Frederf

There are some symbols which have "limit x's" on the HMCS but it doesn't appear the STPT/IP diamond is one of those symbols.

Diamond isn't a box. The diamond is the steerpoint. The X indicates it is outside the display area.

No it's not. In CCIP there is no TD box and that's correct.

Tactical flying is typically QNH. Most Tactical aircraft usually capture altimeter on takeoff and can smartly filter out QNE ops later. All ship ops reference the radalt so they'd never calibrate baro to the deck.

What weapon? CCIP doesn't have a TD because it's not that kind of delivery mode. I see PRE in the screenshot which is never any kind of CCIP. I'm confused exactly what you mean.

OK, to test EO weapons on the ground the pilot must set GND JETT to enable. The rules for weapon video are a little complicated but normal selection will provide weapon video regardless of master arm switch position. Master arm is only required for removal of physical dome covers if carried.

Indication uses the difference between CADC and INS data to calculate wind. It's impossible to calculate when not airborne. From memory (and don't trust it) default (DFLT) is possibly loaded data from pre-planning. In short this behavior is correct to first approximation. If there is some ground special output It's not the normal calculation. EDIT: Memory is getting better. "DFLT" has nothing to do with the wind calculation. It's related to the communication radios. If the UFC memory is lost the UFC reverts to default values and DFLT is displayed, otherwise blank. You shouldn't be seeing it basically ever.

I can think of no reason why during negative pitch rate and negative AOA beyond limits the stab should be trailing edge down.

Preceding zero is used in some cases to enter negative numbers but OAP bearing should only accept values of 0.0 through 359.9 degrees, no negatives.

Release should be inhibited for flight path angles (not pitch) above 10 degrees. Bits should disappear from the HUD display as this limit is exceeded. The same goes for FPA of steeper than -60 and for lateral misses of more than 10 degrees azimuth left/right.

Looking into it it does say when STBY mode is entered that OVRD is highlighted, but that is in the description of the OVRD button which leaves open the possibility that this highlight applies only to STBY entry initiated by the OVRD button instead of all STBY entry. The diagrams aren't showing it highlighted. Best I can figure when STBY is selected by the mode menu OVRD is not highlighted and when STBY is selected by the OVRD button, OVRD is highlighted. It's not super clear though but that makes the most sense to me. The idea is that pressing OVRD would return you back to the radar mode that existed before it was selected as it's a temporary overriding effect. But for STBY selected from the mode menu there is no previous radar mode to return to. The highlight is for selecting/deselecting the override. I don't really know why the OVRD button is available on the STBY format though. I guess you could choose STBY through the menus and then select OVRD as a overriding option as well? I would treat the menu selection as the permanent FCR mode and the OVRD highlight/dehighlight as a temporary overriding mode. Thus you could have any underlying FCR mode with or without the override including the STBY FCR mode with and without the override.

Aim nice and early on the approach. The roundout will take you plenty far down the runway so feel free to approach even a few feet in the dirt before the runway. Make the transition very slowly over several seconds. It's not a hard or fast input on the stick. Throttle usually significantly comes back about 2/3rds through the roundout. I like to put the top of the circle part of the FPM symbol tangent with the horizon line on touchdown. Shoot for contact at 13 AOA. Even with small vertical rate on touchdown it will feel like a bounce. The gear is hard and narrow. Post touchdown aim for 13 AOA for aerobraking, light up the green donut symbol on the AOA indexer. By 100 knots or a bit more you can put the nose down, apply brakes, open speed brakes, and hold back on the stick.

CMS forward to run 1-4 (depending on knob position), 5 is the dispense button on the left cockpit wall, 6 is CMS left. The semi/auto/jammer stuff is CMS aft for consent yes and CMS right for consent no.

Best I can see the ellipse is contingent on there not being a TOI. I would reference any dogfight tapes if possible.

Put the threshold between the 2.5 dashes on the HUD. Put the FPM on the first inch of tarmac until you get to transition height.

Bump ranging temporarily suspends CPL mode (label will still say CPL). When SOI moves away from HSD the range resumes coupled. HSD Zoom allow HSD range to be temporarily adjusted to aid in yatta yatta. When zoom is commanded (pinky >0.5s) HSD selects smallest range that includes wingmen in centered format, symbols get bigger. When pinky button is released HSD returns to previous range setting and format. Yeah, zoom should be momentary with no effect on the CPL/DCPL setting.

Sounds correct points 1 and 2. What other issue is there?

CPL/DCPL determines if HSD range is coupled to FCR range scale or not. When coupled the HSD scale is dependent on FCR scale. Use of the expand HSD should not cause the HSD CPL option to change to DCPL.

Wrong, APG-68 is always building track files in all modes. It doesn't display them in RWS search, but they're made just the same.

You're using Hornet terminology. Contacts are position detections. Vertical tick marks are called hot lines and is Doppler information of radial velocity. This info is not track data and is not a trend between detections. It is instantaneous info from a single detection and it is neither an indication that a track file is formed nor is a track required. It is not a requirement that a track file exist before a bug be commanded against a contact. That attempt may be made, this is fact. Whether that commanded bug of contact object attenpt will succeed is apparently not a settled question.

Indeed 10 and 15. It takes some time to rotate and the airplane will accelerate during the maneuver. Liftoff is the goal speed, rotate is the estimated action speed to anticipate. Liftoff attitude is 8-13 degrees. Goal is to have a positive pitch rate during liftoff so lift is increasing by function of acceleration and AOA rate. This provides the quickest transition between W>>L to L>>W.

Bingo is comparison of setting to total fuselage fuel which is only 4 of the 6 internal tanks. There is another bingo associated with the CRUS HOME function but I don't think that's in.

List 6 INS. It's not necessary to be in that page except DCS makes it mandatory to confirm LL during normal alignment or the INS work function. So you'll have to be on that page at least as long as it's necessary to do that. You'll know if INS is good or not is HSI has a red distance flag or not when you turn knob to norm. Flag means you have a bad align or zero steerpoints.

Yes, that is the sighting point rotary. Even when the rotary (repeating list) only contains one item e.g. TGT cycling still does the "kick" workaround. TMS right as hands on has been in a long time but hard to notice because IP or RP is hidden when not in VIP/VRP and OAP should be hidden when distance is 0 feet on DEST page.

Normally line of sight slaving is automatic. Cycling the sighting point rotary either by MFD button or TMS right is a workaround. Each change is a one time kick that updates the TGP LOS to SPI from FCR.