flyco

I have found that quite often, the JTAC will call “Abort, Abort, Abort” immediately after the target is destroyed. Presumably to stop further ordnance being expended.

Thanks for the explanation, Highwayman. I have also had difficulties in getting a call to start my approach. However, having looked at your explanation, I suspect the reason was that I started my orbit abeam the ship, rather than 1.2 nm ahead. I then continued round to line up behind the ship (by about 1 nm), where I rolled my wings level, to catch up again, before starting my next orbit. It looks as though I was probably past the 4.5 nm abeam position by the time I passed through the 210 degree position. I will try your procedure, and fly 1.2 nm beyond the bow before starting my orbit.

Fakum, you could try 'RAF Air Main Server'. It is normally not passworded when we aren't running a training night, and you can usually find a Steenis full of F/A-18 there with Alerax's LSO script installed.

David, I use both hands. My right puts on the roll, my left closes the throttle (immediately the roll has started) and the separate, flexible thumb on my left hand operates the airbrakes. Seriously, the difference is a fraction of a second, and I did make the remarks with my tongue in my cheek. However, if you are in very close formation, and the lead puts out the brakes and closes the throttle, you will overtake him. I am just suggesting that you need to consider your wingman. I haven't flown a fast-jet for over 50 years, but I have flown two and a bit tours as an RAF QFI on jet trainers. I have also flown in the sim with leaders who are slow to roll at the break and I find it very disconcerting - even more so since I passed the age of 75! I like to think that I am always aware of the man on my wing, and I still believe that of the 3 actions, roiling must always be the lead action - even if it only by a hundredth of a second. Don't want to start a squabble - I have seen many of your posts, and I respect your views. Hope to fly with you on a server some day.

Quote. ....When you hit the break 350 kts Supertaquito, go to idle on the throttle, speed brake to full (You need to hold the switch until full brake) Change Bank degrees "dynamically" so you can hold 800 feet level at 1% G of speed throughout this turn..... For a break, you should always, roll first, then brakes, throttle, pull. Otherwise if you are the lead in a close formation you’re going to be very unpopular.

It is possible to export some of the F-15C displays. But with limited success. I moved the radar display, but was never able to get it in the size and position that I wanted it. Each display needs to have specified ‘name’, to allow it to be moved, and the FC files are more difficult to fathom than the true DCS ones. I can’t recall if I was able to move the RWR - I will take a look. I certainly had an F15 Helios set-up but, as I say, it was limited. You can get the Helios from Capt Zeens website.

It is worth noting that if you are heading directly for a moving target, its relative direction to you is fixed. So if you have a radar fix, just turn as required to keep it constant on your scope. A common contributory cause of mid-air collisions is that an aircraft on a collision course will not move in your windscreen, which will make it less likely to be spotted.

Don't forget that, by default, you probably have Magnetic heading set on your F/A-18. It is common for the carrier's BRC to be (inaccurately) quoted in missions etc as a True course. In that event, you will need to adjust this to Magnetic before you apply the 9 degree offset. In the Caucasus area the Variation/Declination is 6 degrees East. For example if the Carrier's BRC is 360 True, you need to convert this to Magnetic by subtracting 6, to get the correct BRC 354M. This will be the course around which the run-in for the join and the pattern is based. That is, run in on 354M, and fly downwind on 174M. The 'runway' however is 9 degrees less than this, that is 345M, and this is the direction that you will need to fly in the groove, and when carrying out an ICLS approach. I find it very aggravating that mission briefs etc often give the BRC as a True direction. The official US Navy manuals very explicitly define BRC as; "Base recovery course, which is the ship's magnetic course"

Thanks for that. I found the ZTOD option, but rather stupidly took that to mean Zulu Time on Display. The old rules still apply - “Don’t assume - Check, stupid”.

Does anyone know how to remove the Time display from the F/A-18's HUD?

Got it! Thanks.

On an associated topic, does anyone know how to tell when the AIM-120 goes pitbull and you can safely switch lock.

Ramsay, you say that, for DCS, True North is the same as Grid North. Which Grid North? There are 2 Grids on the ME map - MGRS and (I presume) Geographic. I accept that any difference between Mercator Geographic Grid and True North, is quite small. However, they are not identical. What niggles me, is the failure to be able to identify, definitively, that the Geographic Grid is aligned with True North. If you can absolutely assure me that they are the same, I would be very grateful. It’s a bit silly, I know, but as a natural worrier, bordering on OCD, I do feel uncomfortable not being sure. I do wish AWACS and ATC would specify True or Magnetic. As I say a bearing is like saying that I have just walked 100 (miles, parsecs, inches, Martian metres?). Without the units, it becomes meaningless.

This is not a stupid question. The problem is increased by poor explanations and inconsistent definitions from well-meaning but often inaccurate inputs from other Forum users. The matter is further confused by nobody explaining whether they are using True, Magnetic, or Grid directions. I will use Magnetic direction - indicated by a M after the direction or the bearing. For the DCS Caucasus this will be about 6 degrees less that the true direction or bearing. The Carrier steers a course, which is the direction it is travelling in, and is called the Base Recovery Course (BRC). For the purposes of this explanation We will assume that the BRC is 360M. However, the flight deck is offset from the Carrier’s fore-and-aft axis by about 9 degrees. So the flight deck is pointing to 351M. This direction is termed the Final Bearing (FB). In addition, because the carrier is moving, and there will,be a wind blowing, the actual direction you will need to steer in your F-18, to stay lined up with the flight deck will be slightly different. If the carrier is steering into wind (which it should normally be doing),you will actually have to steer about a degree or two right of the FB - say, around 352M or 353M. This is exactly the same effect as landing on a fixed airfield with a cross-wind from the right. I could go on, but you will be pleased to know that I won’t. However, I hope I have satisfied you that you are not stupid. If you still don’t understand, it is ore likely to be that I have not explained it well. In which case, come back to me and I will try and clear any remaining confusion. One final point is that if you are measuring directions for the DCS maps, they will almost certainly NOT be aligned with True or Magnetic North. Because a map is a flat representation of a curved surface it will always have small discrepancies. There is another (in fact many other) north, which is based on the alignment of the map grid. This is Grid North - but let us not go there.

