Vosene

I don’t know of any way to prevent NWS from engaging on landing apart from trying to stop the nose gear from touching the ground using aero braking, which isn’t standard technique for USN landings. As has been mentioned above, you can disable NWS once engaged using the paddle switch. This modeling appears to be correct as the F/A-18C NATOPS dated September 2008 has the following statement in Paragraph 2.10.2 - “ During landing, nosewheel steering is automatically engaged in the low mode with weight on the nose gear.” If you’re having problems with over correcting on the rudder during landing then you might want to try adjusting the curves and dead zone, Chuck’s guide has a recommendation that works well for me, even with NWS on. If the issue is oscillations under braking then make sure you have anti-skid on when landing on a runway.

It isn’t in the user guide. It mentions to avoid Waterloo Red in the Mission One briefing but I didn’t see an explanation for what it was anywhere. Thanks for clearing it up.

The campaign mentions avoiding Waterloo Red in Mission 1 but I can’t see where that is. I’ve checked all the briefing material but can’t find anything. Is it detailed anywhere?

Mover, who was an F-16 Pilot, has made it clear that F-16 pilots can sustain 9g: https://forums.eagle.ru/showpost.php?p=4071238&postcount=5 He also briefed the centrifuge 9g profile for F-16 pilots (same as Bies stated), which could be considered by ED as the minimum sustained 9g profile in the DCS F-16 before the onset of significant visual G effects. https://forums.eagle.ru/showpost.php?p=4071348&postcount=9 Edit: interesting video Mover made about pulling G -

Agreed, you can work some of it out though. For example, DI=0 for F/A-18C (source is -200) includes 2x wingtip mounted AIM-9 so this is where they would be. If ED have the reference data then hopefully they will confirm if there is an issue with sustained turn rate.

Although not an official source, an interesting data point in this post from 2015: https://forums.eagle.ru/showpost.php?p=2391689&postcount=385 States a sustained turn rate at 10,000ft of 13.2degrees/second. That config is 2 Sparrows (as opposed to 2 AIM-120 in the above config), 2 Sidewinders and 60% internal fuel, for a total gross weight of 33700lbs. Post states that data is from A1-F18AC-NFM-210, so 402 engines, same as the F/A-18C in DCS.

It is in the footnote at the bottom of Page 30.

Open Source Reference Points for F/A18-C Sustained Turn Rate There isn’t much open source data on F/A-18C E-M but there is an official US Government open source document with two reference points for sustained turn rate: At sea level, the F/A-18C’s sustained turn rate is 19.2 degrees per second. At 15,000 feet, the F/A-18C’s sustained turn rate is 12.3 degrees per second. Configuration - Weapons load is 2 AIM-9 and 2 AIM-120 carried externally, no external fuel tanks and 60 percent fuel remaining. While it doesn’t explicitly state it, I assume the sustained turn rate is derived using Standard Atmosphere as it is taken from official Navy data. They use U.S. Standard Day, 1962. Source - U.S. General Accounting Office Report to Congressional Committees. Navy Aviation. F/A-18E/F will Provide Marginal Operational Improvement at High Cost. Dated June 1996. Page 30 of Report, page 32 of pdf. Not sure if ED rules prevent linking. Shouldn’t do as this is an open source Government report not a Flight Manual but I’ll refrain from posting link just in case. It can easily be found with a quick Google search.

Please could you add me to the list.

The Aries radio comms system will work with the in-cockpit radios on the A-10C, KA-50 and P-51D plus using a pop-up box on the FC3 aircraft, CA and Su-25T in DCS World: http://forums.eagle.ru/showthread.php?t=104800

+1

Have tested in MP 1.1.0.9 and can confirm it works exactly as SlackerD explained with the 63 channel split on Y and it provides range but no bearing information. Multiple aircraft can simultaneously set the same receiver frequency and get distance to the receiver aircraft (in our test this was lead). This feature has very limited functionality without bearing information but I continue to be amazed at the depth of modelling in this sim.

SlackerD, thank you for your excellent response. Rep inbound. Will try this in MP and see if it works. Am aware you can get this information by hooking on the TAD but was looking to see if TACAN could be used in the sim to always provide range and bearing information to Lead in a MP flight. Regarding range but not bearing information, can I just confirm if this applies to the real A-10 or is a limitation of the sim.

Is it possible in DCS: A-10C for a human controlled A-10C to broadcast their position using TACAN in order to provide range and bearing information for other aircraft in a MP?

If the book is being shipped from inside the UK to a UK address, the £5.41 for shipping is very high. A package of between 500-750g would be £2.24 second class and £2.65 first class. The high price appears to be because the only two shipping options offered are inside and outside of Europe. For those who want to order direct from TFC in the UK is it possible to get a UK shipping option added as a Paypal link?

