Harker

Thanks for bringing this up. Further testing showed that this bug manifests itself when you don't have any trackfiles with radar contribution or AOTs. I linked this report to my own.

Actual sensor fusion, as in the ability to designate trackfiles without radar contribution, or slave sensors to them. Another thing would be the ability to use sensors other than the radar to contribute to and/or create MSI trackfiles. Lastly, there's a system to "rank" sensor importance/priority, to determine which one is the most reliable, and thus use it as the primary source of data. Like how the radar is higher priority than MIDS right now (even though you get information from C2 and/or F/F, your MSI trackfile's position, altitude and velocity is primarily determined by your radar).

I reported this recently as well. All indications, including BRA, should either be in True or Magnetic, depending on the selection in the A/C subpage of the HSI.

I could recreate this, I reported it as well.

The correct behavior is that Offset elevation is the absolute value of the Offset itself, not the difference between the Offset and the Waypoint (so it's now correct in-game). If the game manual says otherwise, it's a mistake.

According to documentation, STT should indeed be not available when in the A/G master mode. You can switch to the A/A radar by selecting AIR, but the only modes available are RWS and VS (no TWS, since trackfiles are not build in A/G master mode). Automatic acquisition modes, as well as STT, are unavailable.

The feature works as in the real jet. When you are in A/A, are carrying a HARM, and being locked by a surface to air system, the weapons release button is always hot with a HARM in Pullback. I suggest binding the trigger and the weapons release button on different buttons, so this isn't a problem anymore. The same situation can arise when you are in A/G mode, with a weapon selected and the gun hot as well.

How one DDI label at the bottom right of the STORES and EW pages is not cluttering. The intent is to always keep the pilot informed of the status of the HARM Pullback setting, regardless of the mode.

EECM is not modeled at all, throughout DCS. Only some ECM effects are modeled. The Hornet can currently resolve the angle and elevation of jamming targets, and display them as Angle Only Tracks (AOT). At around 21 NM, it can also resolve the range.

They can be donated from C2 assets as MIDS surface points, much like you can see the ground designation of your wingman on the SA page. The C2 asset can create a surface point, and assign attributes to it (e.g. SA-10, hostile), and so the point will show a red 10, with a red, dashed circle. If the RWR picks it up and correlates it, the circle becomes solid. And because it's a MIDS point, you can TUC it and get relevant info, as well as hide it from the SA display subpage (which we don't have).

The current behavior is incorrect, the warning altitude is supposed to reset to zero, once, after weight on wheels is achieved after the gear is cycled, but in DCS, it resets to zero as long as there is weight in wheels.

This is reported.

RSET now resumes automatic ranking and moves the L&S to the trackfile with rank 1. So it does work as intended for now, since this was the intention when it was modeled. And until very recently, I also thought it was correct, I only discovered that particular detail very recently, after carefully reviewing some documents and discussing with an SME. I will report this as well. As for the different targeting behavior, this is normal and correct. If you only have the L&S, you can step it down the ranks with NWS/Undesignate, but if you also designate a second trackfile as DT2, then you are limited between them. This is intended, as designating a DT2 means that the pilot wants to focus on a particular pair of targets, and ignore (or de-prioritize) the rest. This makes much more sense if you consider IRL tactics, where pilots have specific designated targets and only shoot those, at least at the beginning of a BVR engagement. If you want to be able to designate more than two specific trackfiles, then you can either have only an L&S and step it, or you can use the TDC to designate a DT2 and then make it the L&S by using TDC Depress on it again (TDC Depress on DT2 makes it the L&S, without making the previous L&S the DT2 - if you want to keep both the L&S and DT2 and swap between them, make the DT2 and then use Undesignate).

There are different behaviors here, that can be correct depending on the OFP in question. The "an L&S must always exist" behavior is true for the software present on the F/A-18A, but not the F/A-18C (at least circa 2005). According to info I've found, our Hornet's MC should automatically designate the highest ranked MSI trackfile as the L&S upon entering TWS. But the official documentation is unclear on whether it should continue to do so, if that particular L&S is lost (as in, move the L&S to the next highest), while you are in TWS. I think that's the part discussed here. Also, RSET in TWS should definitely remove the L&S completely, not reset it to the highest ranked trackfile. This is an important difference between our OFP, and the OFP present on -A models, and it should help with airspace management.

The relevant info I've found does not indicate that setting someone as a Member should do anything for them. This is you, selecting a PPLI to display as MEMB2, in this case. Even if there was syncing, the only way for their jet to know you're actually MEMB1 (instead of 3 or 4), is to be able to sync the entire group. As I understand it, each pilot can set their MEMB list as they want. The Lead can also be distinguished by marking themselves as a Lead in the TGT DATA page, which will show an "L" next to their PPLI (that way, other flights can see all leads, and better keep track of different flights).