Eagle7907

Surprisingly, there isn’t even limitations to its operation. I seriously question it, but you could have it switched on +40 Celsius. Sent from my iPhone using Tapatalk Pro

Ignoring warnings about pitot heat / engine anti ice etc Are you asking in the sim or real life? Or both? No. No. And no. How do I know? Both of all the performance graphs and emergency procedures do not include any penalty when switching the Engine Anti-ice on. Sent from my iPhone using Tapatalk Pro

I created a mission in PG map with multiple flights doing a escort/strike package for single player. The player flies an F-14 flight as escort. There is a SEAD flight of F/A-18s, and strike flight of M-2000Cs. I created SAMs for the SEAD flight to destroy, in particular a SAM site, but the flight would not engage it. I then checked the ME multiple times to find the error then I realized something in the game. If you check yourself, in the ME, waypoint 3 is set for the SEAD flight to take out the SAM site on the shore. But, if you go into the game, and the F10 map, check the same flights waypoints. There is no waypoint 3. Something may also be related, the AI dive down to 800ft after merging for ingress into Iran. But, I have altitude set for the SEAD flight at 20000. Even the strike flight at 15000. They both dive to 800ft. No idea why. Something is really wrong. I've linked the mission file. If you play it, its essential for the SEAD to take out the SAM site. If they don't, you won't get any fighters to shoot down. https://www.dropbox.com/s/4zq4283wchuqxfh/f14%20escort%20iran.miz?dl=0

Ignoring warnings about pitot heat / engine anti ice etc It is. Their idea of ice simulation is completely wrong. To me it seems they are just saying 0 degrees = ice conditions, regardless of moisture present or not. But early access. Just turn on the engine anti ice and leave it on. It will not both you. Sent from my iPhone using Tapatalk Pro

Ignoring warnings about pitot heat / engine anti ice etc Correct. The INLET ICE caution isn’t electrically connected to the pitot heat or engine anti ice. They are separate things controlled separately. The INLET ICE caution is just a message that appears when the ice detector senses ice on itself. That’s it. It doesn’t turn on anything else, it doesn’t operate by WOW logic. However, all of this is very moot, because ice accumulation is only simulated in the sense of pitot icing. You can continue to fly the Hornet with the caution and nothing will happen. Simply because the pitot heat either operates inflight or anytime the switch is ON. Engine anti ice currently has no effect on performance. The End. Sent from my iPhone using Tapatalk Pro

Ignoring warnings about pitot heat / engine anti ice etc Yes. If ice detectors accumulate ice, but that’s really extreme ice accumulation. It even says if the INLET ICE appears on ground you should return back to ramp for crew to remove ice to prevent ingestion or possible FOD. Also that might mean engine sensors might have ice on them as well. That will be a bad day if you takeoff in that condition. See Air Florida 90 crash. Normally it shouldn’t detect. You have to abide to the visible moisture and temperature criteria. (Visible moisture and temps 7 degree Celsius or less) Sent from my iPhone using Tapatalk Pro

Ignoring warnings about pitot heat / engine anti ice etc It is. Auto just had the pitot operated via WOW sensors. On, overrides that function. What I don’t completely understand is the inflight icing procedure says to turn both switches to ON. If the pitot operates automatically inflight, then why switch it? My only guess is insurance? Hotter temperature? Otherwise, the INLET ICE has more to do with engine icing than pitot icing. Just want to make that clear. However, the consensus is correct. There is no simulation of ice ingestion in DCS. I wish there was. Sent from my iPhone using Tapatalk Pro

This is more of an observation than an actual bug report. I’ve noticed in a certain manual that after starting R engine we crank L to pressurize the hydraulics to 3,000 then put the start switch in middle to disengage starter. I understand the whole procedure and the why behind it. My question/concern is how long it takes for the system to pressurize. That is unusually long for the pressure to build to 3000 for an engine driven pump. I’m sure people are going to want proof, but I have lots of actual jet time (not fighters) and just wondering if the SMEs have said something about that? Sent from my iPhone using Tapatalk Pro

