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Posts posted by Elf1606688794

  1. 6 hours ago, wraith70 said:

    For a quick ruler, just press and hold the mouse scroll wheel button if you have one and move your mouse to a location.


    I tried the mouse scroll wheel and it made me zoom in, that's in addition to showing the ruler.

  2. Can someone explain the mechanics of using the mission editor ruler please?

    I've gotten it to work a couple of times but I can't duplicate what I've done because I mess with things so much trying to get it to work and then all of a sudden it's working and I'm like....ok, what the frick did I do? lol

  3. On 3/22/2022 at 3:18 AM, Yannick Pancake said:


    Haha, jepp that is true😅

    Ah as far as I know, the E also has the cartridge system. [b]AFAIK there is no real APU in the E either. You use either Ground Air or the cartridge. There is a post about this somewhere in the forum...[/b]

    Truth. I've actually seen F-4E's being cart started.

  4. 2 hours ago, Krez said:

    Without a way to control yaw, I would be hard pressed to take off and land in the 109.
    Does your flight stick have a twist at least?


    Yes, I have an X-56. It's challenging to keep the stick all the way to the right, a bit forward AND full right rudder at the same time though.

  5. 3 minutes ago, Baldrick33 said:

    I would find taking off in the 109 (and any of the WW2 planes come to that) very hard without rudder pedals.

    I be the poor.

    Thanks for your help Baldrick, I got off the ground on my first try but I didn't stay airborne long before I crashed and burned. At least I was airborne for a few seconds. 😉

  6. 8 minutes ago, Baldrick33 said:

    Set the governor off and map increase rpm & decrease rpm to buttons (or use the keyboard) and press them either way until the gauge on the right goes to 12 o'clock.

    That said I don't find the 109 too hard with the governor on. I just use differential braking at the beginning until the rudder is usable and push the stick forward a bit to stop it rotating too quickly. I work the rudder pedal a lot to keep it straight, just constantly correcting in small movements. It certainly isn't by the numbers but I just fly it by the seat of the pants. My background is sim racing/rallying so I am used to being busy with the controls, probably make it hard for myself but I find it the fun way to fly if not by the book 🙂 

    Edit: I don't bother with trim either just use the controls to keep the nose pointing where I want it.


    I don't have rudder pedals.

    Are you saying to read the prop pitch gauge like a clock?

    The commands to increase/decrease prop pitch are the increase/decrease engine rpm commands? 

  7. 5 hours ago, Psydshow said:

    You are correct, someone screwed up not connecting that cable.

    The LAU-117 had two connectors. One on top of the launcher was the interface to the aircraft. The second was on the rear of the launcher and connected the firing circuits to the missile.

    When you loaded a Maverick, you would lock it into the launcher, then fit the sacrificial connector that went between the launcher and the umbilical connector located above the rocket motor nozzle. 
    Once that was connected, you could power the missile, blow the dome cover, everything but launch.

    Only if you connected the second cable, which went from the missile to the small cannon plug connector on the very rear of the LAU was the missile live. This was fitted at the end of the strip, when everything else was armed.

    There is no safety pin on a LAU-117.

    You can see on this rear view of the launcher the cannon plug socket used for live shots


    I spent way too many years maintaining and loading these missiles and launchers, B, D and G models and TGM


    We never practiced loading the LAU-117 we always used the LAU-88. In the load barn we'd practice single loads on the appropriate side rail but usually we practiced preloaded LAU-88's.

    I was the 3 man on our crew and connecting cables and such was the job of the 2 man so I'll give you the nod on the cable connections.

  8. 2 hours ago, G.J.S said:

    Pretty sure F-4 instant sunshine were single bomb only, centreline mounted.

    F-4 could carry the B-61 and B-57 on both the centerline rack and both inboard pylons. I had to certify with both muntions on both stations.

    Could it carry more than one at a time? Maybe, maybe not but I'm not sure why they would, nukes are pretty darn effective one at a time.

    • Like 3
  9. On 2/6/2022 at 1:21 PM, Kirk66 said:

    I may be wrong but I thought the USAF jets had the same main gear as the Navy (why change?) except for the bigger lower pressure tires - which were also on the Marine F-4B/Js, I think. Nose gear strut may be different - didn't the Navy struts extend for takeoff? I know the Brits' F-4s had a longer extending nose strut, at least. USAF nose struts didn't extend, for sure.

