Hippo

Having only a toggle irritates me more than might be considered reasonable. Actually it grates so much that I might not buy it if this hasn't been "fixed".

Thx. (I was hoping that they might set the bugs to current heading, but afaict they appear to do nothing.)

Bump. Please consider adding this.

Sorry if it's me doing something wrong, but I think that the ALT HOLD has become much more unrealiable recently. Several times recently I've experienced what happens in the attached track (an increasing overcorrection which ends in me dropping to the ground), previously this was not happening. alt_hold.trk

Thankfully, it only seems to be those two binds that are affected; initially I thought it was more. I set them manually again and the following lines have changed: Just out of interest, what are those strings, and why do they need to be different for the binds to work again? What was the cause of the issue? Was it something I did?

I've been away from my PC for a few weeks and I've come back to find that some of my custom keybinds have stopped working. It's mostly binds for the cyclic, collective and grips. E.g. I had assigned shf+b, ctl+b to symbology select switch up and down and now they are blank in the options. Could it be something I've changed or has something happened with the latest update? I notice that the file \Saved Games\DCS.openbeta\Config\Input\AH-64D_BLK_II_PLT\keyboard\Keyboard.diff.lua which still appears to contain the binds, has not been changed. ["d3012pnilunilcd25vd1vpnilvunil"] = { ["added"] = { [1] = { ["key"] = "B", ["reformers"] = { [1] = "LShift", }, }, }, ["name"] = "Symbology Select Switch - Up", }, ["d3013pnilunilcd25vd-1vpnilvunil"] = { ["added"] = { [1] = { ["key"] = "B", ["reformers"] = { [1] = "LCtrl", }, }, }, ["name"] = "Symbology Select Switch - Down", }, Does anyone have any idea what might be wrong?

... and can I do something to stop it happening? Single player flying towards a target area in pilot seat. George menu is up and Hellfires are WAZed. I select guns for me and auto ranging. I can see the auto range on the IHADSS. I would like to have George look for targets and launch Hellfires while I'm ready with the gun in case I see a target close by as we head towards the target area. However as soon as I George RIGHT to select a target from the list, I lose the gun auto-ranging? Why does this happen, and is there something I can do about it? I thought the auto-range was line-of-sight slant angle based? I have to go through the whole WPN - RNG - KEYBOARD "A" thing over and over. Is this just me that is trying to do this and finds it frustrating? Any suggestions appreciated.

It would be nice if... When George is not designating he should be continually searching for targets ahead of the helicopter heading. Perhaps angle of arc of search user-definable. Calling out new targets as he spots them. Keep the current feature to have him scan in the direction pilot is looking as a temporary override. When scrolling through the list of targets he would always do a quick laser range so that as pilot I can see a range on the TADS / TSD. George was not able to detect targets at (unrelistically imho) very long ranges. As pliot I could ask George to use TV as well as FLIR when scrolling through the list. The new zoom feature (long hold up and down) is very welcome, but I often find myself wishing I could get the extra magnification available with TV. Once a target is destroyed, the list would just show up again with the nearest target (to the destroyed target) / greatest threat automatically selected and ready to go (which of those being defined by user). Option to list targets in order of range as well as lethality. If a target is so near that there is no doubt that it can be acquired visually, looking at it and selecting George UP should just have him select that target for engagement. A "close in" mode, if you will.

