IvanK

As the Wingman turn your Form lights up to max it will bathe your lead with glorious green glow ... easily enough to use your day time references :)

In the Mirage III it was typical to hit the circuit (VFR) at 130gall remaining .... enough for 2 circuits.

A simple method is directly abeam the point on final you want to roll wings level at

RAAF Initial 400Kts (5 sec interval) Circuit 1500ft Wingtip down the rwy for spacing. Base Turn VV 7 deg down correcting to 3 deg as you roll out on final Throttle drives AOA Stick drives Flight path put VV on aimpoint Mini flare landing Touch and go Mil Gear up Flaps Auto after Take Off

The IFF interrogation can be set up in various ways to provide specific Mode interrogations more or less automatically etc or can be commanded to specifically interrogate a target with manual initiation by the pilot. All of this takes time. I suggest all you are seeing in this video is the time taken by the IFF/DL etc to do its stuff then display the hostile TD diamond.

The G limiter override will give you 33% increase in available G (above the present G limit) so Turn perf would be increased however it is not used IRL unless in an emergency ... like I am about to hit the ground so give me more G RFN

"either the pilot can designate it manually or it can be done with NCTR (you can see this in the Mig-21 shoot down video from Desert Storm - the plane is 'sniffed' as a Mig-21 and the box turns to a diamond ). With the simple system we have - diamond means enemy, box means friendly/unknown (because ED don't seem to have added the 'FRIEND' text yet)." NCTR wont ID anything as Hostile or Friendly it may tell you what it thinks the aircraft type is but thats it. Consider if you have the same types on both sides .... NCTR doesn't know that

The aeroplane :) ... and the EM charts that came with it.

sustained is about 360Kcas

No. WYPTDSG puts you in AUTO with CCIP the Programmed mode. Not yet implemented is the HUD designation, When it is what should happen is with TDC to the HUD activation by momentary press of the TDC will;l perform a HUD TD designation. The designated point will vary depending on a number of criteria. However another press and release of the TDC will segment the TDC diamond which can then be slewed over any desired aimpoint. HUD will display AITO symbology whilst SMS program will still display CCIP

I reckon on the special tab would be a neat way to enable VOR/ILS/DME ... then you could also have an accurate Blue Angles FA18 too :) .... since they have it too

Nozzle scheduling might be something else to look at

There are a number of ways the interrogation can happen automatically (if enabled) or by a manual command.

NCTR does not have any input to the TD being a diamond or a square.

NCTR is pretty much public knowledge nowadays

" The Hornet radar is supposed to have a feature where it can get a read on the shape of the target and ID the type based on that. Perhaps that’s what he’s referring to? " You are referring to NCTR which works on Engine returns ... not Shape

Fantastic display ... love the Red flashing indexer light on the nose gear during approach ... interesting landing technique :)

As soon as you go Flaps auto Trimming is automatic. With Flaps Half Full "Trimming" is required but you are not actually moving the stab. Its pretty complex but in fact all you are doing is setting a reference AOA in the FCS that becomes part of the calculation and provides feedback loops for he pilot.

Flaps Auto ASAP after take off

You can Tap or hold the coolie hat back your choice its easy to set any desired trim value using either method though hold and release until you see desired setting is the most efficient.

1. Press Take Off Trim button .... sets Stab to 12 deg NU 2. With FCS display on DDI manually trim stab to required setting.

Yes I am aware of the video (and VOR DFing was specifically mentioned) and I don't believe it to be correct....though happy to be proved wrong. In another life time IRL on the jet (A model) you couldn't do this (though we also had dedicated VOR/Civil ILS functions so no real need to try DF ing a VOR station). The ADF function was only usable for tuned VHF/UHF frequencies on Com 1 or Com 2 and I have used it that way. And No it doesnt work in KHZ band that your standard NDB works on. BTW the USN and RAN did actually have UHF NDB's at one time... that I suspect is what this "ADF" capability was initially designed for. Now VOR and ILS freq are specifically dedicated to NAV systems. The Freq band for VOR and ILS is specifically limited to 108.0 to 111.975 and with a different freq separation 111.975 - 117.975. Even if could enter these freqs (and I don't think you can) you certainly wouldn't be able to transmit on them. Now I accept that the radios in the jet have changed etc since my time (in the last century) but I don't believe the process is any different. Basically the ADF system is really a DF system that can be used to DF on a transmission on VHF/UHF comms frequencies. Next time you fly in GA try dialing up a VOR freq on your VHF set and see what happens. I dont think you will be able to tune these freqs on your comm radio.

History I believe the USN was using indexers well before the USAF