Sharpe_95

Thanks for your help confirming this issue Bonzo. As you have probably already noticed I only tested 97s on the F16 and rockeyes on the Hornet. I didnt even consider it could be just one specific munition on the F16. -S

Thanks for taking the time to respond with such detail, but while I understand the principle of the point you are trying to make, I believe this is not user error nor merely a case of the wind conditions, but one of a coding issue within the F16. Think of the parameters: wind 130/2 knots, the wind is very weak, is one direction only and is not intersecting the flight path at 90 degrees. The sudden and dramatic variance is so great that the wind would have to be MUCH stronger and in different directions over a spacing of a couple of thousand feet to have the impact you are talking about. Further, I do not have this issue in other sims or other modules in this sim (inc A10 and FA18 ) and in much more testing conditions. Also, the computer is continuously computing these factors and should be calculating a smooth release point not a violently variable one based on 'unpredictable/unknown' wind-age as it encounters it - this is not how the CCRP system works - if it was it would never be used as it would be to unpredictable and thus impossible to fly. Finally, see attached track showing me flying the same mission but with 6knt wind at 130 (three times more than the original track), as you can clearly see, the bomb fall line is much easier to follow. I can only surmise that this is not user error, nor an issue regarding how CBUs work/dont work in wind but rather a factor linked to the F16s coding and not pilot error or wind-age. -S PS: Sorry to all you FA18 drivers out there - I haven't flown it in over a year and had to quickly google how to do a 'CCRP' (Auto) loft, but I am sure I make a mess up of the set up etc - but it was only to demonstrate how the CCRP/Auto free fall line should behave even with wind. CBU Bomb fall line impossible to track bug(FA18).trk

Hi guys, I have been building a mission and was experimenting with CBUs in a map with (very limited) wind (2knts @ 310). However, I would like to draw your attention to the following two tracks for scrutiny. The first track shows me executing a loft attack from low altitude with CBU-97s with no wind. As you can see, I am able to follow the bomb fall line/cue fairly easily. The second track shows exactly the same situation, but with 2knts of wind. As you can see, it is impossible to follow the fall line as it keeps 'flicking' (cant think of a better descriptive term) from one side to another - impossible to follow. I dont know if this is an issue with the F16s code (I suspect it is) or DCS code in general - but I am not aware of other aircraft with this issue so I suspect it is F16 related? Either way I dont believe there is a reason why such limited wind (or any strength of wind) should have such a dramatic and variable impact on the CCRP fall line? -S CBU Bomb fall line impossible to track bug(no wind).trk CBU Bomb fall line impossible to track bug.trk

Perfect thanks guys (I'd never noticed that!). -S

Hi guys, Atm ED are investigating whether or not the DED should automatically take it's time from GPS. As things stand the F16 does not take its system (DED) time from the GPS and as such that clock only starts running once the power is applied to the aircraft, resulting in having unsyncronised clocks in a flight and/or package. While I appreciate that until we get the TIME functions sorted (particularly Carret/ToT) this is something of a mute point. However, my sqn syncs the DED after start up in anticipation of having the full TIME functionality but no system time taken from the GPS. My question is (as the title infers): how can we get ACCUATE (+/- 1 second) on our system/DED time if F2 is disabled on a mission? As things stand we are able to sync our clocks reasonably well using F2 to get the exact in game time. However, if F2 is disabled it is not possible to get a good time sync for the F16. Its not possible to take it from the 'analogue' clock in the pit as it's hard to accurately determine the minute and impossible to determine the seconds in the minute. Really could do with anyone's ideas on how to resolve this issue of accurately syncing clocks when F2 is disabled? -S

Thanks Newy :thumbup:

For those that remember RIAT 2015 - all time favourite paint scheme on a Typhoon.

Disregard please could a mod delete this thread.

Hi guys, Just messing around with some of the bomb modes. I was trying a loft attack (albeit with the training bombs) and I noticed that the most I could get out of the range of the bombs when lofting was about 1.5-2nm when carrying 600knts in a 30 degree climb from sea level. This seems less than I would have thought was likely? Clearly the LOFT cue for the F16 has not been implemented yet, but using a best guess/wet finger in the air the standard CCRP will still compute the release point based on aircraft attitude, even if it does not provide a loft cue. So I figured I would give it a go. As I say, achievable flight distance seems low? Is there something wrong with the bombs coming off the F16, is it just the absence of loft cue or is there something in the way DCS is coded that means bombs dont loft as far as they otherwise might? -S PS: Looking at this document, it seems to infer that a loft can put 2-5nm range onto a delivery (the inferance seems to be from low altitude, but I may be wrong), clearly speed is a factor, but an F16 is not going to be getting much more than 650knts at sea level loaded for bear. https://fas.org/man/dod-101/sys/ac/docs/16v5.pdf see page 151 5.11.1