Exterior lights are to dim My guess is the lighting parameters are mainly a DCS problem. I’ve seen A10 have weak nav lights/strobes. Hell, I think all the planes. Even the runway lighting to me seems just too dim. You should be able to discern a runway in the dark easily 10-20 miles depending on which direction and atmospheric conditions. Usually approaching parallel or directly gives the best angle for seeing the lights, however perpendicular shortens that distance. Because the lights appear more spaced apart but still visible. I have plenty RW experience. Type ratings and logbooks to prove it. Sent from my iPhone using Tapatalk Pro

Request: cooked ammunition failure Yep. I can see that happening during daylight not paying close attention if the switches were left off. I can see it’s also highly unlikely. But still, it must’ve happened in the past. Rules are usually written in blood. Sent from my iPhone using Tapatalk Pro

Ignoring warnings about pitot heat / engine anti ice etc Just to be clear, the “AUTO” everyone is referring to is for the Pitot Heat. The INLET ICE is the engine ice detector. There is no automatic protection for engines, and functions by separate switch. This has been throughly discussed. Search INLET ICE. Sent from my iPhone using Tapatalk Pro

No I don’t use the AB detent. I have it the other way for fuel control. I just watch the fuel flow,nozzle position, and the throttle position for military power. Sent from my iPhone using Tapatalk Pro

Trim for takeoff Ah okay. So there have been testing for the NATOPS values in DCS. That sounds reasonable with what you came up with regards to cat shots. I did a shot with lots of Mk 82s with 2 degrees trim. I almost got wet. However I’m not really sure it was a trim issue or weight, because I forgot to check. However the increase in weight for loadouts would correlate with the aft CG. Most of the stores are on the back half of the jet. Question is by how much? Thank you for your input. Sent from my iPhone using Tapatalk Pro

Hey IronMike, can you provide any news on this? Sent from my iPhone using Tapatalk Pro

Wow. Thank goodness ice prot operates automatically normally. Sent from my iPhone using Tapatalk Pro

What is the state of the FM as of today? Right. Edited. I already asked this question on another thread already. Sent from my iPhone using Tapatalk Pro

Hmm. I’m not sure about that. All I know from my own observation is PAL works pretty good when in close quarters. Beyond that just P-STT is the way to go for the sparrows. Every time I stay in PD-STT I lose lock, especially just after missile launch. Sent from my iPhone using Tapatalk Pro

Ah okay. That’s what I thought. Thanks. Sent from my iPhone using Tapatalk Pro

Oh wow, so by default you have to use PSTT? Is that how I'm understanding it? Sent from my iPad using Tapatalk Pro

They should, that's the whole idea of AWACS. Having additional surveillance for finding contacts you can't, not filter contacts you want. Sent from my iPad using Tapatalk Pro

AWACS unresponsive, Wingman RTB Disregard. Works fine now. Wingman behavior was caused by takeoff from carrier, and I landed at field. Sent from my iPad using Tapatalk Pro

Bump Sent from my iPad using Tapatalk Pro

For some reason, -2 will immediately shoot off before player. This happens in a mission I made from a hot start position. I have a Hawkeye shoot from Cat 1 at start. I taxi to cat 1, -2 to cat 3 because cat 2 is closed. I get hooked to shuttle, spread wings, flaps down, next I hear, “2, rolling”. What the? Followed by, “2, RTB”. Sent from my iPad using Tapatalk Pro

I know I saw it somewhere in here talking about takeoff trim and cat shots, but was also mentioned there was a problem for us to determine the MAC for a given configuration. Is there any resource or progress on solving this issue? I’ve noticed the heavier the loads the more the jet struggles after leaving the bow with the standard 2 degrees. Has anyone done testing to help us determine what setting should be used? Also, the jet cold starts with trim at up 2 degrees, but I read zero is used for runway takeoffs. Is that still the case or is this something being worked on, eg FM updates? Sent from my iPad using Tapatalk Pro

Correct. The real switch is one that is electrically held in the DUMP position and spring loaded to OFF. Using a normal switch would cause the loss of that function. Sent from my iPad using Tapatalk Pro