Tholozor

@buceador He means it was recorded from the F1 cockpit view, the camera was repositioned to be over the shoulder with the pilot model enabled.

Ensure Cursor Zero (CZ) is performed before navigation. Slewing a SPI with any sensor applies that slew delta to the entire database, and must be zeroed out.

Glad to see I wasn't the only one who thought to do this!

The ICLS system on the Hornet (AN/ARA-63A) operates from 15.412 GHz to 15.688 GHz.

Already reported:

There's already a Wishlist item for this:

Already reported:

Call ground crew and ask them to remove the NVGs (a filter is placed over some of the lights in the cockpit to prevent washout).

Set George to select no weapon, and you have access to a lasing option.

The 'LOW' mnemonic should appear to the right side of flight path marker if the aircraft's release parameters are suboptimal for weapon delivery (and if the aircraft is less than 10 seconds to the release point in order to keep the HUD decluttered). The mnemonic can also appear if the aircraft's altitude is insufficient for the current weapon's fuze settings (primarily regarding arming time and release point less than 10 seconds away).

The F-16's AN/APN-232 Combined Altitude Radar Altimeter (CARA) is rated for 50,000 ft, so that is correct.

The last Friday patch was an out-of-cycle patch for the release of the Kola map and a few small fixes, nothing more.

Ensure the parking brake is set.

The Period Transfer Alignment Message (PTAM) sends aircraft latitude, longitude, altitude, and velocities to the JDAM, and the Reset Transfer Alignment Message (RTAM) sends corrections to generate new PTAM information. The PTAM info is wholly dependent on ownship's INS accuracy and GPS solution. The JDAM's onboard program should also be expecting the aircraft's alignment quality to meet specific criteria of positional/velocity errors to fall within a pre-determined CEP of a GPS-aided solution (this should also be determining the JDAM's transfer alignment status on the SMS). If the aircraft is not using GPS, it cannot calculate the aircraft's CEP, leaving the weapon unable to utilize the PTAM info, as it will end up less accurate than what the JDAM is expecting. Since this data is unsatisfactory in providing proper positional/acceleration/time data, the JDAM's alignment should continue to degrade.

The JDAM's onboard INS still receives its initial position from the ownship's INS, they don't fly purely off GPS (generally speaking the JDAM should receive periodic INS updates while powered on). If ownship INS is drifted, JDAM's INS will be drifted by the same amount until the GPS Receiver Module correction starts kicking in. The GPS receiver is deactivated while mounted on the aircraft due to poor visibility/masking of the satellites, and turned on post-release. The receiver module takes some time before the first fix is applied, and this takes about 25~30 seconds.

This is the HPRF range ambiguity. I originally thought it was a bug too.

The current TGP is kind of in a weird state, as the physical model is LITENING, but most of the display symbology is modeled after LANTIRN. Once the Sniper is released, the LITENING will be fully replaced with LANTIRN.

Burst Altitudes (for CBUs in general) are getting reworked with the new fuze system, but 4921ft equates to approximately 1500m, so probably just a conversion bug.

The diamond is the TGT point, doesn't matter what generates it.

This actually kinda makes sense once you factor in that the LITENING will eventually be replaced with LANTIRN (which has no TV mode).

Like this?

Probably gonna need to see a track then.

Did you set your route as CURRENT route on the RTM page?

That's the Case III signal to throttle-up. Not sure why they're using the wand signals during the day.

This document outlines the AN/AAR-50 Thermal Imaging Navigation Set, which is a completely separate system from the ATFLIR.