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Version 2.7.100 is uploaded forDCS 2.7.10.19473 (added C-47)

Nope. Just confirming how it was done during my time in the fleet without implying any sort of exclusivity.

It is possible. Within VA, you can set it so tapping and releasing the button will enable VA, and holding the button will enable SRS. There are instructions in the VAICOM manual, and in my experience it doesn't work perfectly (can be frustrating at times). However, it's what I do and it works well enough.

should be good to go now. Thanks for the heads-up.

If you like the Tomcat and want to get in on the ground floor of something special, we're in the process of standing up the VF-142 Ghostriders. We're looking to pair pilots with human RIOs, and we're encouraging cross-training on both stations for all who are interested. This will allow people to switch between stations at will, or even field more F-14s for events where more aircraft are required. Regardless of whether you fly as pilot, RIO, or both, you can be sure that you are receiving excellent training. Pilots will have competent human RIOs, and the melding of two people into a cohesive aircrew is a glorious achievement that provides intense satisfaction and elevates your experience to the pinnacle of what DCS has to offer. Finally, this is the Tomcat! It's all about fun! Whether it's wiping out a gorilla group of MiGs with multiple AIM-54s, requesting a flyby of the tower (and you know what "Negative, Ghostrider, the pattern is full" means), going into your break at 400kts (because Tomcat!), or just flying a challenging aircraft with such precision that makes it look easy to everybody else, the Tomcat aircrews know how to have a good time! * (*) Oiled volleyball sold separately.

I can confirm this issue for the Hornet.

I did notice this the other night. Went between both E-2's, the carrier, and the Burke DDG. Never saw anything. Funny thing is that the datalink dropped out part way through the mission, and was working fine for the first part.

Version 2.63a (Hotfix 1) is now released for DCS 2.7.9.

My only real pet peeve with Jester is that he won't train the radar elevation to where the datalink indicates the target's altitude. With the coarse elevation adjustment being infeasible, I find myself having to climb or dive to get Jester to pick up the target. This often puts me into situations I don't want to be (e.g. within a SHORAD bubble). My Christmas wish is for Jester to read the target altitude from the datalink (either the 10k gross number or the precise altitude with the target bugged) and train the radar elevation to match the sweet spot for target acquisition.

The way I describe stick motion is not so much to "make small changes," but rather "think about where you want to go", and your subconscious will move the stick about as much as it should. Of course, this advice is less valuable if you have a stick extension. The other key to this is a relaxed grip. My primary flight instructor always said that I should have two fingers and a thumb holding the stick, and holding the stick with a closed fist it was a bad thing. While this may be more difficult with something like a Warthog, I tell people "pretend you're at a NYC cocktail party and just extend your pinkie finger." This forces you to relax that death grip you may not have realized you had. Finally, if you're getting started with arial tanking, I recommend some mellow Pink Floyd in the background. That's the mentality you should be in.

Version 2.7.90 is updated for DCS 2.7.9.17830.

well done!

Glad to hear it!

If you like the Tomcat and want to get in on the ground floor of something special, we're in the process of standing up the VF-142 Ghostriders. We're looking to pair pilots with human RIOs, and we're encouraging cross-training on both stations for all who are interested. This will allow people to switch between stations at will, or even field more F-14s for events where more aircraft are required. Regardless of whether you fly as pilot, RIO, or both, you can be sure that you are receiving excellent training. Pilots will have competent human RIOs, and the melding of two people into a cohesive aircrew is a glorious achievement that provides intense satisfaction and elevates your experience to the pinnacle of what DCS has to offer. Finally, this is the Tomcat! It's all about fun! Whether it's wiping out a gorilla group of MiGs with multiple AIM-54s, requesting a flyby of the tower (and you know what "Negative, Ghostrider, the pattern is full" means), going into your break at 400kts (because Tomcat!), or just flying a challenging aircraft with such precision that makes it look easy to everybody else, the Tomcat aircrews know how to have a good time! * (*) Oiled volleyball sold separately.

Also, some differences between the F-14A and F-14B: Conventional wisdom will have the F-14A easier to get onto the basket than the F-14B because you don't have to be as touchy with the throttle. Depending on your comfort with flying formation in the F-14B, this may or may not be the case. However, once you are on the basket, it is much harder to stay on the basket with the F-14A. With the F-14B, the engines are more powerful and more responsive, so if you see yourself falling back you can apply throttle, then immediately pull back and then move the throttle slightly forward again to put it back where it needs to be. A quick motion once you see yourself fall back is all it takes to stay in position. With the F-14A and the TF-30 spool-up time, if you see yourself falling back, it's probably already too late. You need to be aggressively holding position, making anticipating throttle changes before you see relative motion between you and the tanker. For example, if you keep your canopy rail between the wing root and the tail, you may want to keep the sight picture of the canopy rail on the wing root, then apply corrections if the latter half of the rail slides back to the fuselage. By the time the engine spools up, you should be still ok to stay on the basket. Also, you need to apply more aggressive throttle movements with the TF-30, but at the same time be careful not to ham-fist the throttle to cause the dreaded compressor stall. It's a balancing act for sure. Now if you do see yourself falling back (this applies to both F-14 variants), immediately make an aggressive throttle correction so that you can get the probe back into the basket before the backet falls back into the slipstream. Re-plugging with a basket right in front of you is much easier than repositioning to a basket in the slipstream.

