Dee-Jay

Oky ... will do ;)

Hi! If you are talking about what I think (?) ... I've made most of them. ;) ... Hard to get something really realistic here once you know how ALR-56M re really working. Except the "A/A" and "G/A" camped tones, all others are not synthetic sounds. They are literally an audible version of the "radar waves". There is then no way to have some real since IRL, radar will produce a different music each time depending on many many parameters such as RF, PRF ... etc ... To sum-up ... making specific tones in order to be able to identify a given radar signature "is not" something really realistic. But sometimes, simulations limitations requires some compromises. But If you are talking about xxx ... I have nothing to do with it. :D Cheers!

If you set AIR SOURCE to DUMP, cockpit depressurize. This is properly working in game. You can also depressurize by unlocking the Spider (as you have describes in your very first post). RAM is for something different (it shuts off the bleed air + other things).

mmm ... well. Approximate to my taste. I prefer chats which are precise, easy to use ... no guess estimations.

In that case, try to do it "in continuous" ... Stabilize at a fair distance, then, once ready, build up a closure rate and keep it until contact. It may (depends on you) reduce your tendencies of PIO. (or not ;) ) ... and its is a bit easier to visualize the trajectory ... at least, it worth a try. This how AAR are preformed on C-160 Transall. EDIT: ... mmm ... I think I've missed the fact that you are not maybe speaking bout basket AAR (?) ...

I bet on ... (?) Most ppl are also doing the mistake of focusing on airspeed while they should completely forget about the HUD info ... @ Ivo: My personal advice would be: once you are joined-up with tanker in observation area, forget about the FPM, airspeed ... etc ... simply turn off the HUD and focus on Tanker only. Tanker becomes your only reference. This is the only way to fly a correct close formation. Once you are more comfortable in formation flight ... it will becomes easy. Much more than on F-18 because most of the work is done by the boomer. ;) But it requires practice. There is no magic formula. Bur remember: the biggest mistake it to try to fly an airspeed/altitude while your only reference has to be the Tanker itself, not your own FPM. Greetings.

Hi! Well ... to be able to compare something, we need to know the a/c mass at touchdown (and if possible, airfield elevation, temp and runway surface if wet/dry ... etc ...), otherwise we can't really know. Landing distance can highly differ. We need to compare at the same GW. Also ... pilot do usually not apply full braking action to save the brakes, it makes also a big difference. Best is to compare with the checklists charts at various configurations (or at least in two conf : minimum weight, and at max landing weight). Regards.

"Air Source" knob. ;) (And as explained on previous posts, canopy seals has to be inflated => canopy spider locked )

Same here. But this is something easy to check ...

Hi! Not useful for your issue, but just for info (if not already known ?) Selective Jettison should not work with the master arm on Safe position. Has to be Arm or Sim. Regards.

... Now I am thinking about it ... nope, this won't probably happen IRL. When switching AIR SOURCE to OFF, canopy rubber seals deflates. IMO, considering the type of canopy, we will be closer to a rapid decompression than a slow decompression. What you say above could be valid if seals were still inflated and tight. ...

Well ... I know that it is not a simulation (code) limitation, at least elsewhere (!) and honestly, it is no big deal once identified. Ed do other things much more complex every days. I am not worried ... it will be fixed. ;) Cheers!

... so please accept my apologies for my own misunderstanding ... About the video of Grim Reaper, he is continuously speaking about oxygen supply, masks ... , but never talk about cabin pressure (Cabin Altitude) ... a nice video he made, but he simply didn't talked about the most important part of the subject. Correct. Pressure is even more important than O² ... it is exactly the same mechanism for divers, but on the other way => need less O² with depth increasing (more pressure => more PaO2) but are using more "air" because it is "less decompressed" in lungs. O² is one thing, but without pressure (PaO²) to ensure O² transfer from lungs alveolis to blood cells, oxygen is pointless. More PaO², less O² needed. It is all about having enough pressure to to the transfer (=> EMERGENCY mode of regulator which is literally blowing/pushing air into your lungs. I didn't talk about nitrogen, barotrauma ... etc ... but that is another story. Good point. But from an depressurized situation, (A/C FL250 and Cabin Alt FL250) I was able to re-pressurize the cabin by switching the AIR SOURCE from DUMP to OFF position. :huh: :smoke:IMHO => bug here. ;) And I was able to empty both external tanks with no issues ... even without ENG FEED to NORM ... inverted, and even with negative Gs! :music_whistling: Best regards gents.

