Ventus_Clu

the island hasn't changed much since the 80's, I was there for 6 months in '14 and the majority of the infrastructure was built in the late 80's. Even the stuff that was built to be temporary, like the accommodation, is still there!

I really like the idea of a free "trainee" slot, I think there are alot of people put off of dcs by the complexity of dcs and feeling they have to learn it on their own, but they could be enticed into dcs if someone was there to guide them. Then they could purchase the combat varient and be fully capable to fly it.

The reason you don't find many docs on this is because IRL it takes in so many factors, the formulas mentioned above as you pointed out will give you 0 additional fuel, so on top of this ,IRL, you would work out how much fuel is required for an additional Instrument Landing Circuit (ILC), the fuel required to transit to the diversion airfield, and fuel to carry out 2x ILCs. This would be your so called "reserve fuel" or sometimes called FOG (fuel on ground) and it is expected you do not go into this fuel ever. If you do then IRL you'd declare an emergency for low fuel. If you knew from your previous calculations that you are likely to dip into this fuel, then you could declare a "fuel priority" to hopefully bump you up the queue, or an emergency if there was no way you could no dip into your FOG. But thats only if you play MP. Or roleplay.

This just means you get mm of mercury as your pressure settings (QNH or QFE) and nothing to do with what pressure setting the approaches are based from. We give hPA as standard but can give In.HG whenever requested (usually by the USAF) or, because were clever and think on our toes, we know thats what they will want and we give it to them in the first place. Same as if we get a civil aircraft (excluding GA) we will give them QNH instead of QFE (which we give as standard). This is just how we operate and civil airports in the UK operate very differently. But I guarantee controllers all over the world will have a good idea of what different aircraft they're controlling will require and adapt accordingly where procedures permit.

The British military almost exclusively use QFE/SAS for terminal control except for the transport fleet which the newer aircraft (C17, A400m and KC30) actually require QNH for the nav systems, even during circuit work. All charts for UK military aerodromes include heights and altitudes. So it hugely depends on where your flying as to what is used. Military and civil ATC operate with distinct differences in the UK and I assume the rest of the world. Edit: typo

I think the bigger issue with the F15C being made into a DCS module will be cost vs profit, as was said, A-10C and F-16C came from previous military contracts saving a lot of time and also money. F-18 was obviously seen as the first major modern "fighter" and so will also scoop a lot of money. However you then spend "full money" on developing an F-15C with all it's modern complexities, I highly doubt it'd turn much of a profit. Not everyone buys every module, and those who have F-18 and its multi-role capabilities and spamraam ability, how many would actually purchase an eagle? Maybe it will come in time, but only after sales of hornet have tanked imo.

Tbh, since the harrier could only carry 1 per pylon I started carrying G's only a while ago, bigger boom for no loss of pylon space.

yes, before you have been detected, otherwise you will give away your position and/or presence, additionally some weapons have "home on jam" feature which will zone in on your singnals.

As a guess I'd say all new modules for FC4, as the J-11A is free to all who have FC3.

Yeah you could do what's called an IAA (Internal Aids Approach) where basically you set a waypoint on the threshold, and conduct a typical TACAN approach then when you're on final you use the waypoint marker on the HUD to guide you in by flying it on a 3 Deg glidepath. It's still considered a "non-precision approach" but will do the job if you have nothing else.

yes, it's correct that the hornet doesn't contain an ILS (US Hornets at least, some other countries opted to have it installed in lieu of the USNs version of ILS). However the majority of fast jets that are ILS capable are still restricted to CAT I approaches only, even if the airfield is equipped with a CAT IIIB ILS. This means the aircraft can descend to 200ft above the threshold before requiring to be visual with specific references, and the runway visual range needs to be 500m. So even if the hornet did have an ILS installed and conditions were particularly bad it would have to divert anyway. Diversions are obviously continuously checked to ensure they are not suffering poor weather conditions and the pilot will be informed about how much fuel they must hold in reserve in the event a diversion is required (not just for weather, an aircraft incident on the runway making it unusable would also cause a diversion). I have known in the past some poor weather crossing the country changing a diversion to an airfield in another country causing the aircraft in question to go into a "mayday fuel state" because they didn't have the required amount of fuel so had to cancel the remainder of the sortie and land with over half the fuel remaining. although this is rare. The hornet will be capable of TACAN approaches but these are "non-precision approaches" and have a higher height/altitude that the pilot must acquire the visual references the minimum height for non-precision approaches is often 400ft above the threshold. Civilian airfields typically don't have TACAN however. I am unsure if hornet has the capability for VOR/DME or NDB approaches and less unsure if the pilots are trained/qualified to carry them out (RAF Pilots are not IIRC). PAR as mentioned, is another possibility, but has the same limitations on visibility as the CAT I ILS approach, AFAIK it's also the USN's preferred method of instrument recovery, and not available in DCS.