    I trained in Cs at Luke (some of which still had Mig kill stars on them!) and they were pretty close to an F-4B - BLC flaps, short nose, etc. They were actually nicer to fly than the later slatted E's in my opinion; faster on the deck and a lot more stable on final approach (which makes sense). Just don't use any aileron at high AOA! New WSOs were told to keep their knees together when their student pilot was maneuvering at high AOA to force him to use the rudder to roll by limiting sideways movement of the stick - rudder worked so well you could do 4-point rolls using rudder only. But if you let some aileron creep in out of habit the jet would depart rather aggressively in the opposite direction!

    I'm really looking forward to see how well all the Phantom's quirks are modelled in DCS.



    A lot has to do with where the landing gear is located - most modern jets have the main gear mounted on the fuselage, leaving room anywhere on the wings for stores. The F-4s main gear extends almost all the way to the fold, so the external tanks (or stores) have to be out there to clear the gear. Note that the inboard pylons are forward of the landing gear; any store mounted on them cannot extend back past the rear of the pylon.


    I'm pretty sure the B-57 and B-61 both extended past the end of the inboard pylon by a few inches. Sidewinders on AERO-3B's and bombs loaded on TERs didn't though but those nukes were kinda long as I recall. Kinda fat too. 

    Actually, that's wrong. I'd forgotten just how far forward the bomb rack was mounted in that inboard pylon.



    • Like 1
  10. On 2/6/2022 at 1:00 PM, Kirk66 said:

    Apparently (and remember this was 37 years ago!) the Mav was hooked up correctly, as we were able to do the pre-takeoff video and control checks, but there was another "arming" cable or pin that had to be hooked up or pulled in the arming area to allow launching a live weapon. Or a pin, like you say. Like I said, the missile video came up fine after I blew the dome cover, and I was able to slew and lock on to targets; it just would not fire. Perhaps it was an internal failure (I'm sure it was an old A or B model)? Still pretty disappointing at the time. I think we were told why it didn't work by the de-arm crew after pulling off the runway.


    The launcher pin safed the launcher electrically, if it wasn't pulled you couldn't fire the missile. 

    Normally the safety pins had long red streamers on them to make it harder to miss but if the streamer was missing the EOR crew could easily miss pulling that pin.

  11. On 1/27/2022 at 11:04 AM, Kirk66 said:

    In my experience, typically the WSO locked on and fired the Maverick; the pilots job was to point the jet at the target and cross check in his TV that the WSO had locked the correct target instead of a "tactical bush". In the F-4 the Maverick (especially the TV As and Bs) was a bit tricky to use and lock on, which is probably why the WSO had that job.

    Fun weapon to play with, but the TV versions were pretty useless. Any kind of camouflage would defeat them.

    I had one chance to fire a live Maverick, as part of my IWSO check ride during a Red Flag mission at Nellis (no pressure there!), and all went well, found the right tank target on the range, had the Mav locked up, took the shot...and nothing happened.  Turns out the last chance arming crew forgot to hook up the arming cable. Boy was I pissed! Still passed the checkride, though.

    Bit of Maverick trivia: In the F-4, the pilots Maverick controller (actually the old Bullpup controller) uses "pilot logic", so pull back and the seeker looks up, push and the seeker looks down.  For the WSO, using the radar hand controller, pulling back moves the crosshairs down on the display, so it's moving the seeker down. I preferred the pilot way.


    No such thing as an arming cable for the Maverick on the Phantom. I used to load those things.

    There was an electrical cable connecting the launcher (enables communication between the aircraft and missile) to the pylon but in my experience it was the job of the load crew to connect it and not the end of runway crew. If that cable hadn't been connected you wouldn't have been able to use the missile at all, no lock on, no firing, no nothing.

    If the malfunction was indeed the fault of the EoR crew (End of Runway) then in my experience it was most likely a safety pin that was left in either the launcher or the pylon.

    I don't recall for sure if the pylon safety pin had both a mechanical and electric function but the launcher pin most certainly did.

