really being a thing is likely vastly overblown. Ref same pod cast above. Pilots still have IRL problems coming off the boom. Probably one of the best DCS procedures is to not still in the same pos the boom first hooks up at. Move fwd and pad the room you have before you get too far away and disconnect. There is room to guve yourself a better range for error.

Your track wont show up for me in my replay list.....