Tholozor

Altimeters aren't perfect, much like airspeed indicators, or fuel gauges in cars. Because the altitude is derived from atmospheric pressure, there are inherent errors as it varies with the air density and temperature. However, as long as aircraft in the general vicinity utilize the same settings, they're still able to deconflict or reference their altitude differences. In the case of general aviation, aircraft switch to standard pressure (29.92inHg) once they pass the transition layer (for North America, this is at 18,000ft) in order to maintain a fixed flight level reference with everyone else, since atmospheric pressures change from location to location. https://www.faa.gov/air_traffic/publications/atpubs/aip_html/part2_enr_section_1.7.html

I think you've misunderstood what a thrust-to-weight ratio actually means. TWR is only a single metric regarding an aircraft's performance. Atmospheric conditions, temperature, wind, wing loading, lift-to-drag ratios; all play crucial parts. These are also air-breathing engines, not solid fuel boosters. Sustained vertical climbing (or even acceleration for that matter) is already a challenge.

The behavior is described in the DCS manual as well (page 178).

This is a safety feature to disable the laser to prevent overheating when LGBs are dropped using AUTO delivery.

When using the TWS option on PB10 on the ATTK format with a trackfile in STT, the TWS AUTO scan volume is using the antenna elevation value from the position prior to STT instead of centering elevation on the L&S. TWS_AUTO_elevation.trk

Ensure both generator switches next to the battery switch are on.

Closing the AI Helper interface doesn't tell George to de-WAS a weapon. Have George set to NO WPN and then try.

It's a very old issue regarding the way the engine renders HUDs. Prime example is the heat blur from engine exhaust, which has been a reported issue for many years:

From documentation I've read and diagrams I've seen, the fixed fin is correct. The bomb should orient itself so that the fixed fin is in the ventral position, with the adjacent control fins acting as elevators, and the opposing control fin acting as a rudder (AFAIK, the reorientation post-release only applies to the GBU-31(V)2/B, with other variants of the -31 flying canted). The fins should have locking pins that hold them in place while in carriage, and disengaged when released. I've also noticed that the models for all JDAMs don't even have animations for the control fins moving, so it'll look like all fins are fixed throughout the flight.

AMASE pods.

Keep your eyes on: and

Would not be correct for the DCS model.

The guidance radar for the SA-10 is the Flap Lid, which will appear as '10'. The Big Bird radar is for general surveillance, and the Clam Shell is for low-altitude surveillance. In the future, the Tin Shield radar will be part of the SA-10 (which was used prior to the Big Bird) once the SA-5 gets the Tall King radar.

Have you tried having the Red Air pilots leave their transponders turned off? Do they show up as friendly with their IFF Master knob set to OFF?

The box will appear when ASE threat symbols are present on the display (in your example, the Hawk radar at your 2 o'clock).

In DCS, a refueling operation will halt once the internal fuel level reaches 100% (the fuel slider does not take external tanks into account). In the Hornet, if an external fuel tank control switch is placed to ORIDE, the relevant tank(s) will be pressurized on the ground, and fuel will flow directly from the external tank(s) to the internal tanks. Realistically speaking with an external tank pressurized, no fuel would be allowed to enter the external tanks while pressurized, depending on the refueling pressure (assuming the aircraft is refueled via the single-point refueling port, this doesn't take into account if the external tanks are refueled via the exterior fill port, which you wouldn't use to refuel anyway if the external tank was already pressurized). With the switch in the NORM position, pressurization is not provided with weight-on-wheels, and fuel transfer from external to internal will not happen until the aircraft is weight-off-wheels.

This is currently an engine limitation.

The long version of the ALQ-184 has no additional functionality in DCS at the moment.

What are you referring to when you say Lima?

The OP had already stated that the TDC was assigned to the HARM display.

CCIP symbology will always switch to AUTO when a TGT designation exists, this is by design.

George currently does not have a way to scan for targets on his own.

George will stop firing once he reaches the burst limit or the target is destroyed in the middle of a burst. You can use a longer burst count or command him to fire again (there's a keybind for it in the AI Helper controls).

Callsign of the user that's donating the contact to the network. ED = Enfield CK = Check (available on F/A-18) SE = Snake (available on F/A-18) F-16s can change their alphanumeric callsign from page 2 in the DLNK menu.