tom_19d

Hi Imackan, There seems to be a lot going on in this thread- it sounds like you obviously understand the systems so I can understand your frustration with the uncaged behavior. The only thing I can think of (maybe this is insulting but I don’t mean to be) - there are 2 cage bindings on the throttle. One is “missile uncage” and the other is “sight cage.” Missile uncage is the one in question here. And as an aside, outside of youtube videos I have never seen the pipper move outside of the reticle, as has been brought up here. Regardless of the method of lock I use (manual acquire in MSL or DM) I have never been able to duplicate this (at least in the latest build of 1.5). Outside of a binding mistake, I can’t understand why you would be having this problem with the uncage behavior.

One last thing with the ADF - depending on your personal feelings about the realism of the kneeboard, it does display down to a whole number the freq you have tuned. It isn't always perfect in the case of frequencies within one digit of each other but it gets you in the ballpark and can be a good training aid.

Working great here. Started up engines in MP, set manual and depression 10 for rockets and AG guns - pipper moves down. Set MSL mode, pipper recovers. The only way I could make the pipper not move with the depression knob while in manual mode was to have either DG or DM mode selected, but that is functioning as designed. Sorry, aside from the position of the dogfight switch I can’t think of anything that would cause the condition you describe.

Aztec, With regards to ADF nav, myself and many other players have been using it since the last game update, so the system itself isn’t bugged, unless like Art said it is related to the specific mission you are playing. I would just fire up the mission editor and put yourself airborn in the vicinity of a beacon, that would take the mission variable out of the equation. I’m not sure what you mean by “the switch to adf” as the ADF setting on the ARC 27 comm radio isn’t modeled. Just set the ARN 6 radio to “COMP”, tune the frequency, identify the Morse, and you should be all set. The radio compass will be indicating a relative bearing to the station. One other possible gotcha here, the F86 generator doesn’t keep system voltage high enough at idle to always keep the radios functioning - however, as long as you can still hear the ident you have enough power in and the system is working. Tom

I would second Midnightzulu, the gunsight symbology really shows you everything you need to know if you have the radar on. The "lock on" annunciator is irrelevant- if the range bar is in view wrapping the right side of the gunsight, the radar has a lock on something. The "in range" annunciator isn't needed - the diamond will appear on the gunsight's 2 o'clock if the radar decides you are in the missile envelope. All of this right through the gunsight, no reason to go heads down in a WVR fight. To answer the OP though, for missiles I rarely if ever employ the radar. Turning it on in MP is like a flashing "here I am" for any enemy with a RWR and it has been my general experience if I am close enough to identify another aircraft as a bandit visually, I am close enough for a missile shot. And I do uncage just before every shot - if the seeker is really looking at something when you uncage, you will hear the tone increase in pitch. About the only thing I will use the radar for is DG mode for a little help with holdover/ranging for a guns shot, but even then a snapshot from the fixed pipper is usually doable.

Hi LurkingBadger, I realize this thread is a little old but I just started playing again after a bit of a break. I am having no issues at all with UHF DF in the F5 in 1.5. I loaded the 1.5 mission you provided, as long as you change your beacon from FM to AM it works perfectly- i was able to hear its audio ID and track it all the way to its source where the bearing pointer reversed.

A Thanks Hi SeaQuark, I just wanted to say thanks, I installed SimpleRadio mostly to use this server and hopped on this morning to check it out quick- no one was out flying but I thought that was the perfect scenario for an introduction. The tower interaction comm script is great. Once I checked on with the tactical controller I had to venture quite far down memory lane (moveable card ADF navigation is looooong ways back for me) but finding my armor target without the help of own ship position on the F10 moving map was very rewarding. Sadly my recollection of weapons employment in the '86 was worse than my navigation, but once I get that rust knocked off with some SP practice I will be sure to be back to join in the fun. Kudos for the work you have done to create an immersive and dynamic server environment. It is appreciated. Tom_19d

Thanks for the reply Alpenwolf, I recently moved and changed jobs and as a consequence my times when I can play have changed as well so I am looking for games at different times then before-- I will be more patient going forward. And not that I have a huge voice in the community but personally I find the idea of being able to temporarily blind the enemy intriguing- if someone could ever coordinate a large strike package that could really pay off.

