WHOGX5

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.

I had the same issue during a mission yesterday. I entered NAV mode and set my FCR to display the ground radar in GM mode. I wanted to enable Snowplow but the SP label wasn't there. I switched to A-G mode and the SP label shows up on the FCR. However, even though I press the OSB I can not enable snowplow because I don't have any A-G munitions which, for whatever reason, forces my aircraft into CCIP and I'm unable to change to CCRP. Switched back to NAV and the snowplow label disappears again.

The F-16C supports M3 in SRS, but only via the backup panel, not via the DED. But I agree that ED should prioritize the IFF DED page as well as the HAVEQUICK DED page so we can make full use of the SRS IFF and HAVEQUICK functionality.

The main issue is that we can't choose which SAM/AAA to display threat circles for. On the CNTL page you can enable/disable all threat circles, but that's usually not optimal. IRL the threat circles are defined in the DTC (which we don't have yet) so you can choose to display circles for SA-2's but not ZU-23's.

I gave a little more in-depth explanation recently in another thread:

It is true that AIFF responses do not correlate but using NCTR to identify the aircraft type does. Negative Mode 4 response information can be received over Link 16 though from other airframes. And you're incorrect in saying that the track symbol isn't affected by this. Even though a track has a certain ID on data link, your own aircraft classifies the target separately using the DTC loaded ID-tree based on L16 Mode 4 response information and your own NCTR interrogations. If there is a conflict like the track having a different ID in your own aircraft and on L16 or that it matches two different ID's in your own ID-tree, the contact will start flashing.

That functionality was introduced in M2 so I'd be quite surprised if it wasn't still a thing in M4. EDIT: I've already made a bug report on this topic:

The unknown square only shows up if you get a IFF response that doesn't match the interrogation transponder code you've set for that particular mode on the IFF Interrogate DED page. However, due to DCS having an extremely simplified IFF model consisting only of Mode 4, all aircraft on one coalition will have the exact same Mode 4 transponder code set automatically and it is impossible to change it. Mode 4 IFF pulses are encrypted using a certain encryption key and an aircraft equipped with Mode 4 will only respond to an Mode 4 interrogation if its key matches the interrogation pulses it receives. If the key doesn't match, it doesn't respond. Therefore you will never see a unknown IFF response in DCS. However, in real life the F-16C also has Mode 1, 2 and 3. The interrogation pulses for these modes are not encrypted and therefore an interrogated aircraft will always respond if its transponder is turned on. On the IFF Interrogate DED page you can choose which transponder codes to interrogate for in each IFF mode, and anything that matches the chosen code will show up as a green circle and anything that doesn't match will show up as a yellow square.

Honestly, there are a lot of other F-16 variants you could model that aren't classified and that also won't be much work at all to implement. The good thing about the F-16 Block 40 and later blocks is that they all have pretty much the exact same software and avionics. ED could model a pre-CCIP Block 40 from the 1990-ish which also would give us a pre-CCIP Block 50 and a post-CCIP Block 40 for no extra work as all their systems are already modelled. With some minor changes to the external and engine model you could plop in a PW engine and you have the Block 42 and 52 as well. And with all these variants, you could even make a export HAF F-16C Block 50 or 50+ with conformal fuel tanks with very little added work. So basically, simply modelling the extra systems of a pre-CCIP Block 40 and a HAF Block 52+ this would allow us to simulate pretty much every F-16C 40/42/50/52/52+ operator on the entire earth from 1990 onwards to our current F-16CM-50 circa 2007 except when it comes to drag chutes and certain export weaponry. I think people would be very happy to pay even more than what the A-10C II upgrade cost for this as a single, huge upgrade package, and the workload for ED to actually implement this would be relatively small in comparison to what we get in the end. It would be interesting also to see a poll on how many of us would be interested in a F-16D. I sure know me and my community would be very interested in that.