You can get a mod to correct this: http://www.checksix-fr.com/bibliotheque/index.php?page=detail&ID=5724

Slight misunderstanding here Frederf. I wasn't providing the track as proof that the radio in use was not switching, merely to show that it was not possible to listen to two frequencies at the same time, in this case guard and the selected frequency. This makes me think the R-800 is switching channels rather than a different R-800 being selected when the guard switch is in the up position. Otherwise why not offer to option to monitor the guard frequency at the same time as receiveing/transmiting on the tuned frequency (127.5 MHz)? This view is my personal opinion only and as you say is not proved by the track. Interestingly while trying to find more information on the R-800L1, I found a pdf script on the DCS web-site used for the training missions that says the Ka-50 only has 2 VHF transceivers: Source: http://forums.eagle.ru/attachment.php?attachmentid=23155&d=1230668637 I have watched Training Mission 1 again and Wags does indeed state that the Ka-50 has two VHF radio transceivers as per the quote above. I will continue trying to find more information about this. Also thanks for the information on the SA-TLF switch.

BillyCrusher, Works perfectly holding the System Group switch in the appropriate position (GR1, GR2 or GR3) as you said. As soon as you let the switch go it turns off the MWL and Master Fire Caution but leaves on the fire warning lights on the right wall panel. Thanks very much for everyone's help, problem solved.

Moving the switch to the guard/emergency position does not appear to change to a different radio. It simply changes the frequency of the R-800 to the guard channel (121.5 MHz). You can't transmit when in this mode and you can't receive on the normal frequency (127.5 MHz by default) showing that it isn't using two radios at the same time. I have attached a track that demonstrates this. Some military aircraft have a radio setup that allows you to monitor the guard channel at the same time as transmitting/receiving on a different frequency but the Ka-50, at least as modelled in BS, does not allow you to do this. It therefore still leaves the question, is there a 2nd R-800 on the Ka-50 as stated on page 1-5 of the manual and if so what is it used for? I believe there are 3 possible options: 1. It is a typo and there is only 1x R-800 2. It provides datalink functionality (related to jam resistant VHF-TLK switch maybe?) 3. It is a backup radio in the event of failure of the first R-800. Also does anyone know what the data link SA-TLF switch does on the Radio and Data Link Power Control Panel (5th switch on the right from the Intercom power on switch). Page 2-77 simply refers to the name SA-TLF switch but there is nothing else in the manual about it. R-800 Radio Test (Guard).trk

Thanks for the track BillyCrusher. I have carried out the test following the same steps as you from a cold dark pit and the MWL and Master Fire Caution simply don't light. The only difference between our versions is that you are using the Russian cockpit and I'm using the English. I'm starting to wonder if this is a bug in the English download release. I've attached a track of my test for reference. I'll give people a couple of days to review it and let me know if I'm doing something wrong. If it's not some silly mistake on my part then I'll report it to ED as a bug. Fire Test English Cockpit.trk

Page 1-5 lists the radios and states that the Ka-50 has a R-868 VHF radio. This is not mentioned anywhere else in the manual but there are numerous mentions of the R-828. I think the R-868 mentioned on page 1-5 is a typo and it should be R-828.

Thanks for the response Frederf. Do you have a source for the information about the primary and emergency R-800? I don't see any way to switch to the Emergency R-800 or any mention of it in the manual apart from the reference to 2x R-800 on page 1-5. Is switching handled automatically or is it just not modelled in BS? I was hypothosizing about the 2nd R-800 being used for the datalink. If it is labelled as emergency then it probably doesn't handle the datalink under normal operation. As you say the UHF range starts at 300MHz. As the radio goes up to 400MHz I think this technically makes it VHF & UHF. I will put a post in the "errors in the manual thread" about the R-868 typo.

That is exactly the procedure I've been using Frederf. I even tried using the auto-start and then running the tests in case I missed something but the MWL and Master Fire Caution stubbornly refuse to illuminate. A friend I fly online with also has the same problem. Is anyone able to post a track showing the steps leading up to a Fire Warning test with a successful MWL and Master Fire Caution so I can find out what we are doing wrong?

Anyoe able to help on this?

I'm slightly confused by the some of the radio details given in the pilots manual so hopefully someone can clarify things. Page 1-5 of the English manual states that the KA-50 has 2x R-800L1 and 1x R-868 VHF transceiver but page 2-97 of the manual only refers to the R-800 in the singular: "The R-800L1 is a VHF-2 command radio system. The radio system is turned on using the VHF-2 (“УКВ-2”) switch on the right panel. This radio can be used to communicate with other airborne units and provide reception of ADF signals." Is the second R-800 mentioned on page 1-5 dedicated to the datalink(as might be referred to on page 7-6 of the manual where it mentions the datalink radio power switch but not the type of radio) or is the mention of a second R-800 radio a typo? Secondly, the DCS website overview of Black Shark refers to the R-800 as UHF while the manual only mentions VHF but page 8-2 of the manual refers to the R-800 frequency range as 100-149 MHz and 200-400 MHz, so I believe the R-800 radio is capable of both transmitting in both UHF and VHF and both sources are correct? Link to source: http://www.digitalcombatsimulator.com/index.php?end_pos=950#p1 Page 1-5 of the manual also refers to "an automatic data transmission system that updates ground controllers of the helicopter‟s position and performance" but I can't find any other information in the manual. Can anyone provide details on if this is modelled and what information is transmitted? Finally I can't find any mention of the R-868 VHF radio listed on Page 1-5 anywhere else in the manual. I can however find numerous references to the R-828. Can anyone confirm if the R-868 mentioned on page 1-5 is a typo and it should instead refer to the R-828?