I believe it was mentioned by someone (I think wags) that because Steam users miss out on the discount, it will be discounted for the first week its available on steam... I can't find the comment however to verify.

After a bit of research into the MiG-21, it uses a mix of gyro sighting system and radar rangefinding, using simple maths you can get very accurate data on where the bomb will hit, if you add wind and drop from higher altitudes then you will find you will be further off target as there is no wind correction. I dare say, from what other devs have said, that ED's QA policy means that any systems modeled must be backed up by evidence by the 3rd party to ensure it is being simulated correctly. So the I am confident that the ARBS will be well modeled in the AV-8, and if the A-10 is anything to go by, then you will not always hit your intended target, as you won't right now provided you add wind. Without wind it is a very simple calculation, so quite simply, in the mission editor add a sensible amount of wind at the different levels and you will suddenly find your bombs going off target. In all aircraft, unless you are using precision guided munitions.

Personally, I believe the training should be in NTTR and a campaign in Caucasus. Immersion would be greatly improved if it were this way. But again just my opinion.

The input data will come from the INS/nav computer which isn't modeled in the EA version, but will in the final version, it works in the same way as the A-10. As for the MiG-21, AFAIK there is no CCIP mode, it used a gyro sight for dropping munitions, which is modeled.

I'll throw my 2 pence in and say I have these very same issues Minus the poor FPS (still get stutters) when I fly large community driven missions (lots of clients, lots of AI, fair amount of SAMs) I know there is a lot of work going on (merge, F18 etc) but hopefully this will be fixed soon! My sys specs are I7 4960x (@4.5Ghz) 32 GB Ram GTX 1080ti windows 10

I think you are confusing IFF (Identify Friend or Foe) with IFFCC (Integrated Flight and Fire Control Computer) All IFF modes are completely non functional, IFFCC is all functional.

I don't own the mirage, however if you're dropping using CCRP and expecting the laser to guide it in, you may not be flying fast enough, CCRP will aim to deliver the bomb in a ballistic trajectory, if the bomb picks up the laser it will try to fly directly to the laser, bleeding energy, and landing short. The solution would be to fly faster to give the bomb more energy, alternatively if you know where the target is, drop in CCIP mode in a dive at high speed, and you will turn the bomb into a missile of sorts... Works in the F-5 anyway.

Just to chime in... QFE is only useful within about 10-15 miles out from the airfield the QFE relates to as it only gives you the height reference to the touchdown point on the runway. On departure you should switch to the Standard Altimeter Setting (SAS) of 1013hPa/29.92in.Hg/760mm.Hg when passing the transition height (= Transition Altitude - Airfield elevation) Transition altitude/height varies amongst countries, in the UK it's 3000ft in the US it's 18,000ft. If you are not climbing that high to make the switch then you should switch to the RPS which is the lowest forecast QNH in a given Altimeter Setting Region. This will be normally worked out by the weather guys and will be part of the pre flight weather brief. In DCS this will be a single number based on what was selected in the mission editor. 29.92in.Hg is default. QNH is used exactly the same as QFE the difference being that your altimeter will read a silly number on touchdown (yes i know it's airfield elevation but who wants to land at 397ft when you could just easily land at 0ft) In DCS every airfield QNH will be the same due to the weather modelling. QNE is NOT 1013hPa/29.92in.Hg/760mm.Hg, that is called the Standard Altimeter Setting (SAS), this is a very common misconception. QNE is actually a number in feet that the altimeter will display on touchdown with 1013hPa/29.92in.Hg/760mm.Hg set. It is rarely ever used (I've never seen it used before, although we came close once to the point we got all the documents ready). However it will only be used if the airfield QFE/QNH is above or below the pressure range available to the pilots altimeter (in the UK that is typically below 950hPa and above 1050hPa). As the pilot cannot get the altimeter to read the QFE/QNH he will then just set SAS and the ATC will give him the number his altimeter will read when he touches down based on the difference between QFE/QNH and the SAS. This cannot be worked out in the air without knowledge of what the QFE/QNH is (if your trying to work out what it is with QNH you also need airfield elevation) As an additional point military pilots tend to ALWAYS use QFE and never QNH, so in DCS there is no reason to even wonder about what the QNH is. There is also nothing stopping you from having the SAS set below the TA or QFE set above the TA providing it is under instruction from an authorised control station i.e. ATC/Naval C2/Airborne C2. Another point worth noting is that in combat there will be a Force QNH which will be a pre mission agreed upon Altimeter setting that all pilots will fly on regardless of altitude, so no changing for the TA. Departures and arrivals will remain on QFE however, this just means that one persons Angels 30 is the same as another persons Angels 30. EDIT: Spelling

Everything I'd want to say has been said. so +1 from me on the wait longer to receive a less buggy public release, guys who are desperate to use the new features can opt in or out of OB. Maybe if we put some pressure/ ask the question we could go to a last Friday of the month update schedule? Personally I'm not bothered if we only get 6 monthly updates, they'll definitely be worth the wait ;)

It could be similar to the Tornado GR4, it says maximum speed of mach 1.3 however what it really means is if the aircraft is in a clean configuration and you enter a dive that's the speed you could achieve. Not necessarily the maximum speed in straight and level flight. Just a thought.

