WHOGX5

Its also difficult for milsim communities who work with real life airspaces, because the tanker turns in DCS are so incredibly wide that it doesn't fit in any tanker track in the world. You need such an enourmous amount of airspace reserved for a single tanker in its current state.

This is really needed, as it's almost impossible to see the lights in daytime with a normal FOV. Also, because of the extremely bright backlighting for the Fore / Aft column it's very hard to see at night as well.

When using NVG's, the recorder behind the HUD blurs the HUD symbology, even though it shouldn't.

Yeah, I've read that book. He mentioned helping out with the development of the HTS R7 variant, but exactly what that upgrade entailed is left out, apart from being generally better than it's predecessor. I don't even know if the R7 variant is accurate for the DCS F-16C. ED should however have access to the necessary documentation as they've modelled the HTS pod and HAS page in-game. All I can say is that I find it extremely improbable that you can't mark SAMs in the F-16CM-50, and I wish ED could bring some clarity upon this topic.

All ED's DCS modules are deterministically hardcoded. It doesn't matter if it's detection range, NCTR range, MAV acquisition range, etc, etc. Everything is very simplified with arbitrary hard limits to them. Hopefully ED will pay some of the 3rd parties to copy their technologies, like Razbam's A-A and A-G radar modelling, or Heatblurs RWR modelling for the new F-4E, which is leaps and bounds beyond all ED modules.

I don't have any evidence backing what I'm about to ask, hence I'm not marking this as a bug, but I still think it is and hopefully someone can provide a factual response to this question. Shouldn't you be able to store detected emitters on the HAD as markpoints? It's very strange that you can create markpoints using every single sensor in the DCS F-16C, except the HAD. If I send a detected emitter over LINK 16 to my wingman, the emitter will be displayed on his HSD with the correct emitter type and even a threat circle indicating the engagement range of the emitter. In my own aircraft however, the best I can hope for is to not lose track of it on the HAD and have it turn green, only to completely fade away moments later. I can not get it to display on my own HSD with a threat circle, and I cannot slew the ground radar to the emitter in order to refine the coordinates. The workflow currently has to be: 1. Bug emitter on HAD. 2. Make TGP SOI. 3. TMS Up to get a point track. 4. Create a markpoint and set as active steerpoint. 5. Switch to GM radar and cursor zero. It's an unnecessarily convoluted process and I can't imagine that's what pilots have to do in real life. If this workflow was correct, it'd also mean that you can't mark the emitter if there are clouds in the way, as you won't be able to get a point track with the TGP. It feels like you absolutely must be able to create markpoints using the HAD in real life, because I don't see how you could be effective in the SEAD/DEAD role otherwise.

All of this is correct, but we still don't have all the steerpoint functionality the real F-16 does. At the moment threat circles are not stored as steerpoints, but rather they just magically exist in the aircraft, meaning they cannot be selected for targeting. And they used to be stored somewhere in the mentioned steerpoint range, but the M4 tape has 700 steerpoints rather than 100-127 in the older tapes, and I have no idea what those new steerpoints are, but my guess would be that a lot of steerpoint ranges have changed.

AFAIK, the way it's supposed to work is that if there is a mismatch in ID between L16 and your onboard sensors, the contact will flash between the two different identification types, like between unknown and hostile for example. You always need to classify a contact yourself using onboard sensors and like others have mentioned, the only thing that gets correlated from L16 for your own identificaiton process is IFF response.

But the issue is that the NOSE fuze setting shouldn't care about any of the parameters, hence there shouldn't be a "out of parameters" drop. It just releases and activates, disregarding any burst altitude setting. Even if we get the ability to set burst altitude in the future, it will still constitute bugged behaviour if you need to drop it above the burst altitude with NOSE fuzing selected.

In the DCS F-16C we still cannot set burst altitude nor spin RPM for the CBU-87, unlike in real life where they are adjustable. "Fixed open height" is simply the altitude ED has chosen for the CBU-87 to burst at in DCS. The point is that the CBU-87 does not use the burst altitude settings with NOSE fuze set, it should dispense the bomblets immediately after release irregardless of burst altitude setting. It even says so in the DCS F-16 manual, so I don't know why this is marked as "correct-as-is"?

You cannot cycle it. The RWR decides on its own what the most high priority threat is, and that is what will be displayed in the JHMCS RWR circle. You can however choose whether you want to prioritize ground based or air based emitters by pressing the ALTITUDE button on the THREAT WARNING AUX panel. I would however imagine that the RWR in real life does not prioritize friendly emitters when there are hostiles around.

I think the most important thing for a DCS Korea module would be to include low detail areas of the Shandong and Liaodong peninsulas in China, the area around Vladivostok in Russia, and the Fukuoka and Yamaguchi prefectures in Japan. That would open up so many possibilities and it would allow us to stage conflicts including any combination of South Korea, North Korea, China, Japan, Russia and USA. My mouth is watering just thinking about it...

Remember that you can always see which mode is current'y active in the bottom left of the HUD. Makes it easier to recognize if you're actually in the mode that you think you're in.

You could use the ground radar to lock on to the target STPT location. Just cursor zero and TMS Up. That way you should get accurate elevation data on the correct coordinates.

It's true that you get a yellow square for negative IFF responses. However, in DCS we currently only have Mode 4 which doesn't respond unless the interrogation pulse matches a certain key, meaning you'll never see a negative response. Once we get Mode 1, 2 and 3 transponders however, you will start seeing negative IFF responses as they always respond to an interrogation pulse.