Yes. From NATOPS 2.1.2 Automatic Throttle Control (ATC). The automatic throttle control is a two mode system that automatically maintains angle of attack (approach mode) or airspeed (cruise mode) by modulating engine thrust in the range of flight idle through military. Automatic transition between the two modes or single-engine engagement is not possible. When either mode is engaged, the ECS air to the torque boosters is shut off, the throttles are initially backdriven, a stop is extended in the power lever control (PLC) to limit throttle travel from flight idle to MIL, and an ATC advisory is displayed on the HUD. If either mode does not engage when selected, or automatically disengages after engagement, the ATC display flashes for 10 seconds and is then removed from the HUD. If a force of approximately 12 pounds (with friction off) is applied to either throttle the system automatically disengages. This force is sufficient to permit the hand to follow throttle movement without causing disengagement. It is recommended that the friction lever be in the full aft position and both throttles set between flight idle and MIL before engaging ATC. If a mechanical failure occurs, a force of approximately 68 pounds (with friction off) is required to override the system. When either mode is engaged, changing the FLAP switch between AUTO and HALF or FULL automatically disengages the system. If the system is disengaged for any reason, it remains disengaged until reengagement is initiated by the pilot. NOTE Momentary force applied to the throttle(s) (throttle rap) may not disengage the ATC system. The force must be applied and held for a minimum of 0.10 second. If the ATC commands the throttles to MIL, it may not be possible to manually advance the throttles into the afterburner range without first disengaging the ATC through momentary throttle reduction using more than 12 pounds of force. If the throttle(s) are being held against the flight idle or MIL stop as ATC is disengaged, the stops may not disengage until pressure is removed from the throttle(s). 2.1.2.1 ATC Approach Mode. The ATC approach mode is engaged by pressing and releasing the ATC button on the left throttle with the FLAP switch in HALF or FULL and the trailing edge flaps extended at least 27°. When ATC is engaged in the approach mode, the flight control computer modulates engine thrust to maintain on-speed AOA. The computer uses inputs of AOA, normal load factor, stabilator position, pitch rate, and angle of bank to generate command signals. These signals drive the engine mounted throttle control units which in turn command the engine fuel controls. The computer uses AOA as the primary input to generate command signals. However, normal load factor provides increased stability, stabilator position provides increased or decreased thrust for pilot induced pitch changes, pitch rate provides lead during pitch maneuvers, and bank angle provides additional thrust during banking maneuvers. Normal disengagement is accomplished by pressing the ATC button or applying and holding force to either throttle. Automatic disengagement occurs for the following reasons: Flap AUTO up AOA sensor failure Two or more failures of either trailing edge flap Trailing edge flap deflection less than 27° ATC button fails FCES channel 2 or 4 fails WOW FCS reversion to MECH or to DEL in any axis Left and right throttle angles differ by more than 10° for more than 1 second Bank angle exceeds 70° Any internal system failure Selection of GAIN ORIDE 2.1.2.2 ATC Cruise Mode. The ATC cruise mode is engaged by pressing and releasing the ATC button on the left throttle with the FLAP switch in AUTO. When ATC is engaged in the cruise mode, the existing airspeed is used by the flight control computer to modulate engine thrust to maintain this existing airspeed. The existing airspeed is the airspeed being sent from the ADC to the flight control computers via the mission computers. An ADC failure inhibits the ATC cruise mode of operation. The FCC uses true airspeed from ADC via the mission computers at the time of engagement to generate a command signal. This signal is then used as a reference to generate an error signal that drives the engine mounted throttle control units. Normal disengagement is accomplished by pressing the ATC button or applying and holding force to either throttle. Automatic disengagement occurs for the following reasons: Flaps HALF or FULL ATC button fails FCES channel 2 or 4 fails FCS reversion to MECH or to DEL in any axis Left and right throttle angles differ by more than 10° for more than 1 second ADC true airspeed failure ADC degrade Any internal system failure See above, and you would use pitch (i.e. the stick, gently) to control rod, and the ATC will attempt to maintain AoA. It is enough to push it a single time. With SC, for the acl to work properly depends on radio calls being made at the right time. This is probably the most likely reason you might be having problems. Although, supposedly, if you have T/C CPL engaged you have to push it twice, once to disengage T/C CLP, and again to engage P/R CPL, but that's a story for another day. I've not actually tried this so I don't know, though I can't see why not. Speculation follows. It's possible that for the DCS version to "work" ATC needs to be engaged?? It is more correct to say that you are managing AoA rather than airspeed. You would be using the throttle to keep the fpm in the centre of the e-bracket. This will correspond to a specific airspeed dependent on aircraft configuration. Yes, it is supposed to be perfectly acceptable to engage ATC on a case I on downwind once the aircraft is level and on AoA (and fly the aircraft to touchdown in this state). It will certainly work in your scenario. As per the natops, the act of going full mil quickly should automatically disengage ATC, and it does indeed do so in DCS (so no need to do it manually before touchdown). See also:

Thank you. I deleted all the folders except l10 and when going into the mission again I got the view I was expecting, i.e. the view as saved in Saved Games / config. At this point it remains unclear to me what I did that get those settings in the miz file in the first place. I'm not sure what you mean by "set your snap views while in the mission planner". If you mean access the mission planner before flying the mission, I tried this, as well as going in from the mission editor and changing and saving the view again, but I could not get the new folders to appear in the miz. Anyway, problem solved; thanks again for taking the time to respond.

And it's just occurred to me that lately I've been running most of my missions from the ME, and that's where I've been trying to save my views from. Is there any difference when doing this than when loading missions from the main interface? I will try again later but load the missions from the missions interface. EDIT: I've just noticed that some of my missions, those which I have been using lately, have a number of folders (including Config/View) that other, older, missions don't. Could this be related? Does running missions from the mission editor make changes to the miz file? I've also noticed that when I load older missions into the ME I am asked to save them on exit even if I've not changed anything. What is going on here? New vs old miz file content (I had manually created the kneeboard folder in the old missions):

I've mostly been using some simple missions I created. Is it possible I have inadvertently set snap views for these missions? How would I know, and how would I have done this?

Using the F-18, and I'm trying to change the default view. I adjust (I only want to change the zoom) as desired and hit RAlt+Num0. It appears to work and save as expected... until I reload the mission, and the view is back to what it was before I changed it. I have the user snap view option ticked in the options. Also, the snapviews.lua in the saved games folder IS being changed. Sorry if this is not a bug. I'm pretty sure I'm doing it right. Does anyone have any idea what the issue might be? Thx.

