Jeepyb

That is a very americentric post... DCS isnt ''wrong''. Setting QFE was and still is SOP in some part of the world (like the one initially modelled in the game: Georgia). QFE is also used in many instances in civilian aviation. Most soaring club I have flown with used it in their airspace for example. Millibars are used everywhere. In Canada, military controllers are expected to give altimeter setting in Millibars to HAWKs and Alfajets but in inches of mercury to CF-18s for example. Look in any US or NATO pub you want, by definition ANGELS is Height of friendly aircraft in thousands of feet from mean sea level (MSL). MSL = set QNH. ANGELS has everything to do with altimeter setting. ANGELS 20 is not the same as FL200.

I dont get how my answer could have been taken as sarcastic ?

When entering a training area/airspace or AOR in theater they would get briefed an altimeter on check in and they would keep it regardless of altitude. Generally speaking, the brevity word "ANGELS" implies the same altimeter setting is to be used above and below transition altitude (vs using flight levels etc).

+1

Yes they are. But received lots of upgrades over the years.

+1

+1. I was expecting better products included with this campaign :(

mine stopped working after the latest DCS updates. I cant get ot to connect to the sim both in open beta and release. Xplane still works fine. Any help would be appreciated.

Please someone make the 476th Range Targets Package part of the core game...

+1. No TACAN B/R on left DDI

Same issue here 2 monitors

+1 A-10C Virtual Cockpit Server.lua

1. TWS 2. AAR probe refueling light 3. Missing AA radar page items (Bullseye symbology etc) 4. TGP 5. Guided bombs 6. Other missing DDI pages 7. AG Radar

Seems like the problem fixed itself for my exports on my second monitor, But it VR it got worst. Way worst (see screenshot)

+1 noticed right away on takeoff.

yes https://forums.eagle.ru/showthread.php?t=210434

I was looking around for the procedure used to ''cock'' the jet for alert. So far all I found is the 476vFG checklist in page 18 mentionning this: SETTING THE ALERT 1. The alert/scramble pre-alert shall consist of full system checks. Minimum requirements are: a. Radar – GO b. AIM-7 – Tuned (If loaded) c. INS – OK d. COMM 1&2 – Set to launch frequency e. Launch Trim – Set 2. Prior to engine shutdown: a. INS – OFF (10 seconds before engine shutdown) b. Crypto switch – HOLD then NORM c. Sensors, weapon systems, and UFC avionics– ON d. COMM 1&2 – ON e. EM CON – As desired f. Exterior and interior lights – Set g. DDI, AMPCD, and HUD – ON h. L and R Engine – OFF 3. After Engine shutdown – Connect and apply external power ALERT FIVE LAUNCH 1. Ground power switches 1B, 2B, 3B, 4B – ON (Hold three seconds) 2. INS – CV/GND 3. Battery switch – ON 4. APU – ON (Ready light on within 30 seconds) 5. R Engine – Start 6. L Engine – Start 7. FCS – RESET 8. OBOGS control switch – ON 9. External power – Disconnect 10. INS – NAV/IFA 11. Takeoff checklist – Complete I tried this with some success but I'm still not sure I am doing everything quite right. I was wandering if anyone had more insight in the matter of how this is done in real life?

I already am :/

[REPORTED]Pop-up window spawning outside of visible area of monitors I have a 3 screen setup with different resolutions and it appears that the NS430 popup window is either spawning outside the visible area of my monitors or behind the main view port. It works if I play in single screen mode but it is of no use for me if I cant use with my multimonitor setup...

Yea that is def what is happening... Now what do I do ?

Mine doesnt appear either and I am on open beta. Something is happening when I hit the keybind (the cockpit becomes ''brighter''like something is messing up the way the light is reflected a bit) but no pop up window. I am running on 3 screens if that helps.

I got it to work with LEFT_MFCD and RIGHT_MFCD but the lines/font on the DDIs seems to thick and blurry. It is very hard to read. Anybody knows what to do with that ?

I got it to work but the lines seems super thick and it is hard to read. How do I fix that ?

Indeed. This is all from Canadian pubs btw if you notice the roundel on the A/C from my first post.

Here is some night specific stuff: The takeoff procedure will be the same as that used during the day. The wingman will use the reference described previously but must ensure his lateral position is maintained. Accurate distance judgement is improved if the wingman keeps his scan moving around lead aircraft instead of fixating on one position for any length of time. Both formation members must be aware of the possible distraction caused by the landing light rotating upwards as it retracts. FORMATION POSITIONS 1. The echelon references used by the wingman are identical to those used during day formation flying. Line astern is not flown at night due to lack of appropriate lighting. 2. Once airborne, leads exterior lights may have to be adjusted for the wingman. The wingman's strobe beacon should be turned off prior to entering cloud or at any other time to avoid possible distraction or vertigo. 3. The lead shall make power changes slowly since aircraft movement will not be as readily apparent to the wingman at night as it is in the day. The night formation references will provide both a bearing line and step down distance. When the wingman is in the proper position, his lights will partially illuminate lead's aircraft. REJOINS 1. Formation rejoins at night are done in the same manner as those described for day formation. However, since visual cues will not be readily apparent, keep the lead in the lower front quarter of the canopy immediately behind the canopy bow until you are close enough to see the lights of his aircraft. INSTRUMENT APPROACHES 1. Carry out instrument approaches and landings in the same way as you would during daylight hours. Normally the aircraft on the right side of the formation will have the landing light turned off. If the wingman is on the right side of the formation the landing light should be turned off. The lead will ask the wingman to turn off his landing light if not done on his own initiative. Also, R/T will be used rather than hand signals. CIRCUIT AND LANDING 1. Lead should line up well out on the runway extended centre line to allow sufficient time for an echelon change should one be necessary. The break spacing will not be less than 5 seconds. 2. Once established in the break, lead should turn his strobe to BRT. Caution should be exercised throughout the circuit by the wingman to ensure he has lead visual at all times, particularly prior to commencing the final turn. 3. Landing procedures remain the same as for daytime. The taxi in spacing will remain the same as during the taxi out. NIGHT EMERGENCY SIGNALS 1. Normally radio signals shall be used during night formation. In the event that both radios are not available and an in-flight emergency exists, one night visual signal can be used for emergency purposes. Repeated intermittent flashes with a flashlight will indicate that the aircraft is in distress and wishes to land as soon as possible. The leader should assume that the aircraft in distress has one or more systems inoperable, and should proceed with extreme caution. If the distressed aircraft fuel state is unknown he should fly below on speed AOA (i.e., fast) to allow a stall safety margin.