Ramsay

Have you enabled the Left and Right "MPCD Export" keybinds and used them ?

There's been a change in logic to avoid having to search for small click zones. • Left and right mouse buttons are used to change "A" to "M" for the ILS/VOR or "X" to "Y" for TACAN • The mouse scroll wheel is used to change the frequency/channel

IMHO, while the 206 is somewhat similar in a superficial way to the 58D, adding a realistic 206 to DCS is a separate module in it's self - different rotor head/flight dynamics, removal of all the military avionics, civilian steam gauges or Garmin Glass cockpit, etc., etc. • It's not a simple task if it's to be done right and the amount of additional work req'ed can't be done for "free". • The small team has already committed themselves to reworking/fixing their Gazelle (for "free") once the KW is released, so are unlikely to have the resources/manpower to immediately start work on a 3rd Module i.e. an older two bladed OH-58A/B The closest you are likely to see, to a "civilian" variant, in DCS is an OH-58D with MMS removed, doors fitted and a "user" made skin.

Thanks, I was having difficulty with the unfamiliar units, so the error was not totally unexpected. Re-testing fuel consumption at Sea Level (2,000 ft) in game, the values are much closer now • Dry 98.7 kg/min vs 95 kg/min in game • Wet 334.9 kg/min vs 300 kg/min in game (perhaps flow is limited by the fuel pumps) Calculations/details:

As said, it's in the ball park. IIRC Razbam have said they'll re-check the FM, etc. but are focused on other aspects of the Mirage ATM. Detail: This is just to give you an idea of where the Mirage's performance is at the moment compared to the engine specs and TSFC figures from Forecast International 2007: From these, approx. fuel burn rates per hour might be: • Dry 64.49 * 25.497 = 1,644 kg/hr = 27.4 kg/min • A/B 95.18 * 58.643 = 5,582 kg/hr = 93.0 kg/min and Max Endurance (3 external tanks = 7125 kg of fuel) is • Dry 7125/1,644 hr = 4.33 hr = 4 hr 20 min (dry) • A/B 7125/5,582 hr = 1.28 hr = 1 hr 16 min (A/B) A sanity check in DCS Open Beta 2.7.8.16140 showed the Mk-82 Long Range loadout had • a similar dry fuel burn to the above i.e. ~30 kg/min • while wet fuel burn was twice that expected i.e. 182 kg/min There are better informed members i.e. aeronautical engineers, etc. who can pick apart my theory crafting, but IMHO, we'll need to wait for Razbam to work with their SME's.

AFAIK • 802AK is working correctly when target size is set appropriately i.e. Large for the Neustrashimy. • 802AKG is TV guided and switches to MITL/datalink @ 20 km (10.8 NM) It's not clear if the AKG's COO, DIR or MAN guidance has changed as I've always used MITL and never tried to fire it "blind". A similar question was answered here:

TL;DR: Set the ground wind to zero or use a +6 knots headwind on RWY 07. ATC will then use RWY 07 and the ILS turned on. Detail In DCS, RWY 07 is Kobuleti's default "active" direction i.e. with zero wind, ATC and ILS will use RWY 07. With light head/tail winds ( 1-6 knots), the direction DCS's ATC logic uses is somewhat unpredictable and ILS direction is often out of sync or turned off. This is a bug (introduced with 2.5.0). DCS's ATC will use a runway if it has a +6 knot headwind and ILS will match/turn on if available. Notes • There are issues with airports with multiple runways/directions i.e. in Nevada/PG • ILS and associated NDBs will turn off for the inactive/opposite runway direction(s), even when there is no other ILS at the airfield.

TL;DR: Re: Title "Bug: Training mission 01 INS does not work", AFAIK some of the training missions need to be updated. Training Mission 1, "Start up from cold and dark" is one of them. • PREP 00 cannot be edited (that is why you are stuck) and SOP is to use WPT (BUT) 20 instead, therefore you'll need to select PREP 20 prior to carrying out the alignment as instructed in the training mission. • There's also no longer the need to enter leading zeros when entering a waypoint's altitude i.e. entering 37 is as good as 00037 now. • As the Mirage now spawns with wheel chocks, at the end of the session, you'll want to ask the ground crew to remove the chocks, prior to releasing the handbrake and getting ready to taxi. With these missing pieces of information, I completed Training Mission 1 in the current Open Beta without issue. Details IIRC the Options>Special>M2000C "INS is always aligned" checkbox was removed and STH (ALCM) is now always available - i.e. allowing 1:30 minute Class 4 (3nm/h drift rate) fast memory alignments for scramble alerts, etc. The STH (ALCM) Fast Alignment procedure (once the engine is started, etc.) is : 1. Set BUT 00 in PREP (if not already set), check the coordinates and altitude are correct to the aircraft's current position, if req'ed. 2. Set the PSM Mode knob to the STH (ALCM) position. When in this mode, the following will happen: • The ALN light will flash. • The VAL key will light up. 3. Click on the VAL key to start the alignment process. • The ALN light will become steady, indicating the INS is aligning. 4. You can check the status by turning the PSM Operational Mode knob to STS. The right window will display the status, going from 100 to 0. The right window will stay blank. After a short period of time the status will count down to zero, at which point the right window will display "4" [presumably for a class 4 alignment]. The ALN light will turn off and the PRET light will flash showing it is now coarsely/roughly aligned. 5. Turn the PSM mode selector to NAV to bring the INS "online" and make the HSI, ADI, HUD heading tap, etc. "live", showing attitude and direction. 6. Turn the PSM Operational Mode knob back to N Normal. Tested in DCS Open Beta 2.7.8.16140