Even better than this is the DCS DTC software for the F-16C and F/A-18C. It lets you load everything from CMDS presets to MFD setups, radio presets, HARM/HTS tables, etc. Every F-16C pilot should have this software. Download: https://github.com/p-louis/dcs-dtc/releases/tag/3.3.0-RC13 Install instructions: https://github.com/p-louis/dcs-dtc#installation

If your HSD is SOI, you will send your currently selected steerpoint. If one of your sensors like the ground radar or the TGP is SOI, you will send your current SPI. These functions are currently implemented in DCS. In the future once we've receive IDM support, IFF Outboard Long will trigger IDM rounds, while IFF Inboard Long will transmit data over either IDM or LINK 16 depending on which network the XMT label is set to on the HSD.

+1000 There are a lot of issues with the current radar simulation that are completely unrealistic and goes against the fundamentals of how radar works in real life. The white paper would really clarify what level of fidelity we should expect from the AN/APG-68v(5) in DCS and which kind of inaccuracies we should and shouldn't report as bugs.

I tried it just a month ago or so and it still doesn't work. This would be a great feature to have as our community uses squawking through SRS as a standard. Even if the page has no functionality in DCS, it would be very useful for us.

So what you need to look at in this case is the displayed mach number of the missile. As you can see it bleeds off speed very quickly and the closer its speed gets to your airspeed, the longer its intercept is going to be. People are saying it's a tracking bug, which there are plenty of in DCS, but this is not one of those cases. With its low speed there is literally nothing else the missile can do but aim further an further ahead of you. You also want to make use of the F-16's RWR. The good thing about our RWR is that it you can tell a threats closure rate by seeing whether it's moving towards or away from the center of your RWR. This means that for a missile like the R-77, if you see it stop closing in towards the center of your RWR, you know it's out of energy. This lets you recommit onto your target and keep pushing him, just making sure not to turn into the current path of the missile when turning hot again. If a R-77 goes active on you and it's still on the rim of your RWR after a good 5+ seconds you can expect it to have a very low energy state, basically being on the verge of defeated. Also, it's great that you descend while notching as it's a whole lot more effective when you're below the missile in altitude. However, your turn into the notch is hard at first, but then kind of draws out quite a bit until you finally roll your wings level. You need to make the turn into the notch a whole lot quicker so you can get your wings level ASAP and see where the missile is in relation to your 3/9 o'clock on your RWR. This is so you can adjust your heading to get the missile as perfectly in the notch as possible, right on your 3/9 line. Once you're in the notch, you should dump a generous amount of chaff too. Dumping chaff when not "perfectly" in the notch will decrease their effectiveness. You can tell whether the missile is notched on your RWR by how it's moving. If two objects are on an intercept course, their bearing rate will be zero, meaning that a missile that is on a perfect intercept course to you on your 3/9 line will stay perfectly on your 3 or 9 o'clock. If it gets notched however, you'll see its bearing rate increase and it starts moving back behind your 3/9 line, meaning it's not on a intercept course with you any longer. This is also an indication that you can start working that recommit to the target.

The only double presses of the TMS I can think of are for the different FCR modes, and technically its not the double press itself that has a function, but rather you're using two different functions in rapid succession. For example, in TWS you can double tap TMS Down to first drop your track and then to return to RWS. Similarly, you should be able to double tap TMS Up in RWS to STT a target immediately rather than enter SAM mode in-between, though this usually doesn't work in DCS due to a STT in RWS requiring a system track which is not true in real life. Whether you double tap in short succession or do it 10 seconds apart you'll get the same end result for both of these examples. Therefore, technically, there aren't any double presses in the F-16C as far as I'm aware.

Just to clarify, the issue is that the DES TOS is 00:00:00. By default, DES TOS should be invalid if it doesn't have a set time, rather than 00:00:00, meaning that both the DES TOS and REQ G/S fields should be blank. If a time is already set for a steerpoint, entering 0 into the DES TOS window should blank it. If the DES TOS for a steerpoint is invalid, it will calculate speed based on the next steerpoint with a valid DES TOS.

Thank you for your help getting everything reported!

