supanova

I thought I'd tried every tick box combination, but that worked. Thanks for your help. I really appreciate it.

But if waypoint 0 is the fix I can't edit subsequent waypoint TOS, and if I set waypoint 1, for example, as the fix it automatically changes waypoint 0 TOS.

I can't set time on steerpoint in the mission editor to allow for a cold start. With a mission start time of 15:0:0 if waypoint 0 is anything over that I have to wait until that time in mission before I can cold start the aircraft. I can't find a method that allows me the time to cold start the aircraft, so I'm always behind TOS.

Problem solved. I wasn't aware ED had implemented coordinate alignment, and then I wrongly assumed the coordinates should be entered before alignment. I would only query whether NAV and RDY should be flashing on a degraded alignment, but that might just relate to modified aircraft. Kudos to ED. I just need to be in the update loop more.

The track is from when I initially reported the issue. What I posted last was subsequent testing.

Something is not right here with normal INS alignment. I have tried using ICP enter to manually confirm INS LAT/LONG, I have manually entered INS LAT/LONG, I have tried doing neither before aligning, but whatever I do when alignment is complete steerpoint information is not displayed on the HUD and the HSI is dead. However a stored heading alignment works. You can verify the INS alignment process I'm following with the track. At this point I've run out of ideas for a normal alignment fix.

This is turning into a real three pipe problem. I had checked "synchronise controls to HOTAS" to recognise throttle in the off position. That worked but I realise now that a control automatically mapped to power was setting it to the main position. I cleared all the extraneous settings and turned off synchronisation and now steerpoints work fine if I takeoff from the runway. However if I cold start from parking it still doesn't follow steerpoints - and steerpoint information is not displayed on the HUD. Why would steerpoint information not be displayed? I'm sure if I can track that issue down it will fix the problem.

I think my installation is messed up, and I suspect it started after I added a wingman to the mission. I created that mission recently, and even creating new missions, with and without a wingman, doesn't fix it. The missions I create now have power set to main at the start and the aircraft never follows the steerpoint. However testing an older custom mission it does still seem to follow the steerpoint. The only solution I can think of is to uninstall and reinstall.

I'm having an odd issue with a custom mission - autopilot is not following steerpoints. I suspect it's failing after switching from NAV to TCN and back to NAV. The autopilot is not following the current steerpoint or switching to a new steerpoint when using AUTO. I've looked at other missions which have worked fine, but for some reason it doesn't work on this particular mission. It has to be something I'm missing, but I've worked through everything I can think of. Also does TOS not take into account alignment and taxi? I suspect I need to add ten to fifteen minutes to allow for alignment and taxi? f-16 autopilot issue.trk

I'm wondering if there are F-16 specific "Z diagrams" available? I'm particularly interested in finding an 82 20LALD2 or something similar.

Anyone using an MS Sidewinder FFB stick? Even with the FFB stick option selected the cyclic is returning to an offset right neutral position when releasing trim. I don't know if it just doesn't work, if the stick FFB isn't working properly, I'm doing something wrong, or all of the above.

Added a video on supercarrier launch and departure.

Thanks for your input. I really appreciate it.

I have seen half in before taxi and full approaching the catapult.

I wanted to get some input in this video script in case I'm missing something, or something could be explained better. Of course the video features the supercarrier module: ANTI-SKID is OFF for all carrier operations RADAR is set to OPeRational HOOK BYPass is set to CARRIER Take/Off TRIM is pressed with weight-on-wheels, holding the button drives roll and yaw trim to neutral, the stabilator to 12 degrees nose up, and zeros the MECH stick position stick and rudder pedals are cycled FLAP is in the FULL position trim is set for takeoff for aircraft weight at or below 44,000 pounds, nose up trim is set to 16 degrees, 17 degrees if weight is between 45 and 48,000 pounds, and 19 degrees if weight is 49,000 pounds or above at gross weights of 45,000 pounds and above, afterburner catapult shots are required the APU is verified OFF the altimeter, and standby attitude reference indicator, are set the parking brake is released the canopy should be down, oxygen mask on, and the ejection seat armed taxi speed should be controlled at all times, especially when approaching the catapult [JET BLAST DEFLECTOR] takeoff checklist is complete, trim is set, and flaps are set to full before crossing the JBD the director gives the signal to spread the wings the director makes a sweeping motion of the arms, from the chest to the fully outward extended position five seconds after the wings are fully spread, WING FOLD is placed in the LOCK position the catapult track is approached slowly, using minimum power, paying close attention to the director’s signals the director extends arms forward at shoulder level, with hands raised at eye level, palms facing backwards, and making a beckoning arm motion the speed of arm movement indicates desired speed to request brakes on, the director extends arms above head, palms open towards the aircraft, then closes fists when the aircraft is aligned on the catapult track entry wye, the director signals the pilot to lower the launch bar the director places right elbow in left palm at waist level, the right hand held vertically, then lowers the right hand to the horizontal position LAUNCH BAR is placed in the EXTEND position the green LAUNCH BAR advisory light illuminates, and nosewheel steering disengages the catapult crew installs the holdback bar the director's signals are followed, and the aircraft taxis forward when the launch bar drops over the shuttle spreader, the holdback bar engages the catapult buffer, and the aircraft is stopped the pilot applies and holds brakes when signaled the brakes are released when the take tension signal is given by the catapult officer, or shooter the shooter gives the run-up signal [TEXT:MILITARY RATED THRUST] power is advanced to MRT, the most power the engine can produce without AfterBurner when engine RPM reaches 95 percent, LAUNCH BAR is placed in the RETRACT position the launch bar is held down by shuttle tension engine instruments, EGT, RPM, and fuel flow, are checked, [CENTRAL WARNING SYSTEM] and CWS indicators and lights are monitored the shooter is saluted with the right hand to signal the launch, the shooter touches the deck, and points in the direction of the launch at the end of the catapult stroke, the aircraft rotates to capture the trimmed Angle Of Attack, without control stick input the flight deck edge passes under the nose at 120 knots minimum, and the pilot rotates to 10 to 12 degrees nose up attitude, establishing a positive rate of climb gear and flaps are retracted when a positive rate of climb is established when sufficient speed is attained, a clearing turn is performed the clearing turn is made ten degrees to the right when launching from a bow catapult, or to the left when launching from a waist catapult clearing turns are not performed at night case 1 departures are flown at 500 feet and 300 knots, [bASE RECOVERY COURSE, DISTANCE MEASURING EQUIPMENT] parallel to BRC until 7 DME at 7 DME aircraft are cleared to climb unrestricted in visual conditions