NytHawk

Thank you, this might be it.

I don't see this as a source reliable enough to prove that AGM-154Cs were implemented onto our F-16s. This source can easily be interpreted in many ways. Yes AGM-154C's have been mounted onto Greek Bl.52s, but i have yet to see any images, or other clear evidence of them being mounted onto USAF birds.

PIDS+/ECIPS+ have only been integrated onto the MLU birds (to my knowledge) M3 tape onwards. However, the USAF is acquiring PIDS+ with PAWS-2 for their F-16 fleet, but they have not entered service yet.

Are you referring to this part of the link? As it doesn't specify what specific variants go on which aircraft.

Page 3-69 of KOREAN AIR FORCE TACTICS, TECHNIQUES & PROCEDURES 3-3 VOLUME 5. This is unclassified and easy to search up. "3.21.1.4 Handling excess energy. Once you have lowered the LG and placed the aimpoint on the threshold, make an assessment of your energy state. If airspeed is increasing, open the speedbrakes as required to maintain optimum airspeed. If full (overridden) speedbrakes are not enough to hold the desired airspeed, cross-controlling (slipping) the jet may increase drag enough to control airspeed or descend to a more manageable approach angle, at which time you neutralize the controls and complete the approach. Use caution during cross-control input to insure the toes brakes are not activated by the rudder input, thus depleting the Brake/JFS accumulators." Yeah, you shouldn't be slipping in the flare, as the manual states you return to a normal approach once you have achieved the desired approach angle.

The F-16 needs substantial rudder pedal deflection to maintain a Knife Edge both in real life, and in DCS.

The F-16 FLCS does not prohibit cross controlling. However the FLCS does have a beta limiter, as high levels of sideslip can affect elevator effectiveness. The ROKAF employment manual states that sideslipping the F-16 is a valid way to manage excess energy on approach.

It's easy for the public to find the RCS of a given aircraft shape, the issue is that we don't know that much about the effectiveness of the RAM on the F35. We also need to make assumptions on the thickness of the RAM, knowing that it varies a LOT on the F35.

I know you're joking, but I am not aware of any images out there showing Russian jets intercepting (or being intercepted by) F35s without luneburg lenses mounted.

It is almost certain the MiG-29 had been in development for months, if not years before its announcement. The F35 may have not even started proper development yet.

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