Apparently Moonshine was quicker then me in sending documentation, but in every piece of publicly available information I have seen the description of the input process for the VHF radio is simply explained as "it works identically to the UHF radio". In the description of the UHF input process, it clearly states that trailing zeros are not required. It also wouldn't make any sense in the case of the AN/ARC-222 specifically since there is no overlap in numerical ranges between the preset channels, VHF FM frequencies or VHF AM frequencies. Any number between 1-20 is a preset channel, any 2-4 digit number beginning with 3-8 is a FM frequency and any 3-5 digit number beginning with 1 has to be a AM frequency.

I completely agree with your assessment based on, probably the exact same, publicly available information. The colons should remain fixed in place when inputting a new value. The issue is that they don't when you enter a DES TOS or a negative DELTA TOS. Instead, they start moving around and you can end up inputting something like " : 60 : 0 " and then when you press enter it becomes " 00 : 06 : 00 ".

When your HSD is set to coupled mode and shows the same range scale as the FCR, if you set your HSD to SOI you should be able to bump the HSD range for as long as the HSD is SOI. As soon as the HSD stops being SOI, it should revert to whatever range scale is selected on the FCR again. B_HSD_CPL_Bump_Range.trk

In our block and tape of F-16C, if your current steerpoint doesn't have a set DES TOS but a future one does, any CRUS TOS speed indications will reference the next available TOS even if it's set for another steerpoint. As an example, lets say you've entered a DES TOS timing for STPT 4, your currently active steerpoint is STPT 2 and neither STPT 2 nor STPT 3 has a DES TOS timing. In that case, if you activate CRUS TOS mode your required speed will be given based on you flying to STPT 4 via STPT 2 and 3. At the moment, the absence of a DES TOS timing will show you what speed you need to maintain to reach STPT 2 at 00:00:00 which is incorrect behaviour. B_TOS_Show_Next_Steerpoint_Timing.trk

In Dogfight mode there are two pieces of symbology that follow the FCR line of sight: The bore cross on the HUD and the ellipse in the JHMCS. This means that at all times that these two symbols are displayed, they should point in the same direction as they both indicate the FCR LOS. Currently, neither symbol does this, but rather the ellipse is always pointing in the same direction as your head and the bore cross is always pointing in the same direction as your aircraft. This can be emphazised, as I do in my track file, by having your aircraft point to the right of a target and your JHMCS crosshair to the left of that same target. If you slave the FCR to your JHMCS in dogfight mode, neither the JHMCS ellipse nor the HUD bore cross will ever point towards the target, but as the radar is moving from your aircrafts direction to your helmets direction, it locks the target midway as it passes over it. This tells us that the movement of the FCR is correctly modeled, but the HUD and JHMCS symbology isn't. I've attached a track file below, and I've also linked two real world videos. In the first one, you can see the ellipse following FCR LOS in a JHMCS recording, and in the second video you can see the bore cross following FCR LOS as the FCR is slaved to the JHMCS (with timestamps). B_FCR_LOS.trk

When entering a new radio frequency into the VHF radio, any frequency above 100 MHz incorrectly require trailing zeroes, otherwise it will just flash and refuse the entry. Here are some examples to clarify the issue. Input -> Expected results -> Actual result 15 -> 15 -> 15 30 -> 30.00 -> 30.00 301 -> 30.10 -> 30.10 120 -> 120.00 -> Error 1200 -> 120.00 -> Error 12000 -> 120.00 -> 120.00 Here are similar examples for the UHF radio (which works correctly): 15 -> 15 -> 15 300 -> 300.00 -> 300.00 3000 -> 300.00 -> 300.00 30000 -> 300.00 -> 300.00 The UHF radio works as expected and the VHF radio works correctly except when entering frequencies above 100 MHz where you need to enter five digits rather than three to be able and input the frequency. B_VHF_Trailing_Zeros.trk

When you use the FCR in GM mode and freeze the radar image, it will suddenly get blanked out and disappear as your radar "reaches" gimbal limits. Since the picture is frozen and the radar isn't actively emitting, going past gimbal limits obviously shouldn't affect your frozen radar image. B_FCR_FRZ_Gimbal_Limit.trk