Frederf

If you're not in range of the NDB in navigation mode it will revert back to the last tuning. If you switch to ANT (antenna) mode then it will not revert on insufficient signal.

I don't know the system very well but TSD points are divided into NAV phase and ATK phase. Try changing the phase to ATK (bottom row, I think 3rd button) and then check the point list.

The TGP won't take the code values until it is not showing OFF and won't repeat the code value back on the UFC until it's timed out. Here's a demo (I would use ground power but TGP isn't working on ground power): Entry of TGP CODE when TGP OFF displayed on MFD -> No code Entry of TGP CODE when NOT TIMED OUT displayed on MFD -> Code entry is pending but will show 0 until time out Entry of TGP CODE when timed out -> Code entry is immediate F-16 Earliest TGP