Frederf

Ensure that Kobuleti is red/blue coalition matching player unit. Simply placing a "takeoff from ground" unit will not cause the airfield to select a matching color. Included track of functioning ground start, blue airfield, blue unit, preset 1 on each radio. MF1 Radio Ground.miz.trk

This one is mine. So far so good. Works for the B/C/E models. DCS-Mirage-F1B.tmc

When FCR is providing range like AGR (terrain locked) or with a FTT/GMTT in GM then an "F" appears. Simply having the cursors over a portion of the GM map doesn't mean the FCR is tracking and won't be providing slant range. I.e. it will be in "B" mode calculations throughout the conditions shown in the video.

The CBU-103 can and will communicate the spin setting over the 1760 interface and is cockpit selectable. The canister flies in a fixed roll orientation (how could it fly guided spinning at 2500 RPM?) until a calculated time before burst where it spins up and then dispenses. Since this spin up is software-controlled it can be any value (0-2500 in incr. 500). There is no spin setting for CBU-104/105 and the option is blanked. The CBU-105 dispenses with pressurized gas bags to dispense the BLU-108s. I don't know how the 104 dispenses. The FZU-39 on the CBU-103/104/105 controls height of function with a fixed option wire timed release. There are wheels "A" arming and "S" spin (1-6?) on the device along with a HOF (A-K), and ECM (on/off) wheel. In any case, HOF and SPIN are not cockpit selectable except with CBU-103 because the spin is a software post-guidance-pre-dispense function. Sometimes DCS makes non-cockpit selectable stuff to be cockpit selectable and sometimes not so keep aware.

It's magnetic. Theoretically you could have an ILS localizer charted, surveyed in true (in fact it's possible that officially it has a true heading documented). But even if you were to come across such a true heading beast you would want to enter is the best available magnetic heading into the avionics if the airplane is in magnetic, which it usually is. The ILS localizer beam itself doesn't have any heading information in it. There's just a left beam and a right beam and a mixing zone so even if your heading completely fails left is still left and right is still right. The purpose of the CRS value in the DED is for the wind-corrected-heading caret and (I think) steering cue on the HUD and the CRS knob on the HSI is just makes it easier to read. You can absolutely fly an ILS with any or no CRS values in either place provided you don't care about the wind caret, steering cue, or the HSI being upright for ease of reading. It is possible to operate the F-16 in true heading (or any arbitrary heading offset) by setting the magnetic variation variable can simply be set to 0 (or anything). The INS itself operates in true. Any conversion for display of magnetic is a shift applied according to entered variation data. In this case you'd use the heading of your ILS under your custom heading convention be that true, magnetic, or other. The tricky part comes in with TACAN because TACAN does contain information in the signal which pertains to a particular heading calibration. Most TACAN (and all in DCS) are calibrated to magnetic but there are some calibrated to true. If your airplane isn't using the same heading convention as the TACAN station you get mixed information. The bearing works as normal but the CDI lineup will happen under the TACAN's heading convention, not your airplane's, which will have funny but predictable effects.

Yeah I got something in

The forum ate my post and messed up the entire layout. I'll make a report in the closed testing area.

FCR-LINK 16 CORRELATED TRACKS are displayed with DISPLAY LEVEL: ALL FTR+ TGTS NONE The correlated tracks should be displayed with the NONE display option selected.

It looks like it is initializing the symbol in the default orientation for a small time before orienting to the actual. Is the brief "wrong vector line" always straight up on the display in all cases? It is in these two examples.

NWS normally is off by 70 KGS on takeoff and on after 20 KGS on landing. There is always the "unless you need it to maintain control" caveat. Normally rudder and the occasional differential braking is plenty. Juggling the brakes for directional control is a developed skill. Typically your nose wheel isn't even on the ground until 100 KGS or so on landing.

You get 1 gallon in each external for every 1 gallon which is being added internal. To get 300 gallons for the center tank you need to be getting 300 gallons for the internal tank(s). This is 370 gallons for the wing externals. If you have room in 2 wings and 1 center line then by asking for 1 gallon you will get 4 gallons (1 internal, 1 wing tank left, 1 wing tank right, 1 center). This means the centerline is easiest to fill since it is the smallest. From memory testing if you are < ~37% you will fill 370 tanks and < ~44% will fill 300 tank. Something like that.

AIM-120C-6 (and before) yes AIM-120C-8 (D) no

Just found this issue independently and searched for solution.