Sorry, I should have also addressed Gliptal's question. To give unique names to the two F-18 displays, just change the files: MIDI_left_init.lua and MIDI_right_init.lua Both the above are in: ...Mods\aircraft\FA-18C\Cockpit\Scripts\Multipurpose_Display_Group\MDI_IP556A\indicator It is best to do this using JSGME or a similar utility, and they will need replacing after every update. I do not have the F-5, but it should be possible to identify how to re-name any other displays from this information. Refer to my earlier post attachment for the Monitor Config details. MDI_left_init.lua MDI_right_init.lua

I use a 3840 x 2016 main monitor, with a 1920 x 1080, touchscreen on which I use Helios. I also use a 600 x 800 Lilliput to display my Kneeboard continuously. I did until recently use a second Lilliput on which I displayed the A-10C CDU display, but following the failure of that device I have not bothered replacing it. The layout is with the touchscreen to the right of the main screen, and the Lilliput(s), below the touchscreen. That does leave an area of unused display below the touchscreen, with only a small part of it utilised by the Lilliput(s). I am considering replacing the Lilliput(s) with a second 1920 x 1080, below the touchscreen. I export displays for the A-10C, the Gazelle, the AV-8B, and the F18, and I attach my MonitorSetup file (My Default.lua) which I use for this. You will see that I have had to re-name some of the exported displays, to allow this single Config.lua to be used for all my Helios aircraft. (For example both the A-10C and the F-18 use the same name for their main displays, but they are in a different position on my Helios layouts.) The positioning of the exported displays are for my Helios layouts, some changes may need to be made for any other layouts. I mainly use Capt Zeens' (All praise to him!), although some are slightly modified (Sacrilege!). MyDefault.lua

I have also fired AAM within the Rne, and on replaying on TacView it is clear that the target often seems to turn and out-runs, rather than evades, the missile. It could be that I am doing something else to cause this, but I cannot think what it might be.

I use Helios and also experience flashing on the exported display ports. It is most common with the A-10C when taxying and does seem to be related to reflections of the aircraft's landing/taxi lights. Agreed, it's not a major problem but it would be nice to see it fixed.

I find the un-specified use of headings and directions somewhat confusing, and, dare I say it, "unprofessional". I invariably put a T after any true directions and an M after any magnetic headings (and, of course a G after any grid direction). I would urge all to do the same - it eliminates confusion and only takes a second to do. On the same subject, I seem to recall that until recently any headings given on the DCS map by using the distance/heading cursor (including in ME), identified them in the same way, usually with an M after them. Is my memory faulty about this? Alternatively is there any option to specify within DCS whether the cursor shows M or T? Quite a few briefs provided with published missions do not specify headings, or - even worse -specify them incorrectly. This has become more noticeable since the introduction of aircraft carriers. As for the changing Magnetic Variation (or, for modernists, Declination), since the maps are set in time and place, I see no reason to change the Variation. However, it would be nice to see it specified on maps, as is the case in real life. I would add that I was an RAF pilot for nearly 40 years between 1961 to 1998, and my above observations are based on that experience.

Endorse this, very strongly. Flew a Case 3 approach in nasty weather, and called ‘Inbound’ and got landing clearance. Lights were on but I bolted. Flew the recommended MAP at 1200 ft and turned onto finals to pick up ICLS at around 3-4 nm. However, by now the carrier lights were out. I thus had to press transmit - to select ATC - to select Stennis - to call ‘inbound’, and then to call for landing clearance. Unfortunately by then I was into the carrier round-down - Ouch! Quite right - I shouldn’t have bolted off the first approach - all my own stupid fault! And I forget the maxim “First priority is to fly the aircraft”.

Excellent facility! If I have one very minor observation, it is that the flt deck is very crowded, making a quick exit a little difficult. I have not yet found where the debrief is stored. Flown it 3 times to date - scores between 60 and 97. So some way yet to go. I can see this being very popular with our group.

I guessed that. What I am asking about is - is there is any way to lowerthe blast screen when the client awaiting launch, say, has an internet interruption before he launches. The only way that seems available is to restart the server mission. What I seek is some way of re-setting the blast screen without restarting the mission.

During a recent MP mission flown by our group, the No 4 Catapult Blast Shield remained up, preventing any further landings. We are not quite sure how this came about, but suspect that it may have been left up when the PC of a member on the catapult crashed, or a member on the catapult left the game without launching. Whatever the cause, is there any way to rectify such a situation if it should happen again?

Thanks, I had intended it to go in ‘Bugs’. Must be my podgy fingers.

During a recent MP mission flown by our group, the No 4 Catapult Blast Shield remained up, preventing any further landings. We are not quite sure how this came about, but suspect that it may have been left up when the PC of a member on the catapult crashed, or a member on the catapult left the game without launching. Whatever the cause, is there any way to rectify such a situation if it should happen again?