Sierra99

It depends on the Comm option being used and the environment. If we're comm out No. Training missions...usually yes. If the receiver had Boom Interphone I always gave them a heads up...Usually the tanker will call a turn out of courtesy. Despite the popular belief...Tankers don't hate the receivers. But they also have the same Nav instruments we have so they know when a turn is approaching. The Biggest different is Real tankers ease into the turn.

The only thing o can add is IRL the only real "action / reaction" issue during refueling was directly related to the size of the receiver being refueling...but for completely different reasons. Fuel pressure and Bow wave. With fighters you had to limit how many pumps you used during AR. Fighters are relatively light aircraft...,the fuel tube being free floating would telescope out due to pressure if the fighter wasn't taking the fuel as fast as it was being pumped. So I might make a contact at 12' but when we started passing fuel they'd slide back slowly to 13-14 feet. Enough to get a "fly forward" light on the PDIs. It usually wasn't aggressive event but it was directly related to the hydraulic effect of the fuel flow being somewhat constricted. With heavies you could run 4 AR Pumps all days and they'd take the fuel without really noticing...but with heavies ya get a different interaction. Bow Wave. The nose of a heavy receiver (C-5 C-17, KC-10 etc) pushes a mass of air along in front of it that interacts with the tail of the tanker. As a C-5 closes to contact the air it's pushing with its nose begins to push UP against the tail of the tanker causing the tanker to want to descend. It also creates a big cushion between the two aircraft the receiver must push through as they close to contact. The same thing happens with fighters but to a lesser extent. They have to push through the tanker wake.

The boom flies in every sense of the word. If you unlatch the boom on the ground...it will promptly fall to the pavement because the flight control surfaces of the boom (ruddervators for the -135 and elevators and Rudders for the KC-10) don’t have air flowing over them. As such the boos are trimmed to trail at 30* and 0 Roll +- 3 degrees (?) if you fly the boom to the left or Right and let go...it will return to center. As far as roll...no the receiver can do what he want right up to the point it starts bending and breaking stuff.

The envelope is defined by automatic limit switches connected to the boom; the envelope permits a limited amount of fore and aft movement and some freedom of maneuver in the pitching, rolling and yawing planes. The envelope limits are set well within the mechanical limitations of the boom; therefore, provided the envelope limits are not exceeded too rapidly, disconnect will occur before the boom is damaged. The freedom of maneuver in boom elevation is reduced for some receiver aircraft because of their receptacle characteristics. For example F-15s are limited in Left azimuth because as the receiver moves Left the Fuel Tube and Boom get quite close to the Canopy. I ">THINK< The F-16 and A-10 were the only fighters that could use the entier 20-40 U/D 10-10 L/R of the -13 envelope. The rest had some sort of limitation either UP (NO higher than 25) or L/R as the F-15. We only did that occasionally :smilewink: I appreciate your posts. every single one, and look forward to understand how AAR with a boom IRL differs from DCS implementation. a) What is your opinion with DCS boom refueling? The biggest limitation of DCS AAR is the Boom Operator doesn't "learn". In 1987 I cautious with every contact...the more stable the receiver was...the better I felt about my abilities. Over time that changed I learned the receiver didn't need to be rock steady in the middle of the box to get a contact...I got more confident in my abilities which made it easier for BOTh of us. I wasn't afraid of bashing the receiver...he didn't have to work so hard waiting foor me to plug him. b) Do we need a better implementation? Everything could be "better"...the question is what do you want ED putting their resources in to? For me, AAR is a diversion. I don't "Need it" to fly the missions I fly. Here's the thing folks need to understand. AAR allows aircraft to loiter for hours and not do anything...My avatar pic was taken over Iraq during OIF. We refueled a Pair of A-10s 5 times over 3 hours in the dead of night while the folks on the ground sorted out exactly what targets they wanted hit. Finally they came to get gas and told us they wouldn't be back. The went and hit the targets and went home. We don't do missions like that in DCS...Most people would call them boring...but it's real life. We use AAR to establish and most importantly MAINTAIN a presence over a country. In DCS we wanna bomb stuff...which is fine...but we dont really need AAR to do it. NOW that being said I'd like to see a better Carrier AAR asset. There is a big difference between maintaining a presence for hours and "I just boltered 4 times and now I'm outta gas". Carrier folks could use a better AAR platform because operationally its much more critical to them on every mission. c) If yes, do we need a damage model for uncorrect boom-receiver-interaction? Again where do you want the resources. In 22 years I only saw real 'damage' to a receiver once. (I flew home with parts of HIS airplane still attached to mine...During a SAC ORI...And I got an award...Go figure...Loooooong story.) Most of the time poor interactions result in scratched paint and a "broken / unusable system"...but no real visible damage.