It's not clear from your post whether you're using the supercarrier. However, if you are, the "commencing" call is when you start your descent from 6,000 ft at 21 DME. The "Platform" call is passing (descending through) 5,000 ft, and it's a continuous descent (2,000* fpm, 250 kts) until 1,200 ft at which point you level off. To be "by the book" you should also "check in" when asked to after "commencing" and before "platform", though I don't think it causes any issues if you don't. You should be flying level at 1,200 by 10 dme. Then gear down, hook down, flaps full, on AoA staying level at 1,200 ft. Once flying level in the landing config, engage ATC. This should be at around 6nm. You will be asked to go mode 2 at which point you can engage CPL P/R. After that, sit back and enjoy the view. Although I was posting about something else you might want to watch my second track on this post for ideas. *strictly speaking it's supposed to be 4,000 fpm until you reach 5,000ft, and 2,000 fpm thereafter.

... or perhaps even undo functionality?

Measuring distances in the ME is something that needs to be done very often, and I sometimes find the current line tool a bit cumbersome. I think that a scaled grid of concentric circles and N-S, E-W, NW-SE, NE-SW lines, centred on the cursor, that can be turned on or off as required (by keyboard shortcut), could be very useful and convenient.

Thanks again! I put myself further away and all now works as expected, so it does seem to be down to my being too close.

Whilst you're here... Same mission. I find that if I TWS and L&S one of the targets at my 12 o'clock and try to activate RAID (or EXP) it doesn't do anything (issue 1). If I move the scan over the targets to my left, L&S one of those, then RAID and EXP do work, but RAID stops working after about one second (issue 2); EXP works as expected . Do you have any ideas as to why this might be? I'm thinking it might be because the targets' speeds are (almost) identical to mine? Also, targets are at the same altitude and heading.

Thank you for your (as always) interesting and detailed response, and to everyone else who replied. For years I had never given aspect angle a second thought: as long as the target was on my nose, it was just obvious. In the case above, the target was not on my nose, which was the cause of my confusion. My understanding is that the tick marks on the F-18 display are supposed to be aspect angle. Thank goodness for the SA display.

Thanks. Thinking about it, it makes perfect sense. It had never occurred to me that the mapping also rotates the heading.

Sorry if this is the stupidest post ever, but it's dawning on me that I must've been misunderstanding this for years. This is the mission setup. The targets and I are both heading 090 at the same speed. This is what I see on the radar. The manual describes, in several places. "Target Aspect Angle Pointer. Displays relative target heading." I have always thought that the pointer told me where the tgt's nose was pointing, so shouldn't the "stalks" of the targets to the left be pointing straight up as both the target and I are on parallel headings? The radar image suggests that the target is flying to a point ahead of me. Does anyone have a better definition?

An update. I was experimenting with this mission again. This time I tried setting the (leftmost, topmost) ship first to invisible and then to late activation. On both ocassions, when I fly the mission the harpoon still flies to the point the ship would've been at as if it's still there. I also have issues if try to view the track with time acceleration, e.g. the harpoon explodes as it is released. hpd_01.trk

I know where you're coming from. What is going on with the Stennis? I hadn't actually noticed the model change (I guess these things are wasted on me), but it still doesn't appear to have a deck crew, although the radio comms are SC comms. It's a bit of a frankencarrier. It would useful to have the ability (for testing) to have the non-SC Stennis even if you have the SC add-on installed. I thought they were going to go with two different types in the ME, which I think I would've preferred, but it seems there's only one type in the ME and you just get whichever you've paid for. If I want to try a non-SC Stennis I guess I have to disable the SC add-on? Personally I think it just causes too much confusion, and hassle for ED, and the SC should just be a part of base DCS with ED recovering costs via a "surcharge" on carrier-capable aircraft.

EDIT (2023-03-14): Post edited and added point 3. Unnecessary out of date waffle removed. Old tracks I had attached removed, as they now appear to be borked. The procedure is described in chapter 24 of the NATOPS and I'd like to offer the following observations: 1. From the first NATOPS image, it appears that it is possible to select ACL and have T/C available long before established in the marshal stack. However, in DCS it appears to be impossible to get T/C before making the "established" call. I'd suggest that this could be fixed by making T/C avaible folliwing the "inbound" call instead. Pls see track(s). I have to call established well before I'm anywhere near the hold, to get T/C. T/C then works in that I can CPL and I do get a CPLD HDG as per the NATOPS, but... 2. It appears to guide me to a point around 40 nm behind the carrier and disconnects, afaict, when I cross the FB radial. It's impossible to tell from the NATOPS but it seems to me that T/C CPL should've guided me closer to the holding point and should not disengage automatically. 3. From my reading of the NATOPS, it should be possible to engage T/C (CPLD HDG) on commencing and keep it activated all the way though to step 5 on the second diagram below, at which point the pilot pushes CPL twice, first to deselect T/C and then to engage CLPD P/R. However, I find that trying to transition into the landing configuration with CPLD HDG selected is almost impossible with huge overcorrections from the A/P. I will post a track to demonstrate this. Thank you again for making such an excellent sim.

Sorry to hijack the thread, but there are a number of differences in the ACLS between the NATOPS and what we have at the moment. I'm hoping that it's still WIP, but i don't know. It is puzzling that (with SC) the procedure is dependent on making radio calls at specific times. Does this reflect reality? Is the system entirely automated or does it depend on a person on the carrier taking actions as radio calls come in from the pilot?