NytHawk

Many people just play DCS to mess around, or learn more about fighter aircraft/air combat. The F35 is a great aircraft for both playerbases imo.

As @Wizard_03 stated, the F35 has a vast array of internal passive sensors which can be used for target detection and engagement (DAS/EOTS/ASQ-239/CNI etc) . But the F35s datalink (MADL) is unmatched by anything the public is aware of. Most current A2A datalink systems merely allow aircraft to share positions/vectors of targets. However each MADL node allows each flight member to share every individual piece of sensor information available on threats. Basically allowing a single F35 to gain access to its entire flights combined sensor capabilities. Each individual F35 can then individually fuse, or reject each piece of information from both MADL and onboard sensors into its own trackfile in order for weapons employment. (Image just as an example of how different data sources can be fused) MADL is also an LPI system with each of its nodes only sending highly-directional beams directly between each aircraft, among other features.

Sidekick is going to be integrated onto all Block 4 airframes.

The AGM-154C was a navy exclusive, and had never entered service on the F16.

It could be displaying the cooling state of the DAS sensors? Not sure.

I have played many flight sims, and flying in formation is always very similar apart from wake turbulence modelling. It's also much easier to stay in formation while in a warbird because of the instantaneous throttle response in my opinion.

This is something you will need to practice, but every time you are flying in formation, you need to try and find the rough throttle position that keeps you at the right speed, and then make very small adjustments from there. You need to remember that even with the most modern jet engines, they still take several seconds to respond to a throttle input, therefore you REALLY want to avoid making large throttle movements when in formation, because you'll never really know if you've applied way too much throttle until its already too late (and you're going to overshoot).

The requirement to boresight mavs simply hasn't been implemented yet on the hornet.

Usually you can lock up the static assets near air bases (like the trucks), this is usually what I do.

Have both of you configured your ownship identifier correctly? You should also be careful of other people on the server using the same STN number, it can cause conflicts, but i am unaware on exactly what happens. Btw much of the TNDL DED page has not been implemented yet, including the FL function.

If you are in the air, ground jettison does not need to be enabled. However you do need ground jettison on in order to boresight mavs on the ground. It isn't uncommon for mavs to not get a lock purely via TGP handoff (especially CCD mavs), so you will often need to go into the WPN page and make a manual correction in order to achieve a lock. Also what sort of range you boresighting in the air at? Ideally you want a slant range of ~5nm on an individual target (not a tight cluster of targets).

HARMs in DCS will inertially guide once they have lost track. However this guidance is really only useful to point the HARM in the right direction to re-acquire an emitter. Inertial guidance alone obviously has insufficient accuracy to hit a target.

Typically if I don't want to use snowplow mode to focus the TGP onto a target area, I just use my JHMCS to make a markpoint, which I can then slave the TGP to.

My bad, but its a similar story. If you want to unlock a target in bore mode without entering NO RAD state, you can just use TMS forwards again.

After pressing TMS aft to unlock a target on the HUD scan mode, the FCR will automatically enter the NO RAD state, to re-enter HUD scan mode, you will need to press TMS right again. Yes

Top pic is from here, there are plenty of LM simulator demonstrations you can find on youtube.

I rarely use VIP/VRPs in DCS, however they can be incredibly useful when trying to find targets, or if you want to coordinate attacks with friendlies. I mean even if you elect to fly on the deck, the TGP is still a useful tool if you are using any PGMs or doing CCRP shots to increase accuracy.

Not sure if any Bl.60s got Have Glass, however some entire USAF squadrons have got Have Glass on their Bl. 50s. I have heard of frontal RCS reductions of like 15-30%, which is pretty notable.

Appears so, I've tried a few AAR missions just now, and all of them have tankers immediately entering steep turns.

One of the recent updates included a major FM change for the F16, which notably gave it significantly improved low speed energy retention, and the ability to get into a deep stall. The FLCS in the viper has a ~25 degree AoA limiter, however this limiter can be exceeded in some very specific situations which can easily cause a deep stall

Just as a note, many of these weapons have yet to be integrated onto the F35, or are not officially planned to be integrated onto the real F35. Storm shadow and brimstone are officially no longer being integrated. I can't find any reference of CBU-99/100s on the F-35 other than on old diagrams like this, same with AIM-120Bs and other dumb bombs.

As the title states, as soon as you load into the Caucasus aerial refueling instant action... the KC-135 immediately executes a sharp turn. This obviously makes aerial refueling much more complicated.

Talking about F22 IRST… this just dropped.

All operational F35s are compatible with AIM-120C5s. However as you said, I also believe an F35 module will need to be a frankenblock.

There are reasons to be receiving information from wingman via MADL despite having some of your own sensor suite tracking it. You simply get additional information you can work with that you simply can't obtain by yourself. An example of this is getting passive ranging from multiple DAS or ESM sensors working together. This is especially useful when trying to track LO targets which may not be within radar range yet, or if you want to engage a target without emitting from your own FCR.