Looney

Well not exactly, there will be some extra server overhead if you think about it. You've got the RIOs seat which position will also need to be updated together with the pilot seat, that is to say the position in 3D space and the direction they're going will need to be updated to 2 clients for 1 aircraft. Also, there can't be (much) desynch between these clients but that's a general thing on servers regardless. More overhead comes from synchronizing the things the players do with respect to their aircraft, the RIO flipping switches will affect the pilot system left and right and when the pilot does something, it goes the other way around. All in all, if the server has to handle this workload, it's safe to assume there is some extra overhead unless synchronizing the clients is handled in a P2P way. How much extra overhead? You tell me.

Can we expect a seperate manual for the RIOs office work with the AWG9 radar and other suites?

I'd love to hear stories about RIOs opening up such a pack of nachos and the inevitable result.... Heard a story of an F-4 pilot with bowel movement once, that must've been a most embarrassing moment if it's true...

Nope, not updated yet. Use Ricardo's mod for better visible lights.

A US AH-64 doesn't have any A2A capability, they had it removed because they had no use for it. Foreign operated AH64 may have the Stinger but nothing is set in stone. All in all, the KA50 was most likely seen to operate in an environment where air superiority was attained.

Forrestal, nimitz, stennis, it's a lot of steel and iron of which a large part is flat :D :D: D

AFAIK Heatblur is working on a carrier to support the F-14, could be changed though.

in NLQ ofcourse.

We, the normal users and mortals do not know of anything ED has planned for the KA50 besides the communicated fact that the cockpit and exterior of the module will get spit and polish to bring it up to specs with DCSW2.5. All other stuff is considered rumors, hearsay, fake-news, alternative facts or otherwise not validated non-sense unless it comes unequivocally proven directly from ED itself.

Beginning with the end in mind. You wouldn't teach someone to rev the car up to 5000RPM all the time before driving would you? A lot of the comments made are stated because they cause problems further into the flight. The throttle setting being the main culprit in my opinion. It's stated in the manual which setting you should use and why. Starting up the KA50 with the intent of flying it is one thing and yes, up to a degree you could use your video for that. The main thing is it teaches some elements where the student will need to unlearn these things before being able to effectively and efficiently fly the KA50. After flying comes combat with all the bits and bops attached to it, weapon employment, defensive systems, battle damage, the list goes on. There are a lot of information sources available on how to start up the KA50 and why, there is very little need to change this procedure because, in the end, everyone has tried it one way or the other and all come back to the basics of starting her up.

At the beginning, check outside air temperature and the underground so you know if you'll need to use the de-icing system and/or dust protection system. This influences the weight you can carry and thus the amount of orndance or fuel you can take with you. At 1:14 when switching on the fuel quantity indicator, perform a quick test the gauge is actually functioning by pressing the test button to the side of the gauge. Since the fuel gauge is "always on", it's better to check its correct function otherwise you end up with no fuel somewhere down the line. At 1:15 when you switch on EKRAN, it's better to reset master caution and then tap the button again to initiate the EKRAN BIT and view the EKRAN window as it goes through its BIT, only then will you know the system is properly functioning. Same goes for testing bitching betty, push the EKRAN test button to see if she actually will talk to you. At 2:00 it's better to test the fire system before flipping the switch, with random failures active it's better to perform a test of this mission critical system. at 3:32 you switch on the EEGs but AFAIK this should only be done after both engines are spooled up and the throttle set to the auto position. at 4:50 it's not a radio switch, this is the Datalink system and you're switching it to the Commander position, basically it means you're the commander of the Datalink. Normally, in PS this is true but in a MP environment, this could well be a Wingmen position, depending on your position in the flight. at 5:42 you switch on the LWS and UV-26 but do not test the systems, it's good advise to test these systems to make sure they work properly. at 6:35 you do not switch on the signal flare system, it's always good to have this armed in case of an emergency although not necessary for flight. At 6:41, test your ADI by selecting its test function and see if it operates correctly, it's one of the primary flight instruments, better make sure it actually works. As already stated above, no need to put the throttles anywhere but the Auto position once the engines are spooled up. At 9:22 because you aren't adding right cyclic, the helicopter will turn to the left, also, your pedal indicator show you've added some left pedal input. Put the diamond so it sits on top of the horizontal line and that the left side of the diamond touches the vertical bar on the control indicator, no need for pedal input. This way, when you pull collective, the helicopter goes straight up without wanting to move, beside weather cocking into the wind... 10:10, no lights on the gear indicator means it's traversing, not that it's up. Only with three reds do you know the gear is positively up and green for positively down. Overall a good video for pilots who need to be derusted, not necessarily new pilots because you're not telling the people WHY certain switches need to be set and what their systems do.

