IvanK

Soon as you are airborne Gear Up Flaps Auto ... problem solved

Its a long time since I flew the jet so working on memory :) As long as you don't wildly poll and make gross power changes it all works really well in the Sim ... there is always room for FM tweaking ... hell they still tweak the FCS software in the real aeroplane :) The key is smooth small inputs. The whole FCS is super complex and the devs have done a stunning job imo.

The real aircraft has a slight "balloon" as the flaps start to run. A small check forward on the stick is all that is required to hold the VV on the horizon very shortly thereafter as the deceleration starts increasing back pressure (and increasing pitch attitude) is required to hold the VV on the horizon. It is at this time that the "urge" to trim is felt by the pilot. About 3-4 seconds of back trim is all that is required. In later software loads a Trim value is displayed in the HUD as you trim it remains displayed for 2 seconds after you let the trim switch go. (this is post Lot20 aircraft I believe). As this is happening the E bracket starts on its way down towards the VV. At this point a substantial increase in power is required to "catch" the E bracket on speed. Down final either method of pitch control works just fine.... just depends what school you went to :) . If the aircraft is trimmed (you are actually setting a reference AOA in the FCS rather than directly trimming the stab btw) only small power and pitch attitude changes are required to change VV positioning. small precise inputs are required. I do believe the Sim response in terms of attitude change to small power change is overdone. The devs have worked really hard in this area and its a whole lot better than pre the last patch.

Spin mode Its not used in displays. The "pedal turn" you are referring to is invoking "Pirouette logic" which is a specific maneuver that the FCS will permit given specific AOA and Speed limits and specific flight control inputs. In fact when Pirouette logic is invoked certain Yaw rate limits are modified by the FCS that might otherwise call Spin mode. Spin mode switch is not something you play with unless you are really in deep S... and the auto engagement of Spin mode has NOT occurred.

Look at your Ground speed on the HI

No its not unique. Pretty much all the foreign operators have this option (which includes VOR and DME and have had the USN ACLS system removed. Mechanization is via the ILS button on the UFC and boxing ILS or VOR as required. CSEL entry on the UFC allows entry of the QDM. To get DME the HI DME option is boxed. Be nice if ED could include this perhaps as a selectable Special feature. The Blue Angels and RAAF FA18F/G's also have this option.

The Digital AOA is removed once the bottom or top of the E bracket reaches the VV wing. If you are "bracketing" the VV digital AOA is removed

Use power and or Drag to initially get the bracket on the VV. With Flaps HALF/FULL trim to stick free then depending whether you are a Fishhead or crab decided on your methodology Fishhead = Stick for AOA Power for flight path Crab = Power for AOA Stick for flight path

Welcome to the M14 :) Yep Left rudder for take off etc. High Speed start feeding in a little right rudder. Most 52's have a neutral point around 125 Knots.

Yep. USN aircraft are only equipped for CV ILS (other than the Blue Angeles).

Allows you in USN aeroplanes to turn on the ILS components and enter the required ILS channel via the UFC. It can also be done by the ILS box on the left console if set to MAN

ADF in the Hornet is ONLY for DF ing a radio station whose freq is entered in the Com 1 or Com 2 (so VHF or UHF). It wont DF on a NDB In the real jet you cannot enter a VOR or ILS freq so cant DF of them. No you cant get a VOR signal off a TACAN. You can get DME through a TACAN based on tuning a VOR signal. The processes behind how bearing is determined by TACAN and VOR are different. DME processing is identical.

The procedure with ATC in Approach mode is pilot controls Flight path angle with stick, ATC controls AOA to On Speed .... its the reverse of the accepted manual procedure NATOPS discusses this in some detail. Until the current issues with the FM in Flaps Half/Full are sorted ATC in approach mode will be very problematical.

I believe they are mutually exclusive. You either have Great Circle steering selected so you get the ref on the heading tape. If you move to Course Line steering the direct to marker on the heading scale is removed. In the case of NAVY ILS you are not using Course Line steering and the tick on the heading scale is an uplinked command heading anyway. This HUD video shows a complete display in NAV master mode with Couse line steering selected. Granted a little hard to see bit no where throughout the display do you see a steering ref on the Heading tape. In the second video a similar display with Great circle steering selected. the Heading marker clearly visible .. in most cases at full scale deflection

Raid looks inside an STT target (or TWS L&S target) to see if it can detect variable Doppler shift within the STT track. If it can it will display an expanded presentation with the number of contacts within the STT/L&S target it can detect. Each resolved target will have an altitude displayed next to it. (and other data if entered from TWS). The cirsor can be used to designate a specfic RAID hit if desired. So in short its purpose is to break out targets trying to hide inside the radar resolution cell.

Hornet pilots mantra for CCIIP "Undesignate TDC to the HUD"

Depending on the exact mod state it does a few other things and has a 5th position (momentary depression) associated with IFF interrogation. Not sure time line wise when this feature came about in comparison with the DCS LOT 20 Hornet though

Yep M61 Dispersion is way off ... it is in the F15 as well. Long standing DCS issue.

AB on 3 deg descent ... dont know how you are doing this ! I get Book figures RPM wise for 3 Deg descent with Flaps Full.

I think that all happened after the software load set in the DCS Hornet .... agree would be nice though :)

Tail HD wires are not that long :) Stores page has drag selection options. In the early days of Hornet operation there were issues with Snakeye Tail retaining bands impacting with the Stab leading edges when released in HD mode ... one of the reasons the ballute tail was favoured. On a side note in peacetime in some operators there were restrictions on HD V Slick fusing. If RET was selected but failed and the bomb went slick and it was Dual fused then the safety drag switch in the tail fuse wasoverridden by the nose fuse ... Frag envelope compromised .... Balfang .... Martin Baker let down ensued :)

But they should be selectable HD or FF :)

AAn old VFA125 FA18 Pilot training manual describing how ranging reversion is done FA18A. Obviously before GPS DTEM etc.

AOA feedback Flaps Auto at 22 deg AOA, 12 deg AOA Flaps Half/Full is in the FM just not sure how that translates with FF joysticks.

IRL (no GPS,DTED,FLIR etc) CCIP ranging is calculated using an ordered method AGR, Radalt or Baralt. AGR is straight forward the radar range sample is used. If AGR is not available the the MC will try Radalt or Baro ranging using input altitude and known dive angle.... obviously not as accurate as AGR. To command AGR you must have the TDC assigned to the HUD (dot in the vv)