WHOGX5

You can also press OVRD on the FCR page to temporarily disable the radar without affecting other systems.

In it's current implementation in DCS there is no difference in accuracy between stored heading align and NORM afaik. IRL you can get a higher accuracy with NORM which obviously will be important for the employment of GPS weapons like JDAMs. So no, it's not a requirement. You will just get a higher accuracy with a finer alignment.

I don't even think he's referring to Husky to be honest. By emphasizing the usage of the term "Pitbull" itself I'm assuming he's referring to the fact that the DCS AIM-120 doesn't even try to reacquire or acquire a new target once it loses a lock. IRL, once an AIM-120 goes pitbull, it will not only look for the target it was fired at but it will track anything it can find. If it finds something and then loses lock it will try to reacquire the target or acquire a new target. In DCS if an AIM-120 loses a lock, it will either go dumb and fly in a straight line without reacquiring, or it will actively start turning away from the target in circles around itself without acquiring anything either. The target can also do an 180 degree continuous turn and notch the missile for 0.5 seconds and the AIM-120 will loose track and not even make an attempt to find the target again. So in its current state in DCS the AIM-120's MPRF mode has more of a "Golden Retriever Guide Dog" kinda vibe to it.

The ICP is the big block under the HUD with the numpad and other stuff on it, the DED is the green little screen just right of the HUD (which is controlled via the ICP), the HSI is the compass between your legs and the INS page is a subpage in the DED that you can access by press LIST followed by 6 on the ICP. And if you need to go a specific heading you can always set the course knob on the HSI to that course and just make sure that the blue course arrow on the HSI is pointing in the same direction that you're flying. Or alternatively, set a heading using the HDG knob on the HSI and turn on the autopilot with altitude and heading hold.

If you can't read the heading from the HUD or HSI you can always press LIST > 6 on the ICP to bring up the INS page on the DED which also gives you your heading. Only time I have an issue reading the heading on the HUD is if I have the sun right behind it, but during those rare occasions I simply use the HSI.

First I just want to let you know how much this software has changed the way my community's F-16's operate! We fly very realistic missions with tonnes of planning and being able to easily input this data into a DTC and send this data to flights via the DTC clipboard rather than messing around inside of the DCS ME and merging files with the master mission file, it saves us a hell of a lot of of time with the added benefit of increased flexibility. It really is a game changer and very much appreciated! I have a couple of minor QOL feature requests for future releases: 1. HSD options (coupling, centering and XMT network). 2. Input backup IFF settings (squawk and power setting, inputted in that order). 3. JHMCS settings (blanking and declutter). 4. Select active UHF and VHF preset after all the presets have been input. 5. Select UHF mode (MAIN or BOTH). 6. Select TACAN mode (REC, T/R or T/R A/A).

You'll have to setup which ALIC codes you scan for manually if you want to exclude the search radars from the HTS search. Since there's only one manual table for the HTS pod and all the preset tables include search radars you're very limited in the amount of radars you can include in your search. There's probably some tutorial for how to do it in the cockpit but I just use the DCS DTC software to do it.

DRIFT/CO switch down to WARN RESET on the ICP.

You can IRL but it's not implemented into DCS yet. We need to be able to edit the L16 channel and STN settings on the D/L DED page.

First of all, I am fully in favour of having the DCS F-16 be as realistic as possible whether that means nerfing or buffing. That's why I'm trying to emphasize the importance of actual proof to support your claims rather than just saying "I have taken these other variables into account" without any further elaboration. So for example, when you mention that a fully kitted F-16 had a higher top speed than a "slicker" F-18, you can't just look at the thrust-to-weight ratio and the drag of the weapons and pylons. As you transition into supersonic regions you have to start looking at shockwave generation and how that impacts different airframes in different ways, especially how it affects the air intakes and how efficiently they can ingest air at those kinds of extremely high speeds. And this is without even looking at the inherently different drags of the F-16 and F-18's airframes. The most important point that I'm trying to convey is that the performance of an aircraft is not linear. The generated thrust of an engine will vary depending on airspeed. The acceleration of an aircraft will be different at different airspeeds. The AOA will be different for different airspeeds. So naturally, two different aircraft can not be compared by taking one value for the TWR and one for the drag and than assuming this is the basis for all acceleration speed related performance and that this also stays true across all speed regimes. But you know what? There is a easy solution to all of this. If you were just to use performance charts from real world test you don't have to give two hoots about any of the things I've mentioned above as nature has already taken care of the physics for us. Aerodynamics is extremely complicated and even with some super CFD software you won't get fully accurate calculations. So observe the real world examples instead and then compare those to it's virtual counterparts.

Yeah, last I heard (though it was a couple of years ago by now) the KC-10 was the only aircraft in the entire USAF inventory that had A/A TACAN with both distance and bearing information. All other aircraft only displayed TACAN distance information.