Ivo, I feel some kind of aggressiveness or at least, you seems to be upset because of my posts (?). (Please see *) Maybe I wasn't really polite or diplomat when saying that your bug report was "wrong". I am sorry about that, it wasn't my intentions. I am just trying to be factual. Do you mean in real life or in DCS ... ? I can't tell you on F-18, I don't know that aircraft. I don't have that module and never flown on F-18. I have no idea if F-18 is correctly modeled or not ... (And to me, using a given module as reference is not a good way to prove that another is wrong). I am speaking about F-16 here. But if you really wish to, I can compare it to some other a/c I know. On F-16, according to the Dash-1, it looks to be more or less the same than on on all a/c I've ever flown for real in my life ... Jets (AlphaJet, M2000, MF1, Jaguar) or/and on Turbo Props (C-160, DHC-6 which is not pressurized at all). All are more or less using the same kind of systems and O² regulators are quite often exactly the same. Hypoxia risks are of course the same on all a/c ... Effects can be somehow, sometimes a bit different physiologically speaking and can change for a given person over time. So I don't get your point exactly (?) ... I could try to use the authority argument by telling you that I am quite concerned about hypoxia in my every-days life and that I have to pass through the hypobaric chamber once every three years. But I can't prove it and won't try anyway. So I am just trying to stick with facts, aero-medical studies, and flight manuals. Tell me please where I am wrong (maybe I am?), but in that case, prove me I am wrong with technical arguments *rather than just using rhetoric sentences like in your last post*. That would certainly be better. * EDIT: I may have misunderstood your tone (?)... maybe you were asking a real question (?) ... in that case, please disregard. ;) ... Now ... unless ... and until you prove me wrong, if we'd like to report for a real bug, lets talk about the AIR SOURCE - OFF position: On OFF position, engine bleed air valves close. All air-conditioning, cooling, and pressurizing functions shut off, including g-suit, PBG, canopy seal, fuel tank pressurization, and OBOGS ... If the AIR SOURCE knob is placed in OFF or RAM or if the ECS is inoperative, tank pressurization is not available and external fuel cannot be transferred. So two things in game: 1 - When I set AIR SOURCE - OFF: Cabin Press do not fall down => Cockpit do not depressurize! => to my understanding and considering the above, this is wrong => "BUG" or badly implemented, or not yet fully implemented. Air Source : OFF => AC altitude: 40.000ft , Cabin Press (Alt) : FL150! 2 - Same conditions, with AIR SOURCE - OFF, I've never had any external tank fuel transfer issues. Even (worse) by selection ENG FEED to OFF, no starvation, no trapped fuel issues ... no flame out. Even not by pushing negative Gs. But this is part of another issues about ENG FEED. To sum-up : AIR SOURCE - NORM still pressurizing the cockpit => that is indeed a bug. I let you guys opening a proper bug-tracker/report for that specific one if you which. I am not that much familiar with forum procedures yet. Regards.

