Looney

Does the update also include the NAVGRID for the F-14?

HB hasn't had time to update their RWR database I guess, it'll be there with the next update I hope.

Can you describe what you edited to get the export to work? I'm thinking of exporting my DDD or TID but I need some guidance :)

I made a RIO profile, it includes the Radar, Radio and TACAN as well as all the CAP options. The CAP categories are set-up in folders, first select the folder, then press the CAP category button in the folder again, this will turn the Category button to the correct position. The categories where data entry is possible, I included the CAP numerical panel to allow fast entry of data. Since it's just a keyboard emulator now and me not being that familiar with the SDK, I hope to implement feedback loops for the different buttons in the future. Let me know what you think or if something needs to be added. Enjoy! https://drive.google.com/open?id=1CPA-4so_kNDEcn81YFOzqi3wrWiOyuiM

Made a RIO profile, it includes the Radar, Radio and TACAN as well as all the CAP options. The CAP categories are set-up in folders, first select the folder, then press the CAP category button in the folder again, this will turn the Category button to the correct position. The categories where data entry is possible, I included the CAP numerical panel to allow fast entry of data. https://drive.google.com/open?id=1CPA-4so_kNDEcn81YFOzqi3wrWiOyuiM

Under AN/AWG-9 Weapon Control System (WCS) sub AN/AWG-9 Radar, sub Pulse doppler mode, there is an image, PD.PNG showing 7 contacts on the DDD with a table underneath it. In hat table, numbers 1 and 7 are stated to have a Look Angle of 45 degrees, shouldn't this be 60 degrees? Numbers 2 and 6 show 60 degrees but the DDD has them at 45 degrees. Is this correct?

Thanks for the explanation Super Grover, do you want me to send a file for debugging purposes or are you fine with my explanation?

I don't think the fuel tanks changed much between the a and b models.

Please keep in mind that perform an INS update is just that, an update where the delta between the known position and where the aircraft thinks it is, is updated. Your attitude and speed are not updated. If your ins is really screwed and you need to rearm refuel, put the parking on and do a full alignment.

3rd party option? So all the other 3rd party developers where you spent money on are also not needed because it's already in the sim? ED should just make all the modules themselves? LOTATC is a 3rd party developer, just like all the other 3rd party developers. The client is a whopping 25 euro which you pay for a realistic AWACS/GCI simulator. If ED ever comes with an AWACS/E-STAR simulator, maybe I'll reconsider, but up to that time, there is simply no substitute.

Two weeks ofcourse.

Please view the cc initial point bombing tutorial video from jabbers, perhaps it shows you something you may have missed.

A lot of buttons tie into the DCS ED core system and a lot of what Heatblur would like to see simply hasn't been implemented yet by ED. Look at AIM54 guidance and own sensors, jamming, radar returns and so on. HB relies on EDs core functionality to be added so HB can tie into those upgrades.

