Frederf

Blue, green, amber top to bottom per -1. Same amber as master caution and FLCS PMG. The Schmitt and Snitwong illustration .tiff looks rather red.

It doesn't. If there's no reply in any mode then there's no symbol. IFF is completely independent as an info overlay. There's no correlation.

CBU-105 (based on SUU-66) uses inflatable gas bags to deploy the BLU-108s and never spins. CBUs -103 (-104, -107 too?) based on SUU-65 (and SUU-64) use spin in the terminal phase to deploy their submunitions.

Best way to depart naturally is: Aft CG (centerline, a certain fuel state) Lateral asymmetry like 2-3 AIM-120 on one side Assault two or more FLCS limiters simultaneously There is a really good Code One magazine article from 1993 written by Joe Dryden on the subject. Most departures self-recover due to how the FLCS works and the stability margins. To get into a deep stall it's needed that the AOA is in a certain range and the pitch rate is very low. Just a departure is not enough. The regions where stab "pitch up" generates a pitch down moment and the opposite are very small at about +-55AOA and only +-5 degrees wide. FLCS normally does a good job of preventing departures. With high pitch rates it's possible to blow through normal limits into departure territory. It's practically impossible to do this only in pitch (except deliberately with MPO).

I did a test where I uncaged at coords, then used that Shkval LOS to save a point 2, then uncaged at point 2, saved point 3, etc. to see if there was a "creep". This was all from active pause hover so any creep would be due to INU creep. I did it from a hot start so it showed no/minimal creep. I'd have to run it again after a cold start NA/PA. I've found that running a known zero-wind mission and watching the PVI WIND output is a good indicator of wrong INU velocities. It's interesting under what conditions they change plus you get the vector effect of the INU velocity error.

Noticed the laser-warning-attacka and the other one next to it are still in Russian with an English cockpit setting. It was probably overlooked because they are hidden behind cockpit geometry from the default camera position. The only two I found.

I only tested TF-51. It required double click of mouse3. I was unable to double tap shift-F1 the default key, possibly due to the use of a modifier

I'm using the module-specific one and it works. I'm just saying that the behavior changed. It used to be hold to transpose and transpose off when release. Now it's double click to toggle transpose mode on and off. This is different than the text of the action suggests.

I was just checking and I couldn't get transpose mode to work in TF-51 even though I used the TF-51 layer. I remember that double clicking would reset your transpose position back to default so I thought I'd at least try that. To my surprise double-mouse3 toggled into transpose mode. It used to be that mouse3 and hold would transpose while mouse3 was held and double mouse3 would reset to center. Now double mouse3 toggles transpose mode on/off and there is no specific return-to-center functionality with that command (although I guess it exists elsewhere).

The heading selection by bumping and turning the HDG knob is for setting a manual INS aircraft heading during a gyro alignment. Basically if the INU can't work out the airplane heading automatically it's how you enter a "good enough" manual one.

You can't FTT but you can do a passive designation. The solid/hollow symbol at the middle of the crosshairs indicates the difference

TGP mode is saved per master mode so if you have it STBY in NAV and AG in A-G then switching back and forth between those master modes will also change TGP

Yup that's what I would do if I had three inputs, each sets the switch to a certain position and that's it.

Touchdown at 13 aoa minimum sink. If you're holding speed brake switch open it's fully open. Don't touch down with brakes held open, wait until 3 point attitude. The only difference with WOW is if they'll stay 100% open hands off. Aerobraking is ineffective belong 10-11 degrees, keep nose up to 13. Minimum run landing is brakes firm upon landing from 2 point attitude (which won't stay 2 point for long).

Mode 4 is a secure form of IFF unlike Modes 1/2/3. Mode 4 is designed not to transmit when being interrogated with the wrong code because that would be a glaring security flaw. The enemy would just spam out interrogations and listen for any response. Mode 4 unknown indication should be very rarely (in DCS never?) displayed.

It is confusing but "fuselage" are the lights which are mounted on the fuselage which shine on the tail. They're forward of the speedbrakes on each side. They're just white flood lights. The wing/tail lights are all the red/green/white position lights dotted around the aircraft. There are two on each wingtip (upper and lower), air intake, and a white on the tip of the base of the tail facing aft. The position lights double as part of the formation lights set which is why the upper half of the wingtip lights are controlled by the formation knob. Things are a little more complicated out of NORM position in the 3 covert positions because not everything has an infrared understudy compliment. The real airplane would probably be less confusing if WING/TAIL label was "POSITION" and FUSELAGE was "TAIL FLOOD" but the simulation is accurate.

I would call that a "non-radar-correlated IFF return". I don't know how (what symbol exactly) it would be displayed on the radar format on the DDI but it makes perfect sense that such a return is able to be displayed.

If TGP aiming and steerpoint aiming at the exact same point give different bomb impact locations, that would be good to know. The airplane doesn't derive relative positional values for TGP and direct to steerpoint the same but a direct comparison would investigate best.

MiG-21bis is probably my favorite module despite the moderate list of annoyances and the few bigger areas that aren't up to par. Minor things like the fuel gauge and SARC light bugs are tiny but constantly irritating. ASP and SAU are the two biggest areas of major improvement. The RSBN/PRMG/ARK could really stand to be brought up to L-39 standards although it's an annoyance of realism since it's rare that you can't actually complete the mission properly due to the radio-nav situation. There's much love in the airplane. It's so well crafted visually. It's one of the few modules that you can fry a circuit by carelessly flipping switches. It's impressive for its release date. But the holes and niggles are a drag. This airplane would be so much more enjoyable with an expert pass on the ASP, SAU, POLYOT-OI, and maybe a few more radar touches, SPO, etc. People will rediscover the airplane.

F-16 never changes trim without pilot input except during wheel spin up (takeoff roll) which runs pitch wheel to center. There is no auto trim. A runaway trim wheel is not normal. The trim wheel can by moved on the console or by the remote trim hat on the stick (if DISConnect switch not disconnect). I would check which item in the cockit you're interacting with.

PWIII if released and never guided by laser it will fly according to its autopilot having a trajectory very different than a ballistic "rock".

There is a SPI in EO BORE, it's the steerpoint. I don't know exactly why EO BORE isn't an approved mode, either impossible or just a really bad idea. Mavericks have two modes, slave and bore. In EO BORE slaved operation is disabled entirely. They warn you the MLE scale is based on steer instead of a more representative point. Boresighting isn't 3D, it's an angle. You calibrate station 3 with TGP at close range and that crosseyed angle is saved which gives parallax issues when employing at far range.

You can TGP handoff in EO VIS too. I don't see any reason why you couldn't boresight TGP to missile in EO VIS. I assume that when TGP is the TD box locating sensor the system is smart enough to calibrate TGP to missile directly, regardless of EO PRE or EO VIS.

I mean that if UHF radio is tuned to tower and then the intercom only is used to speak (not speaking over UHF radio) then tower responds.

All the toss and CCRP stuff is for non-IAMs. IAMs (JSOW/WCMD/JDAM) get their own stuff called IAM VIS, IAM PRE, and IAM MPPRE. Paveway III gets its own special mode which is kinda in between. You should be able to launch have have terminal criteria (zone 1 or 2) with JDAM given the display says you're in LAR1 or LAR2. In reality predictive power of launch region suffers in low environment so it's best to preplan that. Display only reflects current conditions so for genuine toss deliveries with JDAM you'd have to do the whole thing preplanned style.