Ramsay

This video suggests the daughter compass should read correctly when stationary and lined up for take off. Note • @0:17 the compass initially indicates the aircraft/runway heading • @0:47 As the aircraft accelerates to take off, the compass deviates (10-30°) due to the acceleration, • @1:05 Once airborne and flying level the compass pointer returns to it's previous heading until the pilot makes his turn. See my other post on how the RL Master Compass is gimbaled and how the DCS compass should likely read correct when the aircraft is stationary but I'm not a SME.

DCS 2.x.x has issues with moderate 1-5 knot headwinds for the last few years (haven't tested the recent changes to ATC/ILS sync). AFAIK DCS ATC doesn't handle multiple (Left/Right) runways yet (or does so poorly) and though the extra beacons/frequencies have been added to the maps, missions need to tailored for each airport i.e. RWY 06L ILS didn't transmit with a 6 knot headwind and ATC doesn't call out 06 Left, etc. However I didn't have an issue with RWY 06R and a 6 knot headwind from 58°T, ... did you allow for the fact that the ME uses the wind direction towards a bearing and check with ATC which direction was active There did however seem to be an issue with the Anderson ILS's for the 24 runways when changing the wind direction, as although ATC switched direction, neither ILS 24L or 24R became active. Tested in DCS Open Beta 2.7.6.13133 using A-10C and F-16C

Your report matches these previous reports from 2018 where ED's TACAN receivers would intermittently freeze after 40 minutes in the F/A-18C, F-5E and A-10C. I haven't experienced TACAN freezes recently but have been using TACAN to line up on final, etc. rather than navigation.

The Anton in common with most Axis aircraft uses a mother / daughter compass system, with the mother/master compass positioned in the fuselage away from sources of electrical/magnetic interference. The Mutterkompass can be a magnetic or gyro compass with electrical signals used to drive one or several remote daughter readouts. This is the best source I've found so far for it's operation https://sites.ph9.com/RemcoCaspers617/upload/editor/files/Patin remote compass.pdf I'm not sure it's modelled correctly in DCS as, AFAIK the Mutterkompass is gimbaled and will remain in the horizontal plane up to a max. 25° but in DCS shows a large error while stationary on the runway (how would a pilot check the compass heading before takeoff ?).

I don't recall DCS's exact magnetic declination model but it uses declination tables, using the A-10C's MFD position page allows the in game MagVar for a particular place/time to be read to 1 decimal place. Although @Nealius gets the sign of the declination wrong • Magnetic = True - MagVar i.e. 299°M = 305°T - ( +6°E) his post is accurate in what is observed in the DCS Anton.

In DCS the aircraft needs to be level for the compass to read accurately (not sure what is being modelled). Tested using the Dora but the Anton is likely the same i.e. screen shots show the same "wrong" compass headings at Senaki in Chuck's Guide. See this post for additional detail

Correct, I'm not sure what is being modelled but • flying West --> East (95°T), pitching up will cause the compass reading to increase i.e. 90°M --> 120°M • flying East --> West (275°T), pitching up will cause the compass reading to decrease i.e. 270°M --> 240°M Pitching down has the opposite effect but it's magnitude seems more dependent on how aggressive the manoeuvre was. Flying North or South (005°T/185°T), the effect seemed reduced provided the heading was already close to magnetic North/South Tested at Senaki 2016, using Fw 190 D-9, A-10C measures MagVar = +6.6°E, DCS Open Beta 2.7.6.13133

This covers the main points using TPOD generated TOO target points.

Not sure what you mean, the operation of other allied warbird DGI's are the same with the scale increasing to the left, only the DGI scale of the Early Access Mosquito is different. Do you have an example of a WWII DGI that rotates in the direction you'd "expect" ?

Mechanics of an early air driven DGI showing how/why the real scale is made increasing to the left. The scale is attached to the gyro mechanism which is stabilised in space/direction by the gyro, when the aircraft turns, the instrument window turns about the scale. Directional Gyro Indicator DGI | Directional Gyro Indicator Operation And Errors | Lecture 27 https://youtu.be/H8HjjOOYthw?t=78

A quick browse on the internet suggests the current DCS implementation is wrong but I'm no SME, so perhaps I'm missing something DCS (increasing to the right) Real (increasing to the left)

