Avio

Thanks for confirming on that.

Ok will try.

Thanks, will try if I going to fly another night mission, in the eagle at that.

Observed before that when flying very low, initially the ground IR image appears fine, but as the plane accelerate to higher speed, the IR image starts gradually turning black starting from top of screen to middle to bottom, and then total black. And when diving then levelling at low level, the ground IR image only starts appearing gradually. Is it a case of the IR image needing time to build up, or the speed is too fast for the image to form up in time?

I was flying NTTR over and around Tonopah Test range, quite some distance from edge of map, especially at low altitude.

Not sure if this is an issue, but I noticed when flying low with Nav FLIR on, at times the ground would illuminates just fine, but after a while, ground further away would start to turn pitch black like the FLIR no longer could paint the ground ahead, followed by complete black HUD, even when flying very low. And when diving towards ground from high altitude, when reaching low level, the ground took a while to show up its IR image. Is there a lag time in IRL?

Regarding the Razbam gradual updates for the F15E in line with the past real jet updates over the decades, in real time how soon may we expect to receive those updates? Can't be over the next 5 or 10 years right?

So if INS drift set to 30 min, I take it that it means the system gradually drifts over every block of 30 minutes counting from the last reset? What is the average normal drift like in the real jet, that we may use in the sim setup?

For Point-3, if GPS is in use all the time, there shouldn't be any INS drift IRL right? Since the correction will be coming from the GPS.

Ok thanks folks.

But I read in the T.O. flight manual about the above mentioned feature, or have I mis-read that?

The brake hold supposed to auto release to Off when throttles moved out of idle, but in the sim this does not occur. Is this a known bug?

Thanks a lot, folks. Very illuminating, love learning from this forum, priceless !

During engines startup, why the need to first switch to stop conformal tank from transferring? Something to do with CG balancing, but why? And it is only for that brief moment only right? Does that make much difference?

Thanks for the doing those tests, glad the CAS is modelled in here. Will try those tests out when I get the time.

Thanks for the link Ramsay, that’s a good article. The Yaw CAS for example is to dampen out unwanted yaw as shown in the article. Having switched off all 3 CAS the plane flew quite normally still. Will try out other flight regimes to see if it makes any difference.

That brings to mind, how in-depth is the overall systems modelling in this F15E ? I was / am hoping it would be developed to the same extent as that of other DCS jets like the A10C, etc.

I switched off all 3 CAS switches to test the result, but controls seemed to be fine as usual with no noticeable degradation. Shouldn't there be an effect with no CAS in action?

Yet I also read somewhere that it may be a series of pop-ups, with the earlier ones to build up the general big picture, and the final for refined targeting. Sure is busy time on the final ingress, especially with only one pilot and no WSO.

The table shows various altitudes that are quite high, when most low ingressing probably should be like a couple of hundreds feet to be effective. Also, at very low grazing angles I'm not sure how effective is the radar mapping given that there probably would be quite some tall radar shadows getting in the way. Normally I try to get a good radar patch out from about 15 nm and beyond, and at 15000 ft or higher, and then dive down to low ingress of 200 ft or so. Larger ground objects can be easily mapped from much further away, but with precision satellite pinpointing coordinates for targets, the radar becomes less needed. In any case, pop-up technique seems more useful when dealing with shorter range and/or potential unknown threats, as longer range threats would mean trying to patch map from higher altitudes when only 15 nm or so away wouldn't be quite as possible. Any other helpful advice to this?

While Razbam's F15E here isn't as complete yet, I find it much sweeter and a joy to fly in, despite its lack of FBW like in the F16. That makes me wonder, is FBW really what it cracks up to be?

Out of curiosity I tried landing with a full load of 12 MK-82 + 4 A2A + Full Internal Tank at Ovda (about 8000 ft) and to my surprise, I was able to come to a stop well within the length of the runway, with lots of fun aero braking first though. Someone posted that the rule of thumb is total pounds of all fuel + ordinance should be roughly equal to runway length for landing. Should the full stop landing in above example possible?

Thanks for the helpful info, folks. Based on the table, at 12nm and 900 ft, the graze angle is only 0.7 degree. Isn't that too low to produce any useful image? Also for low altitude ingress one would actually have flown a lot lower, like below 500ft. From the table, at 15nm and extrapolate to 15,000 ft would give about 10 degrees angle, at the edge of the 2 to 10 degrees recommended. Most initial/final radar mapping probably useful when further off, before dropping to ingress at low altitude to target. Would be great if someone could furnish some figures one may use, like at what minimum distance should one drop to low altitude ingress to target for the eventual pop-up attack.

I tried a few different airbases in Sinai map with sim time loaded as 7.30am or so (Dec month). The analog clock shows that correctly, but the UFC clock strangely always shows an hour behind. Didn't know the UFC time only starts counting after engine start. Shouldn't it be in sync with the real time, even in the real jet?

Hey thanks much for that.