I look at the basket all the time. I just make sure not to focus on the basket. Focusing on the basket is like focusing on the road just in front of you while you're driving instead of looking at the horizon. Or like looking at the thing you want to avoid instead of looking at your way around the thing you want to avoid. The conventional wisdom to focus on your formation sight picture is still good. Take glances at the basket, and be aware of it with your peripheral vision.

Taken from my original post at Mudspike: Here are some recommendations I use: Set the HUD to enroute mode, then move the seat down so that the heading tape is in-line with the piece of metal sticking out on the right prison bar. Set the wings to 55 degree/manual to take the maneuvering flaps out of the equation. This prevents uncommanded changes in lift and also reduces the momentum associated with the fully-forward wings. When at pre-contact, line up the basket with the HUD waterline. This is the only time to eyeball the basket. Trim to hold altitude at matching airspeed. You can also use Autopilot-altitude hold to trim up, then release autopilot. Remember: if you ain’t cheatin’, you ain’t tryin’ hard enough! Line the refueling pod up with the right 1/3 of the right side of the pitch ladder. Use slight rudder and very slight pitch changes to move the aircraft relative to the refueling pod. When you move forward to contact, the top of the refueling pod should touch the top of the canopy rail. This is where moving the seat down really makes a difference. While holding station, keep the canopy rail between the wing root and the tail of the tanker (closer to the wing root if all else is equal). This pic is to illustrate what I mean by putting the heading tape level with the metal piece. As I had to use both hands to get an ALT+PrintScreen, this is not a good example of station keeping. I’m actually high and behind. 1920×1080 829 KB Another thing: I’ve found that once I’m on the basket, I find it useful to trim down 1 or 2 increments. I’m not sure why this is, except possibly to trim out the unconscious desire to climb as I’m looking up at the tanker

The default airbrake you select for the Standard DX profile is exactly for a separate profile (to be used for a module that isn't directly supported by CTS). What you select for Standard DX is specific to that profile. Some other profiles have selectable airbrakes (albeit limited to how their brakes work), but the F-16 is not one of these (it's forced to analog-momentary, which is just like the A-10). A profile like the M-2000C has a selectable brake, but is limited to binary type brakes (i.e. all the way out/in). What is selectable is whether they are momentary or discrete with SPDF/SPDB. From what I understand the real Mirage 2000C uses a momentary (i.e. brakes are open for as long as you hold it open), but the discrete was added as a comfort option for people used to the A-10 type airbrake. FWIW, there's a section in the User Reference that describes how all four brake types work. It's listed under "Airbrake Types." Hope this helps.

Spud, I assume that was also you who posted on the bugtracker. My apologies for not getting back to you sooner. Here's what I posted there: Also, if you could confirm your hardware setup (including TrackIR/VR/MFDs) I would appreciate it.

"Scenic" isn't the word I'd use to describe RIO, even though it's the best seat in the house. You're busier than the pilot; the pilot is busy flying the plane so you handle the lion's share of the systems. The RIO station is almost like a fast-paced RTS with all the multitasking going on.

If you're drinking, you have a much better excuse when you inevitably get the Tomcat stuck in a flat spin.

I also advise against curves unless you have a spiking/deadzone issue (then adjust curves to gently get you out of the deadzone). Reason for this is even though with no curve the Tomcat will be very sensitive near the center, any positive curve will reduce center sensitivity but make the extremes more responsive. In the Tomcat you want that constant precision throughout the axis throw, as the precision is just as important at 75% as it is at 15%. All things equal, it's best to learn how to fly it without the curves, and that way you don't have to re-learn flying the Tomcat when you decide to reduce your curves later.

"You have just taken your first step into a larger world."

BAZ, what you say now was true in the late 90s and early 2000s.

Version 2.63 is now available for download. This primarily fixes the M-2000C for DCS 2.7.8. Additionally, here is my proposed MFD mapping for the AH-64D. I'm looking for comments and suggestions. I already know that LOSB20 will be slightly different (that's a typo), but I will get both OSB and kneeboard functionality shoehorned onto LOSB20.