IIRC engine starting is effected by tail wind and the Sabre needs to be facing into the wind. I recall this from a previous thread where a player was starting inside a hanger and the engine model not taking the hanger into account, in that case the player fixed his issue by changing his spawn location/direction. The only way to be sure would be to share the problem mission/track.

Yeah, I could see/diagnose my errors* when watching the video and although a little embarrassed, the video wasn't a tutorial and they served to show that, despite my mistakes, the synthetic runway was working. * I've been spending a lot of time using *another* sim's G1000, so was caught out by Razbam's M-2000C auto-pilot pre-emptively starting it's descent before the ADI GS bar was centered, so reselected ALT mode (more than once) which cancelled LOC/GS capture. That's not to say the proportional LOC/GS capture was wrong (I'd already noted it for LOC capture), I just had expected it to be tighter/faster to capture the GS from below and is likely just another change to adapt to.

Interesting, this differs from the previous 2017 thread ... and the description of MLW and allowable fuel quantities for Normal and Uprated MLW's in Razbam's Previous and RC6 Manuals - Aircraft Procedures pages 584-585

AFAIK the WIP RC6 (release candidate 6) manual is the most up to date version. https://drive.google.com/file/d/1AGcHNSQVgcicmc-bWUrB7FffXWLW9fW4/view?usp=sharing and is found in the 1st post of the update thread. Although you'll still find some good info in Chuck's Guide (June 2021) if new to the Mirage https://drive.google.com/file/d/1jmp9ueZo9xOPyGzo3YO0AnFYEH-5Iotr/view

TL;DR: The *real* HOTAS radar elevation control is a spring centered 3 position switch. Directly mapping radar elevation to an axis is incompatible with how the radar works IRL, so had to be removed. Detail With Razbam's improved radar modelling, • the "set" antenna elevation for each mode is remembered between mode changes, • the radar will track a target's predicted altitude after losing lock • the "elevation" control changes behaviour depending on whether it's is in elevation or altitude/ z mode. Directly mapping an axis to radar elevation in a "simple" way is incompatible with these new functions/modes, so was removed.

Testing in SP using T0, T01, T02 and T03 (Right Alt + Right Shift + 8). The kneeboard's target list didn't update but the MFD CAS page worked as intended. Tested DCS Open Beta 2.7.8.16140

I did go back and fly your mission. https://forums.eagle.ru/topic/287989-syntetic-runway/?do=findComment&comment=4837100 Over flew the airfield "going missed" [Approach], turned to 230°M and flew past the IAF and flew circles and figure eights both sides of the runway centerline. Activating APP mode did cause issues when facing away from the runway, with the "open box" HUD guidance steering me away from the localiser at times (not always). This was somewhat similar to the old behaviour of the "upside down house" when flying away from a waypoint, which steered you away from the waypoint (since fixed), so may be a bug but could also be due to flying a back course. It's likely that the Mirage system expects/requires the pilot to approach the centerline intercept at a reasonable angle (45°) and not be flying away. Using the HSI and ADI to steer myself back towards the runway, the synthetic centerline/runway always appeared provided the LOC/GS was captured and I was facing the runway i.e. my lateral deviation was less than 7º.

TL;DR: The HUD's closed box/open box localiser guidance did seem to get confused and need APP mode reset if enabled when pointing away from the runway ? I didn't have an issue with the synthetic centerline or runway. I couldn't say if this was a bug as I'd expect pilots to use the HSI (bearing and distance) and ADI ILS bars (LOC and GS) in combination with the HUD's synthetic guidance to line up to capture the localiser Detail I did find that after going "missed" and flying a back course to the IAF there was a reflected synthetic runway in the sky in the opposite direction to the *real* runway and the open box that should guide me to the localiser, instead guided me in circles but once I turned APP mode OFF and ON, it behaved as normal but perhaps jumped/changed azimuth guidance when the open box changed to a closed box a little suddenly rather than smoothly i.e. open box would have me flying left and suddenly change to closed box (captured LOC ?) which required a sharp turn right to line up on the runway direction/centerline. I couldn't say if this was a bug as I'd expect pilots to use the HSI (bearing and distance) and ADI ILS bars (LOC and GS) in combination with the HUD's synthetic guidance but the HUD's closed box/open box localiser guidance did seem to get confused and need APP mode reset if enabled when pointing away from the runway ? I didn't have an issue with the synthetic centerline or runway but perhaps the unusual "runway in the sky" should have been caught like the centerline and not drawn because the aircraft's heading was a long way off that of the runway.