I stand: Not a bug. Hi! So I did. And I stand: (unless my understanding of what you've wrote is not correct), what you are describing on OP is not a bug. A/C altitude do not matter. What matters is the CABIN PRESS (equivalent Cabin Altitude). Under normal conditions, AIR SOURCE to NORM, spider locked = cabin pressurized => At 40.000ft, CABIN PRESS shows 15.000ft. At FL150, you won't die. Some ppl may start suffering from hypoxia (IRL, risks starts from about FL120), but FL150 is not a dramatic altitude : refer to TUC tables here or below ... At FL150 more pessimistic tables gives a Time of Useful Consciousness of about half an hour. IRL, I am quite used to spend hours at FL120 on an unpressurized a/c without any oxygen supply ... after four to six hours I may have a headache and heavy tiredness, but no LOC nor severe hypoxia. ... Now in game: I made all kind of tests, and it is quite correctly modeled (BTW, one of the best feature in DCS IMO). - At FL150, unpressurized (AIR SOURCE DUMP / SPIDER OPEN / O² REG OFF) ... I've noted no hypoxia effect at climb after 10min. - At FL250, same condition, I start having hypoxia effect. From that point, I turn O² REG to ON ... effects disappears (means that O² REG is working) - I set then SPDIER LOCK & AIR SOURCE to NORM ... switch off O² REG. Cabin pressurize ... I am still FL250 but Cabin Press goes down to normal ops. Then I climb FL400. - FL400, O² REG still on, I set it EMER (suppressed 100% supply to increase PaO²) ... I set AIR SOURCE to DUMP => Cabin Press rise rapidly at FL400 (no more delta pres I can "safely" then unlock the spider without stressing the canopy locks). Still no hypoxia effect after few minutes. And this is rather correct. - I climp FL 570. Cabin Pess FL570, am still mask on with the O² REG on in emergency. IRL, it could not be insufficient after some time but it doesn't sound wrong to me in game. No hypoxia. - Then I set O² REG from EMER to NOM ... still no hypoxia (this could maybe be enhanced since at this cabin altitude, even 100% O² suppressed would probably not be sufficient to reestablish proper PaO² in lungs). - Still FL570, switching O² REG to OFF ... without few second, I rapidly get the hypoxia effects => This is fully correct. Turing immediately O² REG to ON/EMER stop the stop the progression of hypoxia effect ... but I do not fully recover. - Setting now the spider back to locked and AIR SOURCE to NORM. Cabin Press start slowly to go down back to normal toward FL200. Now I progressively recover => this is correct. FL570 => Cabin Press FL210 ... theoretically, with a Cabin Pess at FL200, I could spend about 10min without O² supply. - Now from FL570 I go down to FL200 and during the descent I put myself in marginal hypoxia conditions by playing depressurizing the cabin at about FL300 and playing with O² REG ... so when I reach FL200, I still have slight hypoxia effect. So now at FL200, O² REG off, and full unpressurized, hypoxia effect stay there ... I am trying to see if Gs would increase the slight hypoxia effect, but no effect noticed (that could be enhanced maybe). Now, still with slight hypoxia effect, I descent down to FL170-160 ... once at F150, I can fully recover without any O² supply. Well ... I imagine that my pilot is tired now and I IRL would rather go below FL120-100 to be sure to recover ... but FL150 doesn't sound bad as organism is in partial compensation. So conclusions: While there are maybe some things to enhance (combat damages?) ATM, hypoxia it really nicely implemented and quite accurate to my experience and knowledge. OP is not a bug to me and being able to stay tight at a FL150 Cabin Press without O² supply is fine for an healthy person. For ppl who like to dig their knowledge about hypoxia en its effects, you can fine some more info here: https://www.skybrary.aero/index.php/Hypoxia_(OGHFA_BN) https://flightsafety.org/hf/hf_jan-feb00.pdf ... Additionally: I am not sure to understand, but the cabin is not enriched with oxygen ... not by OBOGS, nor by liquid OXY tanks. O² is supplied be the mask only, so if you don't wear the mask, no O². Cabin air comes form Air Cond system (cabin pressurisation) and is outside air mixed with hot air comng from compressor stage. At no points it is enriched in oxygen. Fortunately, otherwise cockpit would becomes highly explosive at high altitude, (remember Apollo1 accident), and would deplete O² reservoir in few minutes, and in case of OBOGS, it couldn't deliver enough O² anyway. On NORM position, regulator is automatically delivering the best mix ratio between cabin air and O², 100% force the regulator to deliver 100% O² without cabin air. And anyway, on a depressurized cabin, enriching O² in the cabin air is quickly not relevant as PaO² would not be sufficient anyway to ensure proper lungs > blood cells O² transfer. What is (partially) reestablishing the PaO² is the 100% O² suppressed air pushed in lungs when O² REG is set on EMERG, position (which is a very unpleasant sensation but saves life.) Or I've missed your point (?) ... what I mean is that currently: it is quite correctly models in the sim. I would even say, very well modeled. Regards. #s3gt_translate_tooltip_mini { display: none !important; }

Hi! Unlike VERY old F-16 blocks ... only program are possible on F-16 blk 50/52. However, you can set PGM1 for one flare and PGM2 for one chaff (or Slap switch and or PGM6). But if one flare or one chaff is enough to be efficient, ... it means that something is rather wrong in the game. Normal, to be efficient, smartly defined sequences are required. Regards.

Hi! Perfect description! :thumbup: However, I must admit that I like a bit of visual (and/or sound) feedbacks to compensate what we can't feel in simulation without a "But-kicker" device. Regards.

Aerobraking has some appreciable efficiency only at 13° and more ... Same about elevons on full up position. Appreciated on icy conditions or wet/damp runways. (However, I don't know if iT is implemented in DCS ... Or maybe not yet (?))

Correct. No angle feedbacks. Time to reach full open position is about 2s, from full open to closed position, it is about 3s.