A/A HO mean Head-On A2A engagement, so a helicopter coming straight at you. Most likely the fuse setting is changed to make it explode earlier as opposed to when chasing a target or a flanking shot.

The A/A and A/A HO switches work just fine with the Vihkrs on an aerial target.

If they decide to release a "newer" version of the BS, that's all fine by me, I'll buy it. The BS1 and BS2 copies are safe and sound in my vault, payed for and all. They enjoyment I get from the BS in its current form may be somewhat deprecated due to the lighting but it's doable. How I would love a load of other helos in DCS, it's playing the waiting game that's realistic, regardless of the emotion it invokes. So, as one by one more helos become available, I'm just going to gobble them all up. Looking back and be frustrated about the time passed doesn't help you. You can't influence it anymore so look ahead, pick your fights and if you look back, check out the cool things you did.

IS the module installed and activated? It shows up by default, you can switch the usage off in the special tab of the set-up window.

It was either 1111 or 1113 but no idea if it used to work or still works...

The KA50 cannot guide GBU-12 or other laser guided bombs AFAIK. The laser is used for the KH25 missile, there are tutorials on youtube as to how to deploy this missile.

A ship has a certain situational awareness and threat index to which it responds in kind. In my navy days we used to have ZIPPO calls where, upon detection of a threat (such as a Cyranose Super Etendard RADAR emission, corrolated with an Exocet missile), certain actions within the CIC would be taken as a Pavlov reaction. The same we did for ARM in general although some actions are different depending on the expected threat. A battlegroup, SAG or carrier battle group will rely heavily on radar pickets, AWACS / AEW and data-link to build up the threat picture. It makes no sense for every ship to shine its gadget all the time, it's basically the akin to holding up a big billboard with HERE I AM, SHOOT ME!!. I'm going to try and build zuch a ZIPPO script specifically for ships to see if it makes sense as a HARM threat mitigation thingy :)

Hopefully ED takes notice and things change.

Awesome, how do you keep a hover when the tank(s) are filling up with water, is that a gut feeling or instrument work? I can only imagine increasing collective ever so slightly as the weights increases..

Your first point is valid but let's turn the other point around. What's the use of insta-locking SAM site at max range? A search radar will only give bearing to an aircraft, a rotating search radar of simple design, like the older SAM sites, cannot give you altitude (elevation) information because physics don't allow for it. To get elevation, and with that, a 3D point in space where the target is, a separate radar is used which slews around the bearing to the target looking for a radar return at a certain elevation. Once that is complete, the target solution can be obtained (speed, direction, attitude, climbing or descending). After that comes the missile firing solution and you can send it on its way to intercept the target (which, by now, you still haven't identified as friend or foe). All of this takes time. Only very modern radars, coupled with each other over a data-link network may be able to ascertain bearing, range and altitude in one go but even than, the computers need some time to come up with a solution or fire a missile and send mid-course guidance updates. All in all, 7 seconds in quick, the SA-8 needs 30 seconds whereas the TOR needs only 3 I believe. Needing to obtain visual contact before launch is detrimental to having the radar in the first place, it doesn't give you a benefit. In fact, with the HARM released, SAM sites are now at a disadvantage because the HARM can be shot from outside visual range whereas, even if the SAM system has that capability, they're not allowed to lock on to a radar contact but need visual contact first to be able to fire. Mind you though, the SA-15 and perhaps other systems are capable of launching at missiles, giving you some degree of point defense.

Repairing needs the engines to be spooled down and off. Rearming can be done by opening the window and putting the switch in the intercom position, after that, refueling and rearming should be possible.

English voices should be available once you switch language and avionics to english in the settings menu. The engineer will say Forward, Backward, Load is hanging steady and stuff like that.

Our wing uses UniversRadio (UR) as a TS3 plugin to provide unsecure and secure communications using all the radios from nearly all aircrafts. Since we use a C2 element that uses LotATC, we also use the UniversRadio Transponder to be able to differentiate between friend or foe since LotATC is set to realistic. The UR transponder also allows non-nato aircrafts to carry a IFF code that shows up in LotATC. If a VOIP element is added to DCS, all the better but please allow it to be optional.

Nor are you required to do so, if you're facing those AD assets, something has gone very wrong. The Mi-8 weapons are supressive at best and used against soft targets such as infantry, trucks and such. The heavy demolition crew of KA50s and FW aircrafts should take on the bigger fish in the pond.