Ok so perhaps not a fair comparison then? - thanks :thumbup: -S

Dee-jay, I would not know for sure, it is entirely possible hence why I have put it to the Dev team. But the range of error coupled with the range of attitudes in which it is present seems to indicate something more ingrained in the code? I am frequently wrong however and know close to the square route of SFA about this kind of stuff - I am a real physics moron (in fact you could just delete the physics bit and the sentence would still be accurate). I just assumed that the airspeed indicator is what fed the HUD when the HUD is set to readout CAS (if not where does it draw its data from)? As I see it we have 4 sources of speed information: Sim F2 mode, INS ground speed, Airspeed Indicator and HUD airspeed (which can be measured in CAS/TAS/G/S). In my ignorance I just assumed that the HUD speed when set to CAS is the same as the airspeed indicator readout (which I also assumed was CAS)? -S

Hi guys, I know this is a question influenced by loads of variables which i have not adequately (or in any way) accounted for - but am I missing something? The F16 is supposed to be 'the' turning fighter of its era if the stuff you read on the internet is anything to go by, but I cant help but feel that: a) Its current pilot is a bit 'wimpy' when it comes to G-tolerance? b) It seems to be outperformed by other aircraft that (from everything I have seen and heard) it should be out performing? c) F16 seems to suffer from drag more than its peers? d) The F16 seems to be drinking fuel rather fast? e) The F16 seems to be effected (Effected/Affected?????) by drag more than its peers (assume this is to do with a less powerful single engine or something? To be a little more specific: a) The pilot in the F16 seems to black out very quickly for an aircraft known as a '9g fighter'? If you watch this video of a pilot in a centrifuge, he holds a 9g pull for 5-7(ish) seconds without oxygen (or the F16s canted seat that was supposed to further improve g-tolerance): https://www.theguardian.com/science/video/2015/oct/01/high-g-force-training-centrifuge-squeeze-leg-butt-youtube-video Why does my pixilated pilot black out after a mere couple of seconds at about 8.5g? b) Having had a quick fly in each of the practice free flight missions in the Hornet and the Tomcat, the Tomcat seems to outperform the F16 in terms of maximum turn rate (looking at the ACMI by about 3deg per second or more) and the FA18 seems to outperform the F16 in terms of sustained turn rate, maximum turn rate and ability to maintain its speed round a turn no matter how much you pull the stick (not a performance turn of course, but interesting as it is can still 'accelerate round the corner' at 7g if entering at the correct speed (about 400knts+)). I would add that in the very limited and unscientific tests I did the F16 was both lighter and cleaner (by configuration) than both the Hornet and the Tomcat in the same situation. c) I have been noticing that the F16 seems to burn fuel at a higher rate than the hornet and the Tomcat when loaded with stores etc. Now I have no data to go on so we are in the realm of 'gut feel and speculation' here, but I cant help but think the smaller/lighter F16 seems to be thirstier than its twin engine cousin's- is this by design or just an 'early access thing'? Also the drag imparted on the aircraft seems to be 'worse' than the Tomcat and particularly the Hornet? So I guess my question is this: Is the F16 flight model (inc. pilot g-tolerance/drag/fuel burn rates) an item that is still being developed as part of the early access, or is the F16 actually just a bit naff when compared to aircraft like the Hornet and the Tomcat and all the stuff on the internet about the F16s 'vaunted' turning performance just a load of rubbish? Also am I the only one noticing his (probably am :doh:)? -S

PSA 3 files. The first two are perhaps a little longer than you might be hoping for - but they specifically cover the whole issue in a range of regimes in case they are useful to you/the dev team. The third is exactly what you requested. Tape#1 is from runway at burner all the way up. From this tape it would appear the mismatch is to do with altitude. Note that AoA is tested (including in a dive) and the mismatch still occurs. Tape#2 is from an air start at A15 typically only using full mill power and allowing speed to increase/decrease at a range of altitudes (A15, A25, A36). From this track it seems the issue is not linked to AoA, might be linked to altitude and/or may be linked to faster speeds (mismatch is less at lower altitudes & speeds, worse at higher altitudes & speeds). Tape#3 is an air start at A34 using full gate to pick up speed to highlight the mismatch, then using alt hold with thrust all the way back and boards out to show how the mismatch becomes closer as the speed decreases. I hope this is more helpful Newy? -S PS: For some reason the air start seems to have some alignment issue/red tape on the HSI - I can confirm this issue happens even with a fully aligned aircraft with no red tape on the HSI. Gnd Spd Error#1.trk Gnd Spd Error#2.trk Gnd Spd Error#3.trk

^will do Newy will make a new track presently. -S

Not only the IFF Blade. See DCS F16 manual P42: "The upfront controls are available during normal operations when the C&I knob (IFF Control panel) is set to the UFC position. This provides for control of communications, navigation, and IFF primarily via upfront controls. In the event of failure of the upfront controls, the BACKUP position provides for alternate operation of the radios and IFF, using their cockpit panels." Also for what (little) its worth, the way BMS models the backup radio and the C&I 'seems' correct in terms of my understanding of how this should operate and serves as a good indicator of the likely function of the radios in backup in DCS (*assuming they are not working correctly yet - which I do not know for sure). But thanks for the shout on setting the rad knob to GD - new one for me! -S