Incirlik's ILS and the Mirage's synthetic runway seemed to work fine, the approach and landing was a little awkward as • you are spawning at 6,500 ft • ~14 NM from the runway • have 100% fuel, so are landing at an uprated max landing weight I flew your mission but unfortunately made plenty of mistakes while using the autopilot (changing to altitude hold, etc. causing it to drop ILS guidance and similar) but the synthetic runway was working once the glide slope was captured. Hope you'll find it useful (or a least gives you a laugh).

• To get the synthetic centerline, you'll need to be close to the runway heading and be receiving the localiser signal • To get the synthetic runway, you'll need the above plus be receiving the glide slope i.e. ILS glide slope bar is active on the ADI So if you lose the localiser signal 10 NM from the airfield, the HUD's synthetic centerline will not appear. Similarly, if you fly a low approach (~2,000ft), the HUD's synthetic runway won't appear until ~6 NM as that is when you'll start to intercept the glide slope To get the synthetic runway you'll want: • ILS frequency set and in operation for the runway/direction you are using - check with ATC, audio, ADI, etc. • Destination Waypoint [BUT] with RH/DS [CP/PD] set - i.e. runway heading/Desired Glide Slope) • APP mode selected on the PCA • altimeter pressure set to QFE (height above airfield AKA Field Elevation) If you continue to have problems, please share a short track or video

This is an example of how to setup an axis for the Fuel Lever with deadzones, ... the exact deadzone values and whether you'll need to invert it, will depend on your joystick/throttle.

Fewer polys/switches is good but lots of MFD's plus the HUD (4+1=5 for the CPG) also eats frames. I expect flying low over Beirut or Aleppo will be demanding due to large number of buildings, etc. (it is for other helicopters but I don't notice framerate drops as I'm scanning outside for threats, etc.). Away from the major Syrian cities or on the Caucasus map, I'd expect framerates to be stable but perhaps not as high as you'd like. I don't think we'll know exactly how demanding the Apache is until we get it.

Section 27 (page 598 near the end) of the DCS M-2000C manual has an introduction to the campaign. • DCS World\Mods\aircraft\M-2000C\Doc\DCS M-2000C Flight Manual EN.pdf There are also .pdf versions of the kneeboard mission briefings in • DCS World\Mods\aircraft\M-2000C\Doc\Campaign\Mirage Caucasus M01.pdf, etc. You should still check the kneeboard and mission briefings though in case a later change/update hasn't been reflected in the .pdf

AFAIK the AGM-65E was an older version which the Harrier couldn't self laze, not sure of the exact reasons. The AGM-65E2 (USAF AGM-65L) is a newer variant developed around ~2012 with a digital semi-active laser seeker and can be self lased. For gameplay reasons the older missile was allowed to be self lased in DCS, now the DCS Harrier has been updated to reflect 2015 specs. both the E and E2 variants are in game. When discussing Harrier capabilities it's important to be specific about the date e.g. Sidearm stock was depleted by ~2000, the TGP was mounted on the wing stations in ~2004 and it was only after ~2012 that the TGP could be mounted on the centerline (same time as the AGM-65E2). If you have evidence of the Harrier self lasing prior to 2012, I'm sure Razbam would be willing to review your feedback.

Ground returns/clutter that the doppler gate doesn't catch, they are easy to differentiate from a real contact as they don't persist. IIRC there's a doppler setting that reduces/removes most of these false returns at the cost of a reduced detection range (55 --> 45). As a novelty you can disable the doppler filter completely and see false returns from every hill top, building, etc. but it's not something to use in battle :lol: Unknown, different radars, different frequencies.

AFAIK "Waypoint Over Fly" is not implemented. IRL when using NAV mode (rather than IFA=GPS-INS coupling) the Harrier is subject to INS drift, this position drift can be corrected by overflying a waypoint/landmark and doing an "overfly update". Checking the 2011 POH, INS position updates are done using the MFD and ODU. WOF is used to correct for GPS Altitude error, etc. i.e. waypoint is at 1000ft MSL, radar Altimeter= 500ft, GPS reads 1600ft MSL WOF adds a error correction so the Altimeter = Waypoint Altitude + Radar Altitude = 1500ft This is different to TOO, which assumes the aircraft's altitude is correct and uses the Radar Altimeter to calculate the target's altitude i.e. Target Altitude = Aircraft Altitude - Radar Altitude AFAIK DCS doesn't model these measurement/database errors and assumes the Digital Terrain Map/GPS altitudes are "perfect". Is that not what TOO does ?

No idea about TrackIR as mine is still working as normal. For the "X-56 Rhino", a number of default keybinds have changed, so it's expected that some assignments might need to be updated i.e. I had a handful of keybinds that I reassigned.