mytai01

USAF regulations prohibit polarized lenses for sunglasses on duty for Controllers.

I don't know if pilot visors are polarized, but I do know that USAF controllers aren't allowed to wear polarized sunglasses because it would interfere with certain things that I can't remember off the top of my head. So, it would make sense that pilots wouldn't be allowed to wear polarized lenses, either.

That's not the same as my complaint. Visors aren't going to help having the sunlight shinning directly on the light itself. The sunlight is reflecting off the glass, or plastic, lens of the light. That reflection is so bright the actual light can't illuminate bright enough to overpower the reflection. It's like looking at your cellphone screen while it's facing directly at the sun.

An annoying thing that bothers me, is that I need to be able to move my virtual head in VR to block sunlight glare from washing out indicator lights that I can't see if they're on, or not, because direct virtual sunlight is hitting the indicator. In real life, one would just use their head or hand to cast a shadow. Can do that in game, yet! For example, you've locked a target in the F-15, but you can't tell if you have the shoot cue on the canopy bow lights because the sun is directly behind you. There's no way to block the light with your virtual body.

They need to be louder on the ED F-15C, so I hope they are on the F-15E. They should be loud enough to be heard during the landing pattern, not just on the ground.

F110-GE-100: Initial variant resulting from the F101 DFE (Derivative Fighter Engine), powers the F-16 Block 30 and 40. F110-GE-400: Naval variant of the -100 with a 50” afterburner extension to fit the F-14, powers the F-14A+ (later designated F-14B) and F-14D. F110-GE-129: Improved performance engine variant, powers the F-16 Block 50 and the F-15SG, SA, QA, and EX. F110-GE-132: Further enhanced thrust variant powering the F-16 Block 60. The other visible difference between F100 and F110 is that F110 has a black carbon fiber looking band near the nozzle.

I know F-16 uses AIM-7, so where is it?

I managed to get it working. I was unable to reproduce the problem. Possible user error.

I can't control the TGP. It won't slew. I have the Warthog throttle and the cursor control works in the axis assignment, and the FCR, but not the TGP.

The slats are unmistakable because you can see them on the outboard wings leading edge.

Still Broken...

"FAAO 7110.65Z 4−8−6. CIRCLING APPROACH a. Circling approach instructions may only be given for aircraft landing at airports with operational control towers. b. Include in the approach clearance instructions to circle to the runway in use if landing will be made on a runway other than that aligned with the direction of instrument approach. When the direction of the circling maneuver in relation to the airport/runway is required, state the direction (eight cardinal compass points) and specify a left or right base/downwind leg as appropriate. PHRASEOLOGY− CIRCLE TO RUNWAY (number), or CIRCLE (direction using eight cardinal compass points) OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT BASE/DOWNWIND TO RUNWAY (number). NOTE− Where standard instrument approach procedures (SIAPs) authorize circling approaches, they provide a basic minimum of 300 feet of obstacle clearance at the MDA within the circling area considered. The dimensions of these areas, expressed in distances from the runways, vary for the different approach categories of aircraft. In some cases a SIAP may otherwise restrict circling approach maneuvers. c. Do not issue clearances, such as “extend downwind leg,” which might cause an aircraft to exceed the circling approach area distance from the runways within which required circling approach obstacle clearance is assured." The above quote is straight out of the FAAO 7110.65 That is the whole section on circling approaches. What it says is all there is to it. All visual approaches are covered in chapter 7. This procedure is covered in chapter 4. A Circling Approach is not a Visual Approach. Just because you use your eyes don't make it so. Even doing an ILS Approach you have to see the runway to land. That's why they have minimums also. All circling approaches are part of an instrument approach procedure and as such have a missed approach procedure if the approach can't be completed. A visual approach is not part of an instrument procedure and as such has no missed approach procedure and is instead handled like an ordinary go-around.

That Aloha wasn't doing a circling approach from 35 to 03 because they aren't allowed. He was doing a Visual Approach to 03. Technically it's the same maneuver, but they legally can't do Circling Approaches like that.

Actually, circling approach minimums depend on the specific approach at a specific airport and the approach category of the aircraft flying it. An example of minimums are on the bottom right of the approach plate.

They're just being very specific about the section of the pie they want them to fly the circle. Even if you said, circle N they should still understand and do the same thing. There's no hard and fast rule about NW vs N that I've ever heard of. It's just more precise and probably in the local SOP what they're going to actually say. Well, here it is from the horse's mouth: FAAO 7110.65Z 4−8−6. CIRCLING APPROACH a. Circling approach instructions may only be given for aircraft landing at airports with operational control towers. (Most aren't 24 hours, including military) b. Include in the approach clearance instructions to circle to the runway in use if landing will be made on a runway other than that aligned with the direction of instrument approach. When the direction of the circling maneuver in relation to the airport/runway is required, state the direction (eight cardinal compass points) and specify a left or right base/downwind leg as appropriate. PHRASEOLOGY− CIRCLE TO RUNWAY (number), or CIRCLE (direction using eight cardinal compass points) OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT BASE/DOWNWIND TO RUNWAY (number). NOTE− Where standard instrument approach procedures (SIAPs) authorize circling approaches, they provide a basic minimum of 300 feet of obstacle clearance at the MDA within the circling area considered. The dimensions of these areas, expressed in distances from the runways, vary for the different approach categories of aircraft. In some cases a SIAP may otherwise restrict circling approach maneuvers. c. Do not issue clearances, such as “extend downwind leg,” which might cause an aircraft to exceed the circling approach area distance from the runways within which required circling approach obstacle clearance is assured.

Most halfway decent airports that have instrument approaches will be TERPSed out to include a circling approach. Such things are very useful if the wind favors landing the other direction, but the runway you need doesn't have a sufficient approach. In fact, if the wind is really strong at your destination airport and the crosswind is too strong for any of its runways, you'll have to divert to an airport that has a better wind runway alignment. I had to do that, and ATC tried to get me to land with a 31knot tailwind. That's when I remembered the circling approach. You just follow the instrument approach and start circling where and the direction ATC tells you to ("Enfield 11, Circle South for RY35 at 3 DME".) Unfortunately, I had to be my own ATC. Maybe one day we'll get sophisticated ATC. Still DCS is a fantastic experience. Thanks!

F8 Repair Isn't fixing the Nose Gear! Like it says! Everything else gets repaired, but the nose gear that I messed up on takeoff isn't.

There's very little difference between the B model and the C, except the C has flight controls in the back.

Just like it says in the title...

Sounds just like real life, huh?

It appears that the MIDS LVT being ON is required for the TCN to work. It is documented in the User Guide. Perhaps people need to be referred to User Guide before reporting an error... Mystery solved as User Error!

I believe the F-4J was given wing slats and the slotted tail.