Confirm the issue and shown here

It certainly seems to have been rare, for example IIRC the use of 2x AN/TPN-30 for field carrier landing practice was mentioned in a Congressional Procurement Report, so looks to have been unusual from a budgeting point of view. The impression I have of the AN/TPN-30 is that it wouldn't meet "normal/civilian" certification requirements but that it didn't have to, it's strength was size and speed of setup, it's intended to help pilots find a temporary landing site at night or in poor visibility, not provide "precision" approaches. How the AN/TPN-22 was used IRL (i.e. in Iraq 2005) is harder to judge as, although it supports ICLS, it's a fully featured PAR and at a mixed traffic expeditionary airfield, it may make sense to standardise/restrict ATC to use generic (non-ICLS) procedures (except for special circumstances/training), There are a few AN/TPN-30 and AN/TPN-22 photo's on the Bogue Rats MATCALS site, although some look to be from "open days", http://boguerat.www4.50megs.com/Equipment.html I believe the idea was to train both USMC pilots and ATC in their setup, use and procedures prior to deployment, etc. AN/TPN-22 Automatic Carrier Landing System

ΔT shows you to be +8:51 behind time, the speed caret is telling you to fly as fast as you can to get back on time. The ME shows a planned ETA of 21:04:07 at WP 1, while the HUD shows a time of 21:12:40 I think the only way you'll be able to fly to your current route timings is change to a runway spawn.

By default TrackIR uses the F7 key to toggle "Precision" mode and doesn't pass the key stroke on to DCS. I have "Precision" mode disabled but perhaps disabling "Trap" would work equally well, YMMV.

No problem, I've uploaded a short tutorial/demo of entering AV-8B UTM Target Points, hopefully it'll help.

You need to have a waypoint or similar close to the target i.e. in the same UTM "block" So assuming you are entering the Target Point(s) while still at your base • Create a WP near the TGT's using Lat/Long. • Select this new WP and then enter Target Point(s) T1 to T10 using UTM for precise target co-ordinates. This is an example mission starting at Senaki to bomb targets at Tbilisi Unfortunately the track of this mission fails with the Harrier crashing into the ground after take off but it can serve to show the data entry process https://www.dropbox.com/s/e9hpb18synn8rfa/AV8B creating UTM TGT PTS at Tbilisi%2C 2_7_5_10869.trk?dl=0 At the moment, there doesn't seem to be away of dropping multiple JDAMs (with one press) unlike with the TPOD and TOO.

To my untrained eye (from the Merlin 25 start up video) it looks like there's a cable drive shaft (running from the cam shaft) that drives a three phase ? tacho generator.

Can't say it's correct but this Periscope Films de Havilland video shows similar RPM gauge behaviour from a Whitley Mk.V ? bomber with Merlin 10 engines.

Thanks, I confirm your report. Tested DCS 2.7.5.10869

While the issue shows up when using Magnetic, the displayed ground track is neither correct for True or Magnetic i.e. final approach to Nellis is 208°M (220°T) but the ground track on the EHSD shows 215° (when lined up correctly) i.e. +7° on top of the correct value. I know the AV-8B's AWLS file marks Nevada as incompatible but clearly the Kneeboard and other HUD/EHSD elements use the correct MagVar. Tested using DCS 2.7.5.10869 in Caucasus, Persian Gulf and Syria. Only Nevada had issues with the displayed ground track. AV-8B Nevada Mag Ground Track, 2_5_7_10869.trk

The OP's issue looks similar to this TPOD initialization bug when using SSS "double tap" to go from DMT TV to the TPOD page (after TPOD rearming and it's not been used/loaded previously). Cycling the TPOD from OPER --> STBY --> OPER should fix his issue but we really need the OP to post a track demonstrating how he's getting the TPOD into it's uninitialized state.

No data link issue here in either map when testing in SP. The E3 AWACS @20,000ft was loosing contact with notching enemy flying at lower altitudes (15,000ft) but that's perhaps due to the recent radar changes or the geometry of the mission. In neither test did the AWACS callout a radio contract that wasn't also displayed on the Hornet's SA page etc. Tested using USA E3 vs Russian MiG-23 and Tu-142, Andersen and Sirri, DCS 2.7.5.10869

It does but it doesn't cover as broad a range of channels as some have suggested and it can be a bit of "pot luck" if it causes an issue. IIRC Ch 07-09 used to be problematic but that was a couple of years ago, now I have a "white list" of channels that I know don't cause problems, there was a list posted on the forums of channels to avoid but it never quite matched up with my experience in game. You'd soon know if there was an issue, as everything for the datalink would be setup correctly but no data received from the AWACS. As Ice Rhino made no mention of other aircraft/TACAN's in his mission, I'm assuming that isn't his issue but thought it worth mentioning as it's caught out a few mission makers.

If still having issues getting the data-link to work, can you share the mission or a short track file. Note that as DCS doesn't model frequency "hopping", the data link can be "jammed" by certain tacan channels i.e. a poorly chosen tanker frequency, etc. that operates in the same range.