CCRP/DTOS/delayed CCIP can release at any angle (45, 60, 90, 120). The problem is that if you are near the maximum toss range and anything goes wrong which reduces toss range then you will get no solution because at no point is the projected impact close enough to the designated target to allow a release. You see that the solution cue gets really, really, really close to the FPM during the maneuver. You were just outside of toss range the entire time. Notice the "44" for predicted release angle which appears both before and after (but not while passing) 44 degrees. The max toss cue is based on a lot of assumptions that you may or may not comply with and let's be honest it might not be 100% accurate. It should also be noted that 45 degrees is not the maximum toss angle if the release point is above the target in elevation. I know we learned 45 is maximum in grade school but it's only correct for the same elevation beginning to end. If you try to toss something from 10,000' to 0' a 45 degree angle will have less range than a smaller angle. The toss range of 35 degrees is very very close to the maximum (like 90%) and has much better tolerance to ensure release. Plus you spend less time up above the deck getting shot at in seconds. In a perfect world one should be able to meet the assumptions exactly and release at 44.999999 degrees but that prediction is perfect and/or that pilot will achieve agreement with assumptions exactly are not high confidence.

Not at all. Losing SOI would not mean sensor stops tracking. Selection is just for pilot control. Autonomous functions the same if pilot control is selected or not. When the SOI display is no longer valid then the SOI moves. There is no "selected but not displayed" or "selected in the background".

There are special considerations for "covert departure" which don't use a lot of lights at all. There are also considerations for the vision of ground crew at night (avoiding strobes, flashing lights, etc.) However traditionally: Position flash, anti collision enabled prior to engine start Taxi light prior to movement out of parking (nice way to signal to lead that your jet is good to go and taxi is soon) Landing light prior to runway entry (note, before entry not after lineup) Special considerations No anti-collision, position steady for night ground crew proximity

There is no such thing as AIM-120 supported by HMCS in BORE mode. When BORE is selected the missile diamond is centered on the HUD always and the missile launches straight ahead. There is no direction of the missile via helmet like AIM-9. In slaved mode the missile is cued by radar which may be cued by helmet e.g. ACM BORE but in bore mode the missile only looks straight ahead.

Check out the Figure 1-35 on HAF dash 34 called "SOI Prioritization"

vJoy could be programmed to make a new virtual controller with such an absolute axis controlled by that relative input.

There's no such thing. The Hampton book has all sorts of stuff that's just plain wrong or at best carelessly worded. You can't get ILS-type guidance on anything but ILS. You can can use the CDI on the HSI on an INS steerpoint but that's the same as TACAN, would be horizontal only on the HSI, and without any explicit vertical guidance a la ILS. Command steering is a guidance symbol for ILS which gives advice on where to put the FPM but in no way can be coupled (in the aviation sense) to the autopilot. It must be hand flown. And this feature only works with genuine ILS. In a pinch you could absolutely use for example the FCR to put a cursor at the beginning of a runway or type in the coordinates and make a "poor man's ILS" but it would not be indistinguishable from the normal ILS presentation at all. There would be serious limitations in presentation beyond the downsides of an INU vs a radio beacon in terms of confidence of position.

Ah, I see ATDT. OK, IFF doesn't affect ID but type can provided that's enabled and defined. That's an interesting situation. Until there are customizable type sovereignty rules, probably best to leave TS not enabled. That way type sovereignty doesn't impact display at all. Ownship IFF being never a factor (offboard being IFF or anything else is kinda irrelevant since offboard AI just knows). Without offboard help it would be UNK -> UNK. With offboard help it would be similarly unchanged. Maybe DCS World could do a quick scan of friendly/enemy/other plane types in the mission and build a dynamic ATDT based on the mission? That would require more work but needs no customizability on user end.

You don't understand. IFF doesn't flag anything either way. It's not an F-18 with an integrated identity system. When you IFF or NCTR a contact you get an IFF symbol nearby and a NCTR type printout at the top center of the radar. The friend-foe radar/DL contact symbol is not affected by IFF or NCTR. When you IFF or NCTR in DCS and the symbol changes from green to yellow to red to blue to purple to polka dot: it's nonsense.

In a certain version it will take into account the route through subsequent steerpoints in a route. E.g. if DTOS on 3 4 5 is invalid and 6 is entered then it will give guidance to fly from current position to 3 then to 4 then to 5 then to 6 to arrive at 6 at DTOS. That assumes those steers are along a defined route. What I haven't figure out is if our particular version should act that way of if it's too old.

The ASE is about if the missile can turn to hit the target. It is mid-course INS guided after all. It's not strictly necessary that the TOI be inside your radar at the moment of launch. Tracks will coast after radar update for up to 13s.

If it was color X before NCTR, then it's color X after NCTR. NCTR doesn't change the symbol at all. All NCTR does is determine the machine type printed at the top of the display. This isn't a real issue. DTC should bring theater/global NCTR library to pick between which will limit print types to only in the theater library when set to that limit.