Where have you gotten this idea from that the CCIP upgrade removed TFR capability? That is simply not true and there's plenty of documentation to prove that. You can see many F-16's around the world still use TFR and the whole idea behind the CCIP software was to increase commonality between all F-16's, not decrease it. I mean, you can even see the TFR page in the DCS F-16C, it's just INOP at the moment. But you're completely right that the Block 50 can use the NAVFLIR and TFR with the WAC HUD. The only issue is that ED has said that they won't be implementing the NAVFLIR for the Block 50, as it was not really used by USAF block 50s. Block 50/52's that were exported abroad however have been using NAVFLIR on the WAC HUD.

Is there any progress being made on resolving bugs? I'd love new features (especially DTC capability) but at the moment pretty much every system in the F-16C is bugged in some way which is really annoying and it feels like fixes are few and far between. I'd be really happy to see some progress on that front as well.

Agreed! Honestly, I'd be ecstatic if ED just added a 2007 era Block 40, which would be minimal work as it has the exact same software as the Block 50, only with the addition of the WAR HUD and the LANTIRN navigation pod with FLIR repeating on the HUD and terrain following radar. Of course, I would also love some PW engines and a pre-CCIP Block 40/42 like the ones used in Desert Storm...

As no-one has given you an answer about how the DCS boom tanker actually works when it comes to connecting, I will do so now. There are two factors at play: Factor #1 is your position relative to the tanker. The reason this is important is because in DCS the tanker will keep the boom extended half way before you connect. He will not extend the boom to connect to you but he will retract it, so you have to come to him. This means that even if both position lights are green and centered, if you're refueling port is in the further away half of the green and center area, you will not get a connect. The way to solve this is to make sure you keep moving forward so you know that the tanker can reach you with the boom without extending it more than half way. My preferred way of doing it is to simply keep the Up/Down lights green and centered, while you just go one notch closer than center on the Fore/Aft light to be sure that he can reach you. As soon as you get a connect, you can move back to a fully centered position. Factor #2 is your speed relative to the tanker. The boom operator will move the boom quite slowly, so if you have a even just a few knots of speed relative to the tanker it'll probably be enough for the boom never to catch up to you. So once you know you're in a good position, based on the info for Factor #1, then you need to slow down and maintain a similar speed to the tanker for enough time so that the boom operator can move in for the connect. And like others have mentioned, it's always useful to look at the replay where you can see exactly what's happening at any given time. EDIT: And about the HUD, for the love of god, don't look at it. Just look at the tanker fuselage to be able to judge relative movement and look at the position lights to judge which relative movements you need to make. There's no reason to turn off the HUD, but you shouldn't look at it either. Every millisecond you spend looking at the HUD will delay any corrections you make when you eventually see yourself moving out of position. If you start slowing down for example, you should be able to react to that by adding more thrust before the position lights show you moving out of position.

The F-16C uses an EPU to generate emergency power. Unfortunately it's not implemented properly in the DCS F-16C so you will lose most important systems if your engine dies, making the EPU practially pointless. This has been reported years ago but there is still no fix in sight.

Follow up to the video above:

Glad to see that you're back! I just want you to know how invaluable this software really is. In my community DCS DTC is mandatory and we use it every single session, doing all of our planning in CombatFlite. Any further developments are welcome, especially to the F-16C! And if you created a discord, I'd join in a heartbeat. I have both feature requests and at least one bug report that I can think of off the top of my head. It'd be good to have a discord server to discuss these things in a more organized manner than a single forum thread.

Yeah, it is absolutely essential to stay fast in the F-16. Most aircraft in DCS prefer lower speeds than the F-16, so the only thing you have to do is to not get baited into lowering your speed and stay fast. If the opponent starts slowing down and is turning inside of you, take it out of plane into the vertical and use your energy advantage to defeat him. Like you said, the AOA limiter in the F-16 prevents you from outmanouvering practically all aircraft at low speeds and it will also take you ages to accelerate up to a higher speed again so it's best just not to slow down in the first place. Yeah, because of the AOA limiter you'll basically never enter a real stall in an F-16 unless you do some really specific maneouvers or run some crazy assymetric loadout. Usually when you get slow it just gets kind of sluggish before the FLCS starts slowly letting the nose down. In an F/A-18C, for example, you have so much AOA available that you can practically point the nose anywhere you want at low speeds. The F-16 is so limited in AOA that even if you're well above the stall speed you still can't really move the nose anywhere but down towards the ground.

The 330-440 KCAS span is practically independent of your weight. At the lower part of the span it is a lot easier to bleed off speed by accident as you have a lot more control authority. You just have to be more careful and make smaller inputs with the stick when you fly slower and monitor your airspeed in the JHMCS. The reason this corner plateau is so useful, is that it allows you to, for example, enter a fight at 500-550 KCAS and do a max G pull with a very high instantaneous turn rate down to 440 KCAS and then maintain that speed for an optimum turn rate. Once you get a good opportunity, you can pull harder again and bleed down to 330 KCAS to get a better position on your opponent and still be able to maintain that speed without losing any sustained turning performance. If you ever feel the need to accelerate again, just ease of the stick a tiny bit and you'll still have a respectable turn rate while accelearating a few knots a second until you're back at 440 KCAS and still at optimum sustained turn rate. Of course there are many more tactics that need to be used to win a fight, but this corner plateau is an attribute that's quite specific to the F-16 and you should always keep it in mind when dogfighting. It allows you to to a lot of things that other aircraft can't do and you need to use it to your advantage. If you want to read more about the F-16, there is a website called Blu3wolf which hosts a number of real life F-16 manuals. You can find a lot of useful information there that's F-16 specific, especially in the MCH-11 and the BEM.

The corner plateau in the F-16 is between 330-440 KCAS, meaning that you'll have optimum sustained turn rate at all of those speeds.