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OStateBandit

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Everything posted by OStateBandit

  1. Another happy customer. This is an awesome upgrade for the Warthog throttles. My factory slew died over a period of about three years, and I increased dead zones, played with curves, etc., until I couldn't make it work anymore. I finally ponied up and ordered Delta Sim's slew upgrade. I received mine a few days ago and finally installed it last night. It took about 10 minutes; instructions were clear and concise, and it literally made the slew control better than ever. If I bought another Warthog today, I'd install this upgrade before I even plugged it in. Kudos to Delta Sim for this.
  2. I see this occasionally as well, and simply reloading the mission 'fixes' it. It is apparent as soon as the cockpit is displayed. As others have said, the drum works as expected, however the needle is stuck at 0. I've got an older CPU as mentioned above, so perhaps this will help. Can I reproduce it 100%: No If not 100%, how often out of 10: 5/10 How to reproduce/ description: Random after mission loading; evident as soon as cockpit loads. Reloading mission has always cleared it. OpenBeta 2.5.5.41371 i7-4790K @ 4GHz ASUS RTX 2080 Super 8GB 32GB RAM Samsung SSD 850 EVO 250GB (OS) Samsung SSD 850 EVO 500GB (DCS) OS: Win10 Joystick: TM Warthog Throttle: TM Warthog Pedals: CH Pro Pedals Headtracker: TrackIR v5.4.2.27545 Mission File: Instant Action - Persian Gulf Case I Recovery Mods: None
  3. The new LUA fails integrity check.
  4. The -2 (2 ND) is correct per the aircraft, and works in the sim. When performing a STO, you only 'guard' the stick rather than pull the nose up as in a conventional takeoff. Basically hold it neutral. The rotation of the nozzles at NRAS is what gets you airborne, then you begin an accelerating transition.
  5. That makes more sense. I've never noticed, as I just scroll until it drops into the detent I want. It does seem more appropriate to me for RAZBAM to adjust the STO Stop increments in-game to 5 degree each in order to match the jet though. Juggling the power and nozzle levers while flying is what the Harrier is all about! :)
  6. Just a point about the STO Stop in the aircraft; it only moves between 5 degree detents, which are marked on the quadrant. In your screen capture, it should be at the 70 degree position. Not sure what use a mouse-tip showing its position would add in-game. Same goes for the nozzle lever itself. The nozzle position corresponds and is already shown in the HUD (in VSTOL mode) and at all times on the engine display panel. There are limits on the airplane, something like +/-1 degree that the nozzles must correspond to what is shown in the aircraft.
  7. Trim is used as needed during flight to maintain desired control forces; typically to keep the stick in a fairly neutral position. In DCS, without stick forces, you basically trim to hold the nose wherever you want it with little-to-no stick input. Try trimming so that it takes very little stick deflection to keep the nose level. The required trim will change as your airspeed changes. With the nozzles deflected, -2 degrees or more stab trim closes the nose RCVs, so on the ground -4 degrees is used as a practical setting to ensure that they stay closed during ground ops, particularly without your hand on the stick. You want the nose RCVs closed to reduce the likelihood of FOD ingestion.
  8. The EFC switch selects which DECU (1 or 2) is active. They are redundant systems. Part of post start (forget which checklist) is to to check that both are functional, and that the EFC warning light works. It should flicker when you switch between 1 and 2.
  9. First and foremost, this isn't a complaint; just a question. Are the maneuvering and/or weapon release tones on the road map for the full release? Both tones are described in the various aircraft manuals, and are quite noticeable when flying.
  10. Those are on the USMC road map for the Harrier, but still a few years away, and the sundown of the airplane has been set for 2025-2026 (FY26) too. It will be interesting to see how much actually makes it to the plane. The upgrades you mentioned are part of new OFPs being developed and fielded on the jets. Right now, RAZBAM's Harrier is a bit of a mish-mash of OFP versions with regards to capabilities and features. It's really close (and I enjoy the heck out of it), but to implement the new features realistically in DCS would require quite a bit of data that isn't out there for public consumption, and I suspect some wholesale updates of DCS. TPOD capabilities are a great example of that. Anyhow, you can read more about the plan to implement new goodies on the AV-8B in the USMC's annual aviation plan: https://www.aviation.marines.mil/Portals/11/2018%20AvPlan%20FINAL.pdf
  11. I can't help, but I'm extremely interested in an AV-8B throttle setup as well. The real deal is a fairly large mechanical affair if you include the nozzle lever and stop. Are you doing the radar version of the throttle?
