IvanK

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)

1+ Agree

IRL you can use the TDC by placing it over the Range arrows top right corner and activating or by simply "bashing" the TDC cursour at the top or bottom of the radar display

Yes get into Flaps Auto ASAP :)

If I select the HUD Attitude select switch to STBY I get the correct INS ATT caution on the DDI, however the Velocity Vector in the HUD remains displayed. I think this is a bug. I believe (well it did in the FA18A 30 years ago pre GPS etc :) ) the Velocity vector is removed from the HUD when the HUD attitude switch is set to STBY as the STBY AI is then used as the Attitude reference for the HUD. In addition the HUD pitch ladder then in the FA18A showed an ever so slight jitter in the vertical plane Edit Yes still the same from the NATOPS:

In RAAF pilots jargon its "Ecto" or "White S..." :)

Seen a few images of clean FA18s (Blue Angels) in the screenshots forum. How do you go about removing the under wing pylons ?

Yep pressing TO trim button on CV or Land will always simply set the Stab to 12 deg Nose up. Depending on Weight C of G WOD etc you may need additional trim. There is a Table in the NATOPS the gives you the correct setting. so having First set 12 deg Stab NU using the TO trim button you then use the trim switch on the stick to set the required Stab trim. Also Aircraft behavior immediately after take off and in a Flaps Half/Full go around is still being tweaked.

No all it does is set Stab to 12 degrees Nose up and neutralise aileron and rudder trim. If on the CV based on other variables you need a different trim setting you then manually set it to the required setting.

Not so sure the method in the tutorial is possible IRL. Given how a VOR station generates bearing info I don't think you can VHF DF a VOR signal. IRL (many many moons ago) you couldn't even dial up a VOR frequency by way of the UFC using the Com pull button ad Manual freq setting as VOR frequencies were inhibited from UFC entry by this method. Trying to enter a VOR freq resulted in "ERROR" being displayed in the UFC scratchpad RAAF FA18's had dedicated VOR/ILS equipment. In the RAAF aeroplanes to tune a VOR or ILS station you pressed the UFC ILS mode button. The UFC then initialized to enter VOR or ILS localiser frequency. Having this option on the Special tab in settings for the FA18 would be neat and realistic as well :)

Idea :) Many Foreign users of the Hornet (RAAF,RCAF,Spanish,Finnish and Blue Angeles) have VOR and civilian ILS as part of their FA18 Nav suite. How about having this option under the FA18 Special tab in settings.

Yep its a bug

Great video. WRT the pitch couple with Flaps. This is known by the Devs and coders and is being worked as we speak.

Auto Throttle in Approach mode is not currently working to well. Coders are sorting this.