IvanK

If its the same as in Mir III then all Gun emergency mode does is select Boresight with Auto lock on. All you need to do is put a fixed refrence in the sight over the target and hold the Gun Emergency mode button depressed until lock on is achieved. If you release the button before lock the radar returns to the previously selected search mode. So after lock you get tracking data. Missile Firing (R550/AIM9) is independent of this requirement so always available. Not quite so simple for the R530 as there were a bunch of relatively complicated process between the Missile and the radar that occur after lock on to get the missile to launch status. In the Mir III this could take anywhere between 1-4seconds to actually occur. This was so limiting that in the front sector head on there were defined Minimum Lock ranges based on closure.... not helped by limiting range of the radar ! In many cases these Minimum Lock ranges were very limiting. A reasonable amount of dexterity was also required to manipulate the strobe (Azimuth range and antenna elev all at the same time... all with range rapidly reducing :). (R530 was as useless as tits on a bull btw

Here is the Radar control Stick from the Mirage IIIO with its functions. Physically stick looks the same. Looking at the Spanish diagram, functions seem similar The term "Strobe" means effectively the TDC. Rotational movement moves the Strobe in range. Vertical left Right movement moves the strobe in Azimuth. The Strobe was a single horizontal line the Right hand edge being the exact point positioned by the stick under the return , lock on then being initiated. Below is Mirage III display in the lock on process, Lock on being commanded on the return second down from the top of the display. Real stick

There are detailed investigations into this bug. Its been reported a while ago. https://forums.eagle.ru/topic/278340-ins-only-ccip-in-the-hornet/#comment-4736066

Well the A-D versions I know for sure that had VOR/DME/ILS options are RAAF,RCAF,Blue Angeles,Swiss,Spanish,Finnish

RAAF FA18A from the last century circa 1985 VOR/ILS/DME options down the Left hand side of the HI

My experience was all land based. For us we actually used power as the primary control of AOA down final rather than the NAVY method of using pitch. As such our everyday technique in manual thrust was the same as is required in ATC mode.. Pitch for flight path and power for AOA. How many times was ATC used in approach mode ? A personal thing as nothing was mandated based on recovery conditions. In my case probably on about 25% of instrument approaches ...ILS/GCA/TAC/VOR. Having said that if I was shooting an approach to no shit minimas I would not hesitate using ATC. Used correctly ATC approach mode was smooth and very accurate. The typical pitch corrections you make on an instrument final were easily handled by the ATC. Another snippet ATC cruise mode actually refrences TAS not IAS at time of selection.

I have posted/reported in the Beta areas.

Based on Real life experience. Yes backdriven ... just slightly but not a reduction of 13% N2 followed by gross overswings.

I agree 100% with Pieterras comment on ATC implementation.

You need the edited LUA's that adds the White ref markers. Attached in the Zip. Use at your own risk. back up anything in there before using these. The 2 files go in: ........:\Program Files\Eagle Dynamics\DCS World OpenBeta\Mods\aircraft\FA-18C\Cockpit\Scripts\ControlsIndicator These files get overwritten with each update so you need to re do the process post update. F18_controls Indicator_2lines.zip

As in the Bug post slewing to +-1mill is achievable IRL. In DCS the best you can achieve is about 9 mills.

See this thread: https://forums.eagle.ru/topic/278340-ins-only-ccip-in-the-hornet/

Real world you can slew the TD diamond +-1 mill with ease. The pipper is 1 mil the =TD box is 8.78mil (sides) Best you can slew the TD diamond at the moment is about 9mills. slewing the HUD TDC with precision is essential for accurate AUTO dumb bombing. Has been reported

Think you should have ended up in MECH .... cables to the Stabs.

Its its much improved .... ATC in Approach mode is however unusable.

Thanks to Rackham's Flight controls indicator mod you can in effect do the same thing. Requires replacing 2 LUA files with his modified ones. https://www.digitalcombatsimulator.com/en/files/3300978/ With Rackhams Mod when you go Flaps Half/Full a small white cross appears that is an Analog representation of trimmed AOA. If you trim so its exactly as shown below at -2.5 units on the scale Voila you are at 8.1 Alpha. I played around with the LUA file to add two White Ref markers at the 8.1AOA position to make it a little easier to find the 8.1 alpha position:

I believe Some time around 2017 or so a software update provided Ref trim AOA in the HUD in Flaps Half/Full. As you trim the AOA you are trimming to is shown. The digits are removed a second or so after trim input stops. Makes it easy to trim straight to On speed ... just trim until you see 8.1 This obviously is not incorporated in DCS ..... Be nice if it was. Before this update there was I believe a way to call up a "BLIN" ? code or Memory Inspect code (which I guess was the 3250 he refers to in the vid) that reflected the current trim state. The Blue Angles jets were modified anyway and had a variation of the Trim AOA in the HUD that was displayed full time, In Flaps Auto it showed current trimmed ref G and as above Trimmed AOA with Flaps Auto/Full, though the G ref was prefixed with TG and displayed below the horizon line on the right hand side and the ref AOA was prefixed with T& (replace "&" with Alpha symbol) and displayed above the horizon line. It was also displayed on the FCS page below the G-Lim line.

Another point. UPDT option should it be displayed/available if in POS/AINS ?

Ok Re arm refuel and post flight update makes sense. Just been out trying various update modes. Started POS INS with Drift established by sitting on the ground for 1 Hr before take off to be 217/0.5nm. WYPT the intersection of the rwys at POTI. Airborne both HUD Designated diamond and EXP 2 Stabilsed cue show drift in relation to rwy intersection as expected. Attempted RDR designation, refined the designation to the runway intersection attempted DSG update .... no error just pressed ACPT .... no change error still present. Next attempted DSG UPDT using the HUD to refine the designation to the Rwy intersection same deal no change. So then attempted both Manual and AUTO Overfly update with TDC assigned to the HI then activated TDC as I overflew the runway intersection, neither worked. I presume in your method of Overfly update you press DSG as you fly over the WYPT then ACPT ? Then performed TCN update and pressed ACPT ... it worked. So to me, the only UPDT that works using correct procedure (minus error display) is the TCN update. HUD,RDR and Overfly dont.

I got the TCN update to work ... minus the error display. Though in the process discovered another bug. If trying to enter Lat Long in the TACAN data table it will only accept a Lat or Long whichever is the first entered, but the other coordinate is not accepted. Tholozor using WPTDSG doesnt seem a logical thing to me. WPTDSG is going to form the TGT on the position that will be subject to system drift, so updating on that is updating on "itself" so to speak is it not ? What is the purpose of a post flight Ovfly update in the Sim ? I understand the reasoning and purpose IRL but don't see the value in the sim. Do in OVFLY updates (Both manual and Auto) work in the Sim . I have tried and dont really see working .... off to test some more

The UPDT option on the HSI brings up the ACPT REJ options but alas does not do anything. What should happen when performing an update is the calculated error should be displayed in the centre upper portion of the HSI. The pilot then evaluates the error and decides to apply the update by pressing ACPT or reject the update by pressing REJ. See graphic below. Without any displayed error you are achieving nothing. So at the moment it is not implemented. Same occurs with the various DSG options. Graphic below in POS/INS Attempted TCN update on Batumi 16X which is in the TACAN data base.

Graphically the RAAF Circuit looked like this: Downwind spacing achieved by tracking the Aim9 Rail down the runway centreline Base turn point was judged by looking down the diagonal of the Runway threshold markings "Piano keys" After rolling out on final the VV was moved from the threshold to the 500ft markers thus transitioning from -7 deg flight path around base to a 3 degree flight path to touchdowm. This required about 2 % increase in N2. Seems the DCS FA18C needs about 2%N2 above all the numbers shown here.

The Update routines are not yet implemented as far as I can make out. FWIW A Tacan update is about the lowest order update there is/was. The single best update possible is/was the Overfly update. Perhaps they think everyone will be flying with POS/AINS so no real need for the update routines ??

RAAF 1987 FA18A Clean +2XAIM9 : On Initial 400K-450K, 1500ft, Formation 4 sec interval on the break. Maintain 1500 Ft. Downwind with Sidewinder rail on the runway Reconfig Gear Full flap 85%N2. VV 0 On speed Base turn when Piano keys can be seen as a diagonal. -7 on the VV, 30deg AOB 80%N2 On speed Transition to 3 deg FP on short final 82% N2 On speed For touch and go: Mil pwr After Take off Gear up Flaps Auto Crosswind @ 400' 200Kts 85%N2 VV +5, 30-35 deg AOB Downwind 200K Flaps Auto 1500' VV 0, 79% N2 Runway Cl tracking down the sidewinder rail Then as per above from reconfig

Ok thanks for the info. I am familar with Fighter to fighter AA Tacan.