  12. A real answer to that is going to be difficult to get, as you are delving into defensive tactics and system capabilities which are typically classified. But, if you look at what the DECM actually does, or similar electronic warfare pods, i.e. jammers, it seems reasonable that you could cover a flight of aircraft with a single pod, assuming they stay within some coverage envelope of the pod I suppose. A good example of this is the EA-6B and E/A-18G, and the EA-3B before them. If you look at public photos of strike packages, you'll notice only a few, even single, aircraft are used in a package to fulfill the EW role. As far as the DECM's implementation in DCS, I haven't a clue. I've got no idea how EW and jammers actually function behind the scene in the simulation engine.
  13. I may have missed the point of your question. As far as what it means for the ailerons to be drooped, they essentially behave like flaperons when drooped. Under the defined conditions, which are fundamentally during low speed flight, both ailerons deflect downward to increase lift production at low airspeed by increasing the effective camber of the wing. This can also assist in lateral (roll) control during low speed flight. See the attached photos of AV-8Bs. The flying aircraft have their ailerons drooped, while the aircraft on the ground does not.
  14. From the NATOPS: 2.15.4 Aileron Droop Aileron droop is accomplished by a single--cylinder aileron droop actuator in tandem with each aileron actuator. The aileron droop actuators are powered by HYD 1. Aileron droop operation requires no pilot action. Inflight, with the flap switch in STOL, the ailerons droop 15° when airspeed is below 165 knots and nozzles are over 25°. This establishes a new aileron neutral position and aileron travel is 10° down to 25° up. After takeoff with the flap switch in STOL, the ailerons begin to reposition up (0° droop) 3 seconds after weight--off--wheels and nozzles less than 25°, or exceeding 165 knots. Aileron droop requires approximately 7 seconds to reposition 15° down after selection of STOL flaps with weight--on--wheels. 2.15.4.1 Aileron Droop Light The aileron DROOP light on the caution/advisory light panel comes on when the ailerons are drooped.
  15. Yes, the Harriers have a GPS, called a MAGR, and have had it for quite some time; late-90s or early-2000s. It's ancient by commercial aviation standards. They are just now getting an upgrade to RNP/RNAV capability. The Marine Aviation Plan is published every year and has some interesting details about what the Harrier (and entire Marine aviation fleet) is being upgraded with now, and the road map until their planned retirement in 2026; it's a big PDF. http://www.aviation.marines.mil/Portals/11/2017%20MARINE%20AVIATIOIN%20PLAN.pdf
  16. OStateBandit

    TPOD

    The real deal AMPCDs show green TPOD video just like you see now in RAZBAM's fantastic Harrier. They are actually fairly low resolution displays that can and do show full color on other pages, as you see most notably on the map page on the left AMPCD in publicly available AV-8B cockpit videos. I don't believe that particular page set is available to us yet in DCS, but it is the Harrier equivalent to the A-10C's TAD page set.
  17. USMC radar birds are cleared and capable of employing AIM-120s. Per publically released documents, the H6.0 OFP added the capability, and there are a few public photos floating around too.
  18. AUTO Flaps is prohibited for initial drogue engagement, and there's no need for the speed brake. Here's how VMAT-203 teaches the real deal. The entire Flight Syllabus Guide is posted in this forum. https://forums.eagle.ru/showthread.php?t=196896 Reading and then employing these techniques got me making contacts every time; pay close attention to establishing a good scan, trimming, and being patient. Here's the pertinent parts of the FSG. Name: Aerial Refueling Checklist Purpose: Define the aerial refueling checklist. Description of Procedures: 1. The air refueling checklist must be completed prior to reaching the astern position, and should be completed while in the observation position. 2. This checklist includes: a. Master Arm: OFF b. A / R Switch: Place A/R switch to OUT and check for illumination of READY light. c. Probe Light: As desired. d. Airspeed: Maintain 190-300 KIAS. e. AOA: Within safe operating limits. 13° maximum. f. Flaps: CRUISE, (STOL flaps may be used to maintain AOA below 13°). The use of AUTO flaps is prohibited for initial drogue engagement; authorized once "in the basket." Note: Switching from CRUISE Flaps to AUTO Flaps must be done prior to AOA increasing above 5 units. g. AFC: Engage if desired. h. VISOR: Down. i. RADAR: SIL 3. If waiting in the Observation position for your turn to refuel, consider completing the checklist with the exception of extending the probe and selecting CRUISE / STOL flaps, which increases your drag and fuel flow, until it is your turn to refuel. Be sure to complete these two steps prior to departing the observation position for the appropriate astern position. 4. One critical step that is not directly stated in the checklist but is implied is to trim the aircraft. Extending the probe significantly increases the drag on the left side of the aircraft. Use the VSTOL master mode sideslip indicator or the heads down sideslip indicator to trim the ball center. You may also need to re-trim the aileron after extending the probe. Do not forget to re-trim the aircraft after refueling is complete. Common Errors: 1. Attempting contact in AUTO Flaps. 