This announcement has been doing the rounds for a while now since the latest SDSR, but it's finally nice to see a deal has finally been struck and approved by US Congress (although they would never really have said no to the UK). Now to put some money into RAF Lossiemouth's infrastructure to allow P8 to actually be based there. Would also be a good boost to the local economy too which has taken a slight decline since the handing over of RAF Kinloss down the road over to the army.

It'll be worth trying to figure out where your bottleneck is to see what is causing the issue. To do that download CPUID's HWmonitor and MSI Afterburner, Run them both while you play DCS and see what your temps are, cpu distribution and gpu load. If your temps are high, 80 odd degrees, then it's likely you will need a new CPU cooler (although I think this is unlikely considering it's not overclocked) If all cores are at 100% for large portions of the time and consistent with the lag spikes then this suggests your CPU is struggling and an upgrade is warrented (a small possibility considering it's only clocked at 3.2Ghz however it's not a particularly old architecture and should serve as well as any stock i5 2500 which are STILL going strong) If your GPU is at 100% for large portions of the time and consistent with the lag spikes or used memory is at 100% for large portions or consistant with the lag spikes then this suggests your GPU is not up to the task (again a possibility given it's only a 1.5 GB card, you haven't said what resolution you play at but you may be having troubles even at 1080 resolutions depending on GFX settings) Possible solutions or upgrade options upgrade CPU to a i5 4690k, this is a fantastic CPU (have one in my other rig) and overclocks well (so free performance) I don't think the extra for an I7 will help with DCS, it will also mean it will slot right in to your existing mobo with maybe only a bios update. Upgrade GPU, personally I think 2+ GB GPU's are required for 1080p gaming, however I wouldn't go over 4GB unless you intend to get a bigger monitor (I have a 4GB 290x and run at 1440p with no issues, most games dont use the full 4GB at highest settings) a good candidate may be the GTX 960, there a great 2GB card that's just had a price drop due to the new 1080/1070 release. Lower you GFX Settings, this is by far the cheapest solution and the one I'd recommend. Drop to 720 from 1080 or turn off any AA will make the biggest difference, then lower the less noticeable things like heat blur and shadows, maybe even water settings and draw distances. Tbh I don't know what DCS is like on RAM but that may be an issue. 8GB is normally pretty standard at the moment though. That's about all I can think of so hope that helps.

It's more about airspace really, the rules apply to everyone so if your in class G (uncontrolled) airspace your free to do pretty much whatever you want. The bigger problem being if you make a mistake as a military pilot you bring the Air Force into disrepute and public relations are very important so you'd be in a lot of trouble.

Based on my knowledge of being a military controller: 1. the expected speed guidance to pilots for taxing is "a fast walking pace" however as you can imagine this would take A/c forever to reach the runway or aprons and may go much faster than this. 2. I have seen a few A/c go pretty quick whilst taxing, and if it looks dangerous I will tel the ATC supervisor who will tell the Sqn Auth who will then take appropriate action against the pilot. However as you could guess there are times where I feel something was dangerous yet the pilot claims there was nothing dangerous about it. Normally unless I have a witness who sees it also I am usually wrong as I am not a pilot lol. 3. At my unit we have 2 runways, 1 which allows pairs takeoffs and the other which doesn't (too short). Pairs takeoffs can only be attempted if the crosswind is < 15 kts and the runway is long enough to not require full combat thrust for takeoff. For pairs takeoffs the lead aircraft will position on the downwind side of the runway so that the crosswind doesn't blow the aircraft into the wingman if there was a sudden gust. For streaming takeoffs (one after the other after the other etc etc. The minimum time a streaming aircraft will wait is 10 seconds after the one ahead begins his takeoff roll, there is no maximum time to wait. 4. In VFR flight there is no "safe" limit prescribed just as long as it's "safe" however if anyone feels it is "unsafe" they can file an airprox against you. I've seen airproxes filed against aircraft who came no closer than 3 Nm just because the pilot felt that the situation was unsafe. I hope that helps, it's all based on my knowledge/experience of UK ATC which varies hugely from other counties.