    • Like 1
  12. 10 hours ago, MBot said:

    And here are some notable Cold War units with late DMAS aircraft:


    3rd Tactical Fighter Wing, Clark Air Base, Philippines. Final combat deployment with 6 F-4E to Desert Storm.



    52th Tactical Fighter Wing, Spangdahlem Air Base, Germany. From 1983 on the dedicated European air defense suppression wing with a F-4E/G hunter-killer mix until 1987.


    F-4E 73-1184, 4th TFW, Oct 87 Isham.jpg

    4th Tactical Fighter Wing, Seymour Johnson Air Base, North Carolina. 1980-1991 this wing was committed to the Rapid Deployment Force for the deployment of two squadrons within 48 hours to anywhere in the world. So this unit would fit any DCS map.


    The Phantom depicted from SJ is the wing commanders plane, note the multiple colored tail stripe, one color per squadron. There is no red tail stripe so this pic was from before or after the existence of the 337th TFS. I can't read the tail number either and that's important to the following story.

    In Sept 81 I arrived at Seymour Johnson fresh out of tech school at Lowry AFB in Aurora CO. (It's been shut down for a few years now.) About 2 weeks after I arrived I was going through AGE training (to the left and behind the aircraft depicted). We were learning how to operate the various power units and such that we'd be using on the flightline. Two flights of 4 Phantoms each was preparing to sortie. Our instructor stopped the class and told us, you guys have to see this, it's cool as <profanity>.

    The ground crews cart started the first flight and 40 years later, I have to admit, the memory is still impressive. You'd hear a loud boom when the cart fired, and about the time you saw a plume of smoke coming from the aircraft, you'd hear that engine spooling up. It was pretty impressive watching 4 fighters being started like that in quick succession.

    The 2nd flight had some issue that I don't recall except that the aircrew stopped it's preflight and went to a spare. That spare was the wing commander's aircraft and by the time that aircrew and his wingman (or maybe it was the other way around) were ready to start engines the other two F-4's in their flight had already started taxiing to the end of runway operations. When they fired the cart to start the starboard engine of the wing commanders jet we heard a boom and then almost immediately another, much louder, BOOM!! And that's when the feces hit the rotary oscillator.

    The aircrew abandoned ship immediately, the WSO jumped down onto the port wing and from there to the ground. The pilot went over the windscreen and slid all the way down the radome and fell off the pitot tube to the ground, both of them ran across the red line (some of you know what that is lol) to safety. When his wingman saw what was happening he gave an order over the comm headset to the crew chief, they kicked the chocks and the pilot didn't wait to be marshalled out of his parking spot. (He was in the parking spot right next to the wing commanders jet.) Ground crew folks were grabbing CB fire extinguishers and pulling them to the stricken aircraft and by this time, you could see the flames. One guy was using the extinguishers as fast as they could get them to him and he used 9 that day.

    Coleman tow vehicles with towbars attached showed up seemingly from nowhere and started towing Phantoms that were within two rows of the burning aircraft. I never saw that many Coleman's at one time ever again. A fire truck showed up with the "cannon" mounted in the top front and before it came to a stop the airman manning it started foaming the aircraft and the fire finally went out.

    The damage was pretty severe, titanium panels on the underside had drooped from the intense heat. When they fired the impulse cartridge (a really big one) to start the engine the cartridge retainer failed due to a hairline crack. When the retainer blew apart, among other things, it cut a fuel line and the fuel ignited instantly. The aircrew in their zeal to exit and escape a certain death trap failed to shut off either the fuel pumps OR the onboard battery. In fact, they didn't shut anything off. The fuel pumps kept feeding the fire with fuel making a bad situation much worse.

    That was the only time I ever saw the Phantom get cart started and it turned out to be a pretty memorable event. A depot team showed up a few days later and disassembled the stricken aircraft, crated all the pieces parts and flew the entire mess to a depot in Ohio. Incredibly, about a year and a half later that Phantom landed back at Seymour Johnson looking all brand spankin new, like nothing ever happened. We all stopped working to watch it land and those of us who saw it burn explained why we were in awe, so they could be too.  

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