BBQ

I was struggling with this as well--I think it has to do with how waypoints are set in mission editor under advanced waypoint properties. Another quick fix is to go to Waypoint screen on the CDU, and change elevation to zero. The points in the air help with vertical navigation, i.e., what altitude you should be at for a given waypoint. Got me thinking--can data cartridges have MARK points pre-loaded, so if you wanted to attack a building at a known location, the mark point would already be there--and then you just slew over it to make it your SPI?

loving the low visibility free flights. Want to see one of my *proudest* moments as a flight simmer? Check out the video

Check out the landing here!

My hog apparently took on a full frontal attack. Barely managed to make it back in one mangled piece. :pilotfly:

Awesome--another Bahger special!

make sure net id and group id are BOTH set to 01--otherwise data won't show up on TAD

thanks for this little nugget of information--was wondering why no data was showing up on my TAD.

Great work Bahger--i'm having a blast flying this one over and over again. Thanks for the fantastic effort--look forward to more. +1

Glad it was useful for you, Razi!

updated first post with night, IFR

Tyger--yes, I wanted to take out that comment about counting--as your SOP is totally legit, especially for VFR.

UPDATE:

sold

no new rudders--didn't change anything, as I just flew another mission--brakes work correctly. Question: at full throttle--and brakes applied--will they stop the aircraft from moving?

I am a lawn care guy. Lawn dart, that is ;) Look at the youtube video--you'll see in that instance, I'm on the tarmac.

didn't save the track--unless--do I recall some feature that automatically saves last mission track--somewhere in a temp folder or something? EDIT: Here's a track from the other day, where I was stuck in the grass--same phenomenon.

:helpsmilie: Either this is a bug, or I'm having a senior moment (even though I'm not a senior!) I was studying the CDU for 30 minutes or so, on the ramp with all systems up and running. I then tried to taxi, but even at full throttle, could not move. Any ideas? http://www.youtube.com/watch?v=I6-R2bZzcyM

Sabre--your training missions are really impressive, especially now that I know your getting all of this info from the official documents, and figuring out most of it on your own! Of course, this is precisely why I love these study sims--the satisfaction of figuring the stuff out, and actually executing the procedures is a great feeling. Look forward to BFT10!

ok--video was too time-consuming (although I plan to do a good training video once I wrap my head around it better) So--imagine airport (TACAN station) is in the bull's eye of a dart board. All of the circles that radiate towards the edge of the board are arcs. The lines that radiate from the center (that designate different point values for dart game) are radials. So as I understand it--any given departure would have the pilot takeoff, and intercept an arc, e.g., 10nm out. So you start from bull's eye of dart board, head straight up the dart board until your TACAN is displaying a range of 10. Now you turn right, e.g., until the RMI needle that points to the TACAN station is pointing to 90deg on the HSI. If you manuever the aircraft (slight right bank turn) to keep the RMI needle so that it stays at 90deg on the HSI, you are flying on the 10nm arc around the airport. From there you can "intercept" a briefed radial that leads to your destination. So let's say the briefing called for the pilot to depart on radial 170. The pilot would takeoff, fly the runway heading until TACAN reads 10nm, turn right and maintain the RMI needle at 90deg, thereby staying nice and snug on the 10nm "arc". The pilot then inputs (with the course knob on the HSI) a course of 170. He's now flying the clockwise arc around the airport, and waits for the course line to start moving from the top of the HSI, towards the center of the HSI. When it gets to the center, he turns left until the course line is pointing directly to the top of the HSI. At this moment he is roughly 10nm from the airport, outbound on radial 170. I imagine the evaluation criteria referencing the ability of the pilot to stay within 2nm of the TACAN arc has to do with keeping the RMI needle at the 90deg position on the HSI prior to the intercept of the outbound radial. Totally going off of a 10 year old memory here--anyone feel free to jump in and correct me if I'm wrong about this. I was fortunate enough to spend a few months going through the same sort of initial qualification training with a F-16 pilot using Falcon 4. It was extremely difficult, to say the least. For example, if the goal of the day was to practice basic maneuvers, there was a pre-briefed area where this was to be done. However, I had to rely soley on the TACAN for navigation--and so had to develop a sort of picture in my head of a kind of "box" for lack of a better term--the sides of which were certain radials at specific ranges from the TACAN station. They weren't large areas either--and half the battle was staying in this "box" of sky. Of course then there are altitude parameters as well--and ops checks, fuel states, correct brevity, and a ga-zillion procedures that had to be followed--most memorably (frequently), calling out "blind" and having to go through that procedure, altitude seperation, etc. Oh--and then while all this is going on, I'm supposed to be focusing on the task of the sortie, e.g. basic manuevers, BFM, etc. It was an extremely intense, unforgettable experience. I frequently found myself sweating--and my hands would be sore after every flight :) Then there's the landing...perhaps a story for another day. Ok--my self-imposed rambling alarm just went off.

As far as I know, "VFR" doesn't mean you don't use the instruments in the aircraft--it basically means the pilot is not checked out to rely exclusively on them (i.e., in conditions where there is little/no visibility). I doubt just because a flight is designated VFR, that the pilot therefore has to use dead reckoning to navigate when he's got a perfectly good TACAN under his nose. I could be wrong. Since it's in the evaluation criteria--they obviously have to meet that particular requirement. I just noticed the two circles I referred to in my post above are barely visible--not sure if anyone else can see the circles or not. Anyway, let me do a quick video to explain what I think the requirement refers to--I'll post it later tonight.

No response on the TACAN arc issue? Wondering if you got that criteria from the evaluation document, which would make sense. However--there are no directives as to the range DME. How do you check for this criteria? Here's a quick drawing of what I'm trying to get at--if I'm not mistaken, the "TACAN arcs" referred to are the two circles below--so inbound or outbound, when you intercept the arc, you can then stay on that arc by, e.g., using the tacan station and tacan navigation. E.g., fly outbound after takeoff to 10DME (on HSI, upper left corner number), and then make a turn to the right. All you have to do to stay on the arc is keep the bearing pointer at 90deg on the HSI, and you'll essentially be flying a perfect circle around the tacan station. I'm not sure though-what the range (dme) is supposed to be.

maybe I can hire some British babes to run around the room with billiard bridges, pushing checkers around or something

oic--got it. I'm trying to figure out how to actually use the thing. I know it's very accurate, and that one could attempt dead-reckoning navigation with it, etc.

You're not suggesting the pilots have maps this big folded up and stowed somewhere on their person? It's pretty sturdy with the lamination--could reinforce the freakin' titanium bathtub.

You guys have dirty minds, GEEZ. I'm talking about my tactical map. The thing is huge--would it normally be in the briefing room on a table?