Hi all, North American player here and the server dropped off a few hours ago for me with a "connection timed out" message and I haven't seen it back up. Is this just a local problem for me or is anyone else having a problem? PS, thanks for all your hard work Alpenwolf and anyone else involved in keeping this great server going.

I too have suffered this problem sporadically; I think there might be something to the theory that it is related to lateral loads more than speed, although as Erk104 cleverly pointed out, side loads seem to pose no problems at all when landing. I did want to add a couple things to the conversation however- remember that the 230 knots tire limitation posed by TO 1F-5E-1 is groundspeed rather than an indicated speed (tailwinds, PA/DA, and temperature changes will yield large differences between IAS and GS). Fortunately the USAF was kind enough to provide the attached chart in TO 1F-5E-1 and it shows that for the airport and temperature combinations anyone faces in DCS we really should never have a problem below 200 knots, and in most cases much higher speeds. Also, just one other thought about some comments here relating trim position and weight- trim position is set as a function of %MAC rather than takeoff weight- the location of the stores is critical to the aircraft's CG and must be accounted for. Finally, Robert 31178, I don't really think people are flaming you for your comments, I just think that a large part of the DCS audience wants aircraft that behave as the flight manual says they should. While there is nothing wrong with a work-around that keeps a module playable while it is being adjusted, I believe the DCS community as a whole puts a premium on realism, and a perceived lack of realism is what is being attacked, not your methodology for working within how the game currently functions.

GregP, it is MS33558.

Hi Twistking, The statement that the aircraft stalls with the green AOA donut lit shows that something here might not be being interpreted correctly. An airfoil always stalls when its critical angle of attack is exceeded, regardless of airspeed. Generally speaking, if the green donut is lit, the aircraft is at its optimum angle of attack for landing (whatever that is in F5, in most civil aircraft the donut lights at 1.3 Vso AKA Vref). Therefore, if the green donut is lit, the airplane cannot stall, as the wing has not yet reached its critical angle of attack. That said, if the aircraft is climbing with the donut lit, you are using too much power. I would suggest trying an approach under the following conditions. Keep the aircraft light, maybe full gun ammo and 1000 pounds of fuel- definitely time to get on the ground, but still enough fuel for a go around if needed. Establish yourself on a long straight in final. Recall that a 3 degree glideslope would have you ~1500 feet AGL on a 5 mile final. Also remember that the above configuration yields a 12,000 pound aircraft, which equates to 146 KIAS Vref assuming 15% MAC. (Note the ref speed and the altitude at 5 miles are just for reference and to assure you are starting your approach from a place where you can make a reasonable descent). When you start your descent, try it in more of this mindset (one often associated for right or wrong with naval aviation)- keep your AOA donut lit with pitch only, and control your rate of descent with power. If your desired touchdown point is sliding up the windscreen add power, if your desired touchdown point is sliding down the windscreen reduce power. Also, since the F5 has a small, highly loaded wing, if you fly the whole approach right at the donut you might need to carry some power all the way to touchdown- coming to idle before that could lead to an excessive rate of descent in the flare.

Thank you for the interest AC. While I do not have any tables included now, they are planned for future revisions. My biggest issue at the moment is that I think the excessive altimeter lag that has been addressed in other threads is still an issue and I don't want to print things that I will later have to reprint when the issue is fixed. That said, at the moment my personal (YMMV) profile for slick 82 and 83s is 61 mil depr, 350 KIAS at roll in, 30 degree dive, 3000 AGL release at 450 indicated.

Thank you all, glad you are enjoying the products.

Bump, links added.