I would like to add to this thread. I have noticed recently that the F16 seems to want to settle slightly above straight and level and regardless of acceleration will tend to pitch up a few degrees over fairly short periods of time for no apparent reason. PSA track that hopefully highlights this issue (possibly linked to the OP?). In the track you will note that I set my thrust to 90% RPM, I never touch it for the rest of the track. I then set the autopilot for alt hold and steerpoint so as to ensure a straight and level flight. Note when I come out of autopilot the aircraft starts nicely straight and level and with no input of stick or thrust, begins to pitch up. I then deliberately set the aircraft in a slightly nose down attitude and despite this the F16 begins to rise again, beyond the horizon line (I rather run out of room slightly earlier than I would have liked but I think the track should highlight the issue well enough. -S Pitch Up.trk

[OP:You can ignore most of this - I think Blades comment/pic below has the fix for you, although some of the info below may be useful/of interest?] Couple of points (hopefully helpful) 1) Com2 (Victor) is your intra flight channel (for talking to wingman etc), not com1 (Uniform), which is more commonly used to talk to AWACS, AAR, tower etc. 2) I think guard is set in mission editor (sorry i dont know if it can/cant be changed)? But 243 may be the guard freq as I can't remember and not at my pc [edit, in the DCS manual it states guard is 243.00 so you are on the right one - as you probably already knew]. 3) Your backup radio panel is a Uniform radio so has nothing to do with Com2. 4) You can turn the backup radio off and providing your C&I dial is set to UFC (Up front control) it makes no difference to your ability to transmit/receive on normal UHF channels. I think when the back up UHF panel is set to both you should still be able to hear Guard (based on the freq pre-set in the mission editor) even when set to UFC (but I think this is where any bug may lay). You should not need to set the C&I dial to BACKUP to hear guard. 5) If you want/need to use the backup radio you need to move the radio C&I dial from UFC to BACKUP. Then depending on if you have set the backup radio or either manual or pre-set you will /should broadcast on whatever channel you have set. Note if you are in manual and you are on the BACKUP on C&I dial you will need to dial on the freq you want on the UHF backup panel not into the DED. 6) Radio presets are set in the mission editor and if you are dialling in a freq but selecting 'preset' on the backup rad this will not work (again assumes C&I is on BACKUP). From what I can tell from your post you have have one or a combination of the following issues: - Guard freq set in mission editor (may/may not be editable(???)) you may therefore be broadcasting on the wrong guard freq as Guard is (I think) pre set in the aircraft and only changeable in the mission editor (maybe). - Not set the C&I dial to BACKUP (I dont think this should be the case but its worth testing). - You may be using the ICP/DED to set up your freqs when set to BACKUP on the C&I? If you are using the ICP to change freqs wont work you will need to use the backup UHF panel. - May have incorrectly set preset vs manual freq input (if C&I set to backup and using backup UHF panel). - May not have dialed the correct freq into the backup UHF panel (if C&I set to backup and mode set to manual on backup UHF - again this is for broadcast not for guard as I understand it) - Person broadcasting may not be on guard freq. That said, from the (very) limited testing I have done with this in DCS I am not 100% sure the C&I dial and backup UHF is working 100% properly but I could be WAY OFF HERE as I've not really looked that much! Hope something in here helps. -S

Good hack - it hadnt even occurred to me. I'll give it a try and hope the bugs are squashed till ED bring in the SUU20. -S

Rgr well let's hope ED add it as it makes range sessions very short only having 6 events. -S

Hi Guys, I was trying to put x12 training bombs on the outboard wing stations when I noticed I could only get options for x3 training bombs, rather than x6 (per wing station). I know the SUU-20 is available on the F16, I was wondering if anyone knows if I am missing something (to get it onto the A/C) or if its just WIP? http://marvineng.com/product/suu-20/ -S

Based on Frederf's suggestion I have subsequently reviewed the track, updated the OP and sent BIGNEWY a track file. -S

Ok so this one takes a bit of explaining (sorry). I know various FCR issues have been reported - i *think* this one is new on account of the altitude at which the lock breaks? Running a flight to test if a tankers airspeed was set correctly, I take off, turn directly to where the tanker (a KC135) is, set the FCR to range 80. Tanker is visible on the FCR, I lock it up (coz why not) and start to climb at gate in order to close the range to the tanker. Then, (I think when I get to A30) the lock drops and the KC135 disappears from the FCR. I know exactly where the thing is so I focus the radars scan, still cant get it to appear. Note, this is not an issue relating to the antenna elevation. Then (I think) when I cross the point where the KC135 is 40nm from me, the tanker appears back on the FCR. Note I have not dropped below A30 from the point the original lock was dropped. I would add that the AWACS (that was flying at A31) was visible on radar. Two tracks provided for scrutiny. -S KC135 Disapears FCR.trk KC135 Disapears FCR & DL.trk

Already reported - thanks :thumbup:

My fault, you are quite right the HUD shows CAS i have modified my OP to avoid confusion. However, the error is still the same, AFAIK the airspeed/mach indicator is showing CAS as well? If so then there is still an error given the mismatch in image in the OP. -S

Agree - just wanted the devs to know 'just in case'. The INS readout seems fine. -S