Thrust to weight ratio means nothing on its own when comparing two completely different airframes. Just to mention one factor as an example (there are a lot more), the F/A-18C and it's stubby P-51 wings will have worse straight line performance at transsonic speeds compared to the F-16C's more swept wings. I know that you are always trying to prove that the DCS F-16 should be nerfed, but if you want to make a comparison that proves anything at all, you need to use actual charts that take all of these different kinds of factors kinds into account. You can't just pick a single variable like thrust to weight ratio and assume that it is the be all end all metric that single-handedly decides how fast an aircraft accelerates across all speed regimes.

There is an .exe that just updates the game without actually launching it. Search for "Update" in the start menu and it should appear.

The thing about the F-16 is that it doesn't have an ideal corner speed but rather a corner plateau. This means that from approximately 350-450 knots you will have just about the same sustained turn rate. Anything above or below will see your degrees per second decrease. So it's always good to enter a fight at about 450 knots and once in the fight, you can gradually bleed of airspeed to gain angles down to around 350 knots without loosing any real performance. Since the F-16 has such low drag and high thrust, once your down at around 350 you always have the option to ease your pull by a tiny, tiny amount and quite quickly regain your airspeed up towards 450 knots without loosing too many angles. You still have to be smart about when you bleed airspeed and when you regain it so you don't just do it haphazardly without really gaining anything from it.

Like Furiz touched upon, as far as I know, there is no tape that's officially designated as M4.2+. The only conclusion I can come to is that they chose to call it M4.2+ so they can incorporate some of the features of M5.1 while excluding others.

There are multiple types of these signal cartridges in use. The Mk4 series of signal cartridges gives of red "puffs" of smoke. The older Mk4 mods used phosphorus to accomplish this, which was later phased out by non-flammable alternatives due to the extensive fire hazards that came with the use of phosphorus. In DCS, the only modeled type of cartridge for all training bombs seem to be what I'm guessing is the CXU type cartridges that act more as a smoke grenade than a "puff". Though as I've understood it, in real life, the bigger training bombs like the BDU-50's are often loaded without any signal cartridge at all due to the huge amount of dirt they throw up in the air, making them easily visible anyway. For tiny training bombs like the BDU-33's signal cartridges are more useful.

I get what you mean and you're partly right. The distance of an emitter from the center of the RWR indicates threat level rather than a specific range. This threat level however is based on signal strength and is adjusted per emitter to roughly correlate to the lethal range a specific threat. The goal is for two emitters that are displayed at the same range on the RWR to be equally lethal to you based on their individual signal strength and the distance derived from said strength. So as an example, say that an F-4 and an SA-10 shows up at the same distance from the center of the RWR, the F-4 might be 10nm away while the SA-10 might be 40nm away. However, you can tell the relative distance of contacts of the same type. So an F-4 might be along the edge of the RWR and gradually move closer to the center, then you know its range is decreasing. Or two different F-4s at different distances will tell you who's physically closer. So that way you can see a missile get closer as its signal strength increases and it moves closer to the center of the RWR. Lastly, I don't know diddly squat about which type of RWR the F/A-18C uses or how it works, but from what I've heard from the virtual hornet pilots in DCS the main difference is that the F-18's RWR shows threat level, or "distance", in a few discrete steps while the F-16 shows threat level with increased granularity.

IRL our F-16's L16 has a maximum transmission range of about 300nm. Reception range is dependent on the the AWACS maximum power output which I don't know what it is. I have no clue what these numbers are in DCS.

Active radar guided missiles will show up on your RWR. As the missile gets closer to you it will move closer to the center of the RWR. Using this and the bearing rate of the missile you can determine its state.

It's very hard to tell what the cause might be just from your description but if I were to guess it sounds like it might be an alignment issue. Do you see all of your steerpoints, bullseye and L16 contacts correctly displayed on the HSD? If not, assuming you align in NORM, make sure to confirm your coordinates by pressing enter on the latitude and longitude on the INS page on the DED. If using stored heading align, make sure the mission allows it or try doing a NORM align instead. Also, never move your aircraft in any way while aligning, not even by loading munitions while the alignment process is running. Calling the ground crew to insert wheel chocks isn't a bad idea either. If this isn't the issue you're experiencing, please include a more detailed description of exactly what you're doing or include a short trackfile or video of your issue and I'm sure you'll get some better help.

Lines have not been implemented yet. No ETA either.

Yes. I don't know how it works in the AV-8B but in the F-16 you can change the colour of pretty much any MFD symbology or text you can think of via the data cartridge. It's not implemented at this time though.

The F-16 D/L has been broken since release. I can't describe it better than yourself; sometimes it works, sometimes it doesn't. This can change multiple times in a single flight and there is nothing you can do about it except pray that it will eventually get fixed.

No, it's not possible.

As per the title. All the signs on the surrounding taxiways are correct, it's just the signs on F short of the runway.