As a RIO, I was happily starting up the bird from the backseat. Entered own aircraft lat/long and elevation, set INS to GND Align and waited. After that, as we fond out in later testing, I thought I entered Magvar but accidentally entered own aircraft heading to 62 instead of selecting the proper CAP button Magvar. What happens is that the groundspeed of own aircraft in the TID (when hooked to own aircraft and pressing CAP 8/Heading button) as well as the ECMD page starts to rise gradually. This happens when we were fully aligned, on the parking brake on the Apron at Kutaisi airport. By the time we were about to take-off I noticed that HomeBase waypoint was 9 miles off and did a TACAN fix to update position. This worked as intended but due to the groundspeed ever increasing (even though TAS said 0 knots), I eventually lost all datalink and waypoint contacts because we were doing 3600 knots going to Greenland and were well outside of the max TID range of 400Nm. In the end, the INS thought we were 15000 miles away from HB, travelling at 3600 knots. The pilot noted the pitch ladder was angled and at a certain point, couldn't use the ladder at all. We ruled out version difference between pilot and RIO, thinking of desync issues. We tested again on Kutaisi, same server, same aircraft but another pilot. Steps to repeat: 1. Start the aircraft as normal. 2. Enter Lat/Long as per kneeboard 3. Enter elevation as per kneeboard. 4. Wait for full alignment 5. Enter a heading of 62 via the numerical keys of the CAP using the buttons 8 (heading), 6, 2, enter 6. set HB waypoint on CAP 7. Set HB position via CAP numerical panel. 8. watch ECMD GS go up 9. Hook own aircraft and select CAP numerical 3 (speed) and watch this go up 10. Note on ECMD that TAS is 0 What I did to remedey the situation: 1. Select AM/IMU as the first backup mode of a failed INS. 2. Note GS now is in the ballpark where it should be (in our case 0 knots) 3. Perform a FIX to get into position again. At least we can do something with the aircraft now, it's not pretty but it will get us home. What I tried to solve it was to go back to INS function but the READY and STBY lights remain lit, meaning the INS not functional anymore. In the end, there is nothing preventing you from entering " stuff" into the Computer and in this case, it was nothing I could do (to my knowledge) that would've solved this situation. My two main questions are; A. Why does the INS calculates a groundspeed when own aircraft heading is set to, in this case, 62 degrees? B Why didn't the system switch over to a backup mode as the GS and TAS units it got were vastly different?

well, we tested it a bit more and eventually it came down to operator error. Instead of entering magvar 6.2 degrees, I edited own aircraft heading to 62 degrees. I'll make a separate post about this because I am curious about the observed behavior.

Hi folks, In the 2018 dev update, https://forums.eagle.ru/showthread.php?t=206097 HB speaks of: In the RIO checklist, from the HB F-14 manual pages; Which way is the proper way? Enter lat/long of own aircraft first, then switching to NAV Align GND or setting the switch first and then entering own aircraft position? Or does it matter at all? Meaning the INS will take any data it is fed either before or after the nav mode switch has been set to align? Recently, I have had two flights where I had a severely degraded INS system where the groundspeed would be in excess of 3600 knots and we ended up over greenland, 15000Nm away from Kutaisi airport. I know this since I had HomeBase waypoint hooked before it left the 400Nm range of the TID. We didn't do any hard manoevring, in fact, the INS was 9 miles off when we had to begin our taxi to the active, having spend 20 minutes on the ground and the alignment process ended with a nice diamond. I verified entered lat/long, elevation and magnetic variation and they did check out. TACAN updates did somewhat alliviate the problem but in the end it really didn't matter that much when all the datalink targets went outside of 400Nm. We're trying to see if I did something wrong or if there are netsync issues at hand or maybe version incompatibility between pilot and rio. I'd like to know what the proper routine is to align the INS. I've had flights where it didn't act up as weird as it did the last time so there's something out there.

Hope to see some RW love soon. Last time something RW related was patched was in June...

As per the manual: I tried loading up as many Rockeyes as I could but I'm stuck at 8 Rockeyes max. The TERs on the glove pylons only hold 2 Rockeyes (as per loadout screen) or am I missing Rockeyes on the Phoenix rails/substations?

Still an issue, ran into it last night. Setting a window that doesn't show terrain alleviates the problem.

Can confirm, starting left engine first, normally. Flip starter switch to center, press start button and right engine lights right up, able to start normally.

Try blacksharkden.com, they're a friendly bunch that can teach you a lot of the BS.

Really nice, thanks for sharing.

Landing light off or on?

Current and some older radar systems have the capability of telling F-16s apart from the way the doppler of their turbine blades returns the radar signal. These systems have the capaibility of tracking a tennis ball up to 60nm. Been there, done the measurements. From a look-up perspective, such a system should not have an issue tracking either a moving or stationary helicopter due to the ever present doppler of its rotor blades. As GGTharos states, it's the absence of a controlling unit that makes live difficult in DCS for RW pilots in a MP enviroment IF the friendly CAP is not present or not functional. It's a free-for-all when there's nobody to fight with.

Two weeks