Tholozor

We use meters quite often in fact. Our ground forces use meters almost exclusively for calling out range. This is also why the yardstick readout on targeting pods is typically in meters, so that information can be relayed to troops if needed. Army Aviation also primarily utilizes distances in meters AFAIK.

That is correct, the Mk 339 cannot be altered from the cockpit, the pilot can only select the primary or optional function timings. The FMU-140 also cannot be changed from the cockpit, changing the height function on the STORES page only changes release symbology (so ensure it matches what the bomb is set to). Use the CBU-99 to install the FMU-140.

Opening the textures for the aforementioned F-16 liveries in Photoshop (using the Intel Texture Works dds plugin) provides no option to "Load mip-maps into separate layers." These specific F-16 liveries have been reported before: The TEXTURES tab in the ModelViewer also relays the lack of mips with a [NOMIPS] tag. Looking at the 152d FS livery though the mips appear to be present? (fixed at some point I guess, used to not be the case). 132d FW, Iowa ANG: 174th FS: 36th FS: 80th FS:

I assume you're referring to VTOL VR?

The laser code is technically not part of the fuze, it's part of the guidance control section. The FMU-152 tail fuze only allows the pilot to electronically change the arming and function delay timing, nothing more.

Looking through a Chilean -34 manual, the Snakeye can have an FMU-139 fuze installed in the tail or nose well. The initiation for either setup controlled via a wire routed through the bomb casing from the FZU armed on the MAU-12's center solenoid or TER's nose solenoid.

You can try these, however George will still switch the TADS to FLIR on his own:

Also ensure the PRECISE option is selected on the bottom row of the waypoint DATA page to enable decimal seconds. If using a targeting pod, ensure to use TDC Depress (I assume this is what you meant by "specified button") to write the coordinates to the TOO mission memory. If all else, post a track we can look at.

The MSN page for IAMs (JDAM, JSOW, SLAM, etc) currently only displays Degree-Minute-Seconds (DMS) format, whereas the aircraft starts in Degree-Decimal-Minutes (DDM) format. You can switch the aircraft's coordinate format from the HSI → DATA → A/C submenu using the LATLN option in the bottom right corner to switch between LATLN DCML to LATLN SEC to make the formats match. This will change the coordinate format display in the targeting pod as well.

I believe that's the "Air and Space Outstanding Unit Award," (previously the "Air Force Outstanding Unit Award") which the 148th Fighter Wing has earned quite a number of times. https://www.afpc.af.mil/Fact-Sheets/Display/Article/421951/air-and-space-outstanding-unit-award/

Glad you got it sorted! As a fun additional tip: the Hornet has a dedicated Supercarrier kneeboard page that provides the radio frequencies, TACAN, ICLS, and Link4 channels for carriers on the map that you can use to verify carrier settings.

Ensure ILS is boxed on the HSI.

The M4.2+ tape guide for U.S models makes no mention of AGM-154C as a payload option in the SMS.

As far as I know, the Mk-82 AIR with the BSU-85 or BSU-49 ballute kit does permit the installation of a fuze in the tail well, you can see the M905 fuze spinwheel installed on the bombs in the first track, so setting the fuze to TAIL should result in detonation. I'm not entirely sure regarding the installation of tail fuzes on the Snakeye, someone with more immediate information can probably fill in the gaps.

From the Early Access Guide, page 541.

Pitch trim with flaps set to AUTO doesn't trim the stabs the way you would expect with flaps set to HALF or FULL. With flaps in AUTO, pitch trim changes the FCS' G-command. With flaps in HALF or FULL, pitch trim changes the FCS' AoA-command (use this to manually adjust the stab positions on the ground). Depressing and holding the T/O Trim button commands the stabs to 12° nose-up (providing a TRIM advisory). The FCS Reset button doesn't change anything regarding the position of any of the control surfaces, it only clears transient errors on the FCS page.

My understanding of it is that if a slew is applied to the steerpoint system, the JDAM will use relative targeting on sensor-derived coordinates, but if all slews are Cursor Zeroed, the JDAM should use absolute targeting on steerpoint coordinates (this part being missing in the current implementation).

The dedicated PNVS sensor is only used by the pilot. When the NVS switch in the CPG's seat is active, it uses the TADS itself as the night vision sensor. Which seat specifically are you experiencing this issue?

According to real-world satellite imagery and aeronautical publications for OAKN, the TACAN station at Kandahar is misplaced. Current location is much too close to the runway. Real-world coordinates provided by the AIP (N 31°30'11.0" E 65°50'45.6", satellite imagery from 2011, the shadow of the station is clearly visible along the ground):

The U.S. manual supports this behavior as well, referencing the section on the operation of the ILS on the upfront controls.

Been like this for a long time:

To expand on the above post: de-selecting an autopilot relief mode (BALT, RALT, etc) from the UFC option select buttons does not fully disengage autopilot (the system drops into Control Stick Steering (CSS) autopilot mode, denoted by an 'A/P' advisory). Actuation of the paddle switch is the recommended method to ensure all autopilot modes are disengaged.

Did you ensure the MARK page was set to HUD?

Some other examples of how dirty the coating can get:

After going to the FD page, put the desired heading into the scratchpad, then press the line option for heading.