2. Leaving speed brake out from join up. 3. Forgetting to trim the aircraft. Corrections for Errors: 1. Ensure aircraft is in the proper configuration and trimmed by completing the A/R checklist. Name: Astern Position Purpose: Describe the astern position and required communications. Description of Procedures: 1. Now established in the observation position with the air refueling checklist completed, you are awaiting clearance from the tanker to proceed to the astern position. 2. Once cleared by the tanker, move from the observation position to the astern position. This is defined as a position 10-15 ft aft of the drogue, with the probe in line both horizontally and vertically with the drogue, the aircraft trimmed, and no closure rate. For a single hose aircraft such as a KC-10 or KC-130 with only one hose deployed, this will be unambiguous. For two hoses deployed, such as on a KC-130, you will move from left to right, to the far right hose if you are the first aircraft to proceed from the Observation position to the Astern position (Right Astern in this case). The second aircraft will move to the Left Astern position once the first aircraft is safely established in the Right Astern position. Ensure you pass below and behind the tanker and drogue to avoid wake turbulence. This is especially important behind the KC-10. Once established, report "MARS-XX, LEFT / RIGHT ASTERN." The tanker will then clear you for drogue engagement. Common Errors: 1. Assuming an astern position too far aft of the tanker at a level altitude and encountering wake turbulence. 2. Developing a closure rate within 10 ft of the drogue prior to being cleared to contact. Corrections for Errors: 1. When transitioning from the observation to the astern position, maintain sufficient vertical separation to avoid wake turbulence from the tanker and drogue. 2. Do not attempt to engage the drogue until cleared to do so. Name: Drogue Engagement Purpose: Describe procedures and techniques for drogue engagement. Description of Procedures: 1. Once in the astern position and cleared for contact by the tanker, select the drogue as the primary reference point for alignment during the approach. A good visual reference point for initial positioning is the drogue placed above the angled portion of the HUD combining lens with 10 ft of separation. Ensure the tanker’s amber ready light is illuminated. 2. It is important to scan the KC-130 refueling pod as well as aircraft for proper closure and fine-tuned alignment corrections in close. Smoothly increase power to establish an optimum 3-5 knot closure rate on the drogue. Maintain a primary scan on the refueling pod and aircraft while keeping the hose / drogue in your peripheral vision as closure begins. This will prevent you from "chasing the basket" and reduces PIO. 3. As the drogue passes the canopy bow, scan should be transitioned directly to the drogue, which should now be abeam your left shoulder aligned with the refueling probe. Fly the probe to the drogue until a successful "plug" is made. It is imperative to maintain the 3-5 knot closure at this point until contact and a successful "plug" is made. A reduction or termination in closure will result in "fencing" with the drogue as it oscillates in close proximity to the nose of the aircraft due to bow wave effect. An excessive closure rate can lead to violent hose whip following contact with the drogue, which will increase the likelihood of aircraft or probe structural damage. Once contact has occurred, report "contact" to the tanker. 4. Vertical alignment is maintained with the stick and horizontal alignment can be maintained with the rudder. Because the AV-8B probe is shoulder mounted, any alignment corrections made by rolling the aircraft with aileron input will cause probe movement in both the horizontal and vertical planes. Common Errors: 1. Improper initial setup either too close or too wide abeam the drogue. 2. Improper closure on the drogue. Corrections for Errors: 1. Set up in the proper position and maintain 3-5 knots closure. 2. Use small corrections in both attitude and power.
  19. A fantastic document when combined with the NATOPS or Razbam pocket guide. Note at the end of the document are numerous sortie descriptions. They give a great idea of the sequence USMC pilots learn the Harrier in, including simulator sorties (RNAWST). A bit exhaustive for DCS purposes perhaps, but a great way to go about familiarizing and teaching yourself the Razbam Harrier.
  20. I've flown the boom and ridden around in a KC-135, and been in the cockpits of numerous warbirds and current inventory aircraft. Perhaps the most fun though is ample time in military simulators as my day job: A-10C, F-16C, AV-8B, KC-135R, KC-10A, UH-60A/L/M, CH-47F, and UH-72A.
  21. A classic. I've always been told it is actually an F-16B/D crew (student & IP?) and the banter back and forth is definitely over the ICS in a single jet. That stuff aside, it's indeed a prime example of why you hit the can before you fly. :pain:
  22. After reading your post, I went and flew some of the campaign practice missions, and it appears you are on to something. While the bandits will still on occasion extend and turn back to merge, they remained much closer and more aggressive. Frankly, it was a lot more fun!
  23. The AV-8B wing is the same between the NA and DA variants, so I assume it still can. However, I don't think it is common given that the AIM-9 is essentially the only A2A self-protection either of those have, especially without the gun loaded.
  24. That is a pre-Night Attack airplane; generally referred to as a Day Attack. Notice the lack of NAVFLIR in front of the windscreen. The white canisters on the four outboard stations appear to be MK20 Rockeyes.
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