Nope, WOW switch has nothing to do with it actually. Problem is not that much once a/c is three points on ground than at touchdown and/or during aerobraking phase. On ground with a 0° pitch attitude, no prob to fully extend the air-brakes ... but at about 13°-14° ... tail strike, nose & AB scrape are not far. but mostly , IRL, during two-point aerodynamic braking, the airbrakes (43 degrees or greater open) may contact arrestor cables. When fully open prior lowering the landing gear, airbrake will automatically retract to 43° when the right main landing gear is locked down. Use two-point aerodynamic braking until approximately 100 knots, then fly the nosewheel to runway. After the nosewheel is on the runway, you can open the airbrakes fully and maintain full aft stick for maximum three-point aerodynamic braking and wheel braking effectiveness. ;)

Approach airspeed depends a lot on actual weight. May I suggested FPM on top of brackets (= AOA 11°) or slightly below, and air-brakes if you wish, but no pressure hold on the AB open switch otherwise you will override the max landing extension angle with risks of scraping them on pavement (if one day it this is implemented). Regards.

Well 40.000ft is indeed quite high without O² ... but what your Cabin Alt is showing? When you say no oxygen supply, are you meaning 100% O² or just Norm? ... because you probably know that it could be a matter of time of conciseness, depending on Cabin Alt, it can be several tens of seconds up to few minutes depending on how it is implemented. But if you depressurize the cockpit (either unlocking it or by turning AIRCOND to OFF or DUMP) it is a fast depressurization and CABIN ALT equals A/C Alt almost "instantaneously" ... in that case, I would indeed expect only few seconds of time of consciousness. If you mean the there is now way at all of getting an hypoxia except by pulling the spider, then ok. That is not correct. Will do as soon as I can. :) Regards. EDIT: Seen BIGNEWY's post after. Good info!

... Had few minutes free, so I did the test. Track is available here: https://www.dropbox.com/s/phe2yckgp0xgq3z/Tacview-20191201-220944-DCS-F-16C%20-%20Caucasus%20-%20Takeoff.zip.rar?dl=0 Do not hesitate to do it on your side to confirm or invalidate my results. - Starting the Quick Start , "Takeoff" mission. - Ask Crew Chief to set my a/c empty (no loadout, full internal fuel). - Taking off, and fly 5000ft/MSL to do the test between 450-500KCAS. Stating a very gentle climb to compensate the resulting nose down attitude after the roll competed, stop pitch motion, then initial full roll deflection with no pitch inputs. - Not counting the first 360° to let the roll rate properly establish at its max rate. - Then count two complete 360° Two set up in CAT I and two set up in CAT III. CAT I : I count about 3s to perform 2x360° => 720/3 = 240°/s CAT III : I count about 8s to perform 2x360° => 720/8 = 90°/s TacView telemetry is giving roughly the same result by sowing a 215-225°/s during CATI set up. And 90°/s during CAT III set up. (TacVew may be not 100% either, at least, it is not on all sims). ... NASA model don't include any CAT III evaluations, so I don't know which charts are mentioned (?) But to me, considering the -1, the described relationship between CAT I or III, we are not within the 40% of RRT reduction given by the -1. ... I also did the same test in landing gain* by using the Man Flap Ext**. Results gives a higher RRT than in cruise gain in CAT III. Something around 120°/s. (?) ... ... *** Note also that I had a huge pitch LCO (bug I guess?) with flaps manually extended around 700KCAS**. Regards. * EDIT: LG gain should be triggered by the LG handle down position rather than the landing gear position itself , and lollipop should lite on as soon as any of the LG doors are not closed and locked (not just when main MLG is in transfer). ** Manual flaps extension should not be possible above a given airspeed (don't have the figures in mind, I don't think it is a fixed value , rather a curve or a linear function.) But for sure, manual extension at +400 - 700KCAS should not be possible. *** ... enough for today, I have to go to sleep. Cheers.

Hi! This is not a bug at all. Depending on cabin alt/press, O² supply is not necessary to provide enough partial pressure on blood cells (PaO²). As long as you have enough cabin pressure, oxygen is not needed and mixed air is alright. Once cabin press can't be maintained high enough, blood PaO² decreases ... then, breathed air has to be enriched by oxygen (O² regulator is doing its job). So as long as cabin is correctly pressurized and cabin alt is not above 10000ft - 12000ft ... OXY is not needed. Pilot could even breathe without its mask on his face. ... The yellow handle is the lock of the canopy. And one of its main role is to inflate the rubber seals. If the seals are not inflated, cabin can't be pressurized. No pressure ... with a/c altitude increasing, cabin alt increases, cabin press decreases, PaO² decrease ... pilot will eventually fall in hypoxia ... at some point, even with pure O² (out of emergency mode on regulator). I will however take a look on my side. ;) Regards.

:thumbup: And a last something for you ... flight manual is mentioning this: Conventional cues such as aircraft buffeting forces are not always present as AOA and g limits are approached. ... Good flight :pilotfly: and take care! Regards.