But thats not how it works in real life. Forces of the nature you are describing would damage equipment. The forces applied along the axis of the boom you are describing are minimal because the boom telescopes freely in and out while in contact. Surge boots and valves ensure hydraulic forces inside the fuel tube are minimized. In the KC-135 while in contact the boom operator manually aligns the boom with the receptacle. The best indication the boom is properly aligned is when it’s “Dancing”. When the boom is Wiggling juuuuust slightly right where the inner and outer tube meet there is no stress on the connection. On the KC-10 the Boom Computer flies the boom to maintain less than 500lbs of pressure in any one direction. And lateral boom position has far more effect than you believe. Not because the receiver is applying force...because that long skinny boom actually has quite a bit of surface area and it’s attached to the tail of the airplane right under the rudder. During CFIC we would fly the departure out of castle with the boom. By flying the boom out to the right or left limit we would cause the airplane to roll and turn the direction we wanted. And there is no force required to uncouple. When the boom goes in the receptacle, latch toggles hydraulically capture the boom. On disconnect, the toggles retract and the boom floats out of the receptacle if boom alignment is good. If the toggles don’t retract...there is a procedure. But normally no force.

When was that image taken? An important but often overlooked point...

Again...in the real world sure...But in the DCS "World" there is nothing classified about code that says... "If airplane X is is using ECM...Move its radar return in the aircraft being jammed 1,000 feet to the left." " Methods are classified...but were not simulating the methods...were simulating the Procedures and results. Perhaps a better example is the F-117. We can put an F-117 in the game and give it an RCS of .0001. If you fly an F-18 right up behind it...it wont see it. Not because of the Faceted design of the aircraft or the RAM materiel on the prototype...But because the code says...its not there. Conversely change the code to read 1.0 and an F-15 500 miles away could see it easily. again because the code says it cane be seen.

Like I said...while it was in the work bench I hit the pots with some contact cleaner and they work great. Good thing too because currently parts are scarce for the Cougar. Good luck.

Max sustainable turn performance at what altitude? What Gross Weight? At what speed? If this is just about numbers I can show you an entire table of F-16 Data that says your numbers are wrong. Sorry

Uh...if all the information is pulled directly from original performance manuals for each respective aircraft, It should be easy to run the F-14 number at .85 MACH like the rest of the examples. You know..apples to apples...

That doesn't work...I've tried...:music_whistling:

Real world ECM is classified...yes. But what happens inside your computer has nothing to do with how real ECM works. In the Real world ECM detects a radio signal and decides how to counter it using radio signals...how it's done in real life is magic. In a simulator it's completely different...the program says "there is a signal at point X" "is the Signal at point X a signal I want to JAM? Yes/no." Yes - display jamming indication in cockpit. Remove radar contact from radar screen of jammed aircraft and replace with # No - Continue to display radar contact. Obviously this is way over simplified and a lot of programming...math is hard...but you get the Gist. The key word is simulating. Could we have dedicated Electronic Warfare Aircraft? Sure. You just write their code so they are "better" at jamming than regular fighters...Or write the code of the fighters to react differently if being jammed by an EA-6B vs an F-15. There's nothing classified about that.

FWIW...I used Rel4y's "TM Cougar Throttle standalone USB adapter + digital contacless 14 Bit GMR sensor" and it worked like a champ. https://forums.eagle.ru/showthread.php?t=220916 My TDC, range and elevation Axis's were all a tad wonky but a squirt with contact cleaner settled it out. AMMV...

Eddie, IRL what is the source document for what laser codes are used? (If you can say)

That'll buff out...

Oh my friend...trust me...your English as a second language is FAR better than my French...which mainly consists of Qui Qui! :smilewink: So if I understand correctly , I can simply run the normal installer then copy the files listed to the appropriate locations in the server folder. Once I edit the Dedicated Server config.lua...I should be good to go. I'll give it a shot. Thanks for all you do my friend

The F-16 has been available for preorder for months, it's hardly "competing for cash". There is also the fact that while some people are waiting for the JF-17 others have zero interest in it so they are two different markets. As far as the clashing with the carrier module and releasing the Viper closer to Christmas...me thinks your crystal ball is in need of calibration.

Does anyone have a better guide for setting up 1.2.3 on the dedicated server? The instructions on the website are unclear...They seem to be written for versions prior to the dedicated server version. I understand I have to copy the config info from a regular version but I cant event get the server version to load. Thanks in advance for the help...

Uh no. BEFORE TAKEOFF CHECKLIST Step 2. "Flaps - Set for takeoff."

Cool Beans...I'll send ya a PM here in a few days...Working on my SFS again...

Sokol1_br will these work with a Leo Bodnar Board?

Hmmmmmmm... Will this work with the Warthog CMS switch as well? Good post!

Check this out: https://forums.eagle.ru/showthread.php?t=220916 I got the "TM Cougar Throttle standalone USB adapter + digital contacless 14 Bit GMR sensor" and it works flawlessly. The original poster has left but his brother is continuing to make the Kits: https://forums.eagle.ru/showpost.php?p=4015480&postcount=148

???? Nuts. Yep. That is absolutly correct. I was picturing a Target at a Mark / Steerpoint and making that target SPI. Not making the Steerpoint itself SPI. That’s what I get for trying to do it from memory.