Good Evening, I just uploaded some files I use in my personal flying to the DCS store user file section. There is a checklist for printing, a navigation/briefing log, and cards to use with a set of Thrustmaster Cougar MFDs. Each file has some notes and instructions on the download page. Checklist https://www.digitalcombatsimulator.com/en/files/2321351/ MFD Cards https://www.digitalcombatsimulator.com/en/files/2321358/ NavLog https://www.digitalcombatsimulator.com/en/files/2321354/ Tom_19d

With regards to the paired rockets from the LAU3, according to page 1-95 of USAF TO 1F-5E-34-1-1 "Aircrew NonNuclear Weapon Deliver Manual" for the F5, in single mode two rockets are fired with each impulse from the intervalometer so I believe the current behavior is correct. Happy New Year all.

Sure but that isn't ideal for training, particularly as a mission to be distributed to other people I fly with. If you can set it up through the editor a random element is possible, for example, left v right engine, failure prior to or after V1, ect. The element of surprise adds value to the training event.

The more I think about this, maybe saying I disagree with Erk104 was too strong. While I am pretty sure the nosewheel is swiveling, maybe the issue with its behavior is that is doesn't feel like it is swiveling freely enough- I don't know how to quantify this though, and without being able to find something in print in an actual aircraft manual getting the aircraft behavior changed might be a tough sell.

Hi VIKBELL, I too have searched through USAF TO 1F-5E-1 can cannot find any references to what the nosewheel should do specifically when the button is released, other than that nosewheel shimmy damping is still available (obviously). Notable here is that is provides LESS information than the Belsimtek manual. I disagree with Erk104 however; just because a nosewheel swivels freely doesn't mean its natural tendency is to straighten, particularly when a turn has already been started. If this were the case it would be impossible to taxi aircraft like the Cirrus SR22 or the Grumman AA family that have strictly free castering nose wheels. I am traveling for work so I can't check myself but I think the best way to check if the nose wheel is indeed swiveling freely on the F5 would be to leave the NWS disengaged and attempt to use differential thrust and braking to turn. If the airplane can turn using this method, the nose wheel is swiveling freely.

Has anyone found a reliable way to forcibly fail an F5 engine? For example, I would like to be able to cause a catastrophic failure just after V1 (or "critical engine failure speed" as TO 1F-5E-1 calls it) for training purposes. After trying the various failure modes available in the editor none of the available powerplant failures cause an instant roll back. And if no such feature is available, would this be something the developers could incorporate going forward? Thanks

This is is the last one, I promise- ran across it today looking for something else. Item #38 is the ground crew interphone receptacle.

I would also add for the purposes of the DCS manual, this device, whatever it is, should probably be left out. I don't see why it should be mentioned by name if there is no way for the player to interface with it and its function is completely autonomous.

Hi Lino, Right on, I understand and respect the pursuit of knowledge you are talking about- and I have used your beacon map in the past so thank you for your work on that. I did just a little more digging on this intercom question for this reason- even if there is no in cockpit interface for the intercom, I believe there has to be a piece of equipment on the aircraft to blend the audio from each audio source (UHF/TACAN/AIM9) into a signal that can be run to the pilot helmet jack. In this case an "audio panel" or "amplifier" might be a more apt name for this device. Of course, if this is a true blind installation with no pilot interaction, it might not be of any consequence to you. So, here are the two pages in question from the USAF aircraft manual. The first page describes the "intercom" system and the second page has the table showing the AIC-18 and the AIC-25 as installed. Here is a datasheet for the AIC-25 from the same company that made/is making the AIC-18. As I read it, it is basically an amplifier that would be capable of blending multiple audio sources. http://www.andreasystems.com/specs/AM1965F_Spec.pdf Also thank you for the video, that was interesting. I agree hand signals appear to be the only form of communication being used. However, that might just mean that hand signals are more efficient for everyday operations, particularly with a multiple person ground crew. I promise I am not trying to argue with you, I am just sharing all of the information I can find. It is my belief that there is a device on the aircraft that is combining the audio sources into a usable signal- whether or not this device rises to the level of "intercom" that would be worth mentioning for your purposes is surely debatable. Best of luck, the screenshots of your latest project in progress look great.

This was in U-Tapao Thailand and it is one of many ways to move around an F5. Or maybe some P47's in WW2 getting ferried to the Pacific theater? They could take off from the carrier given the right conditions and enough room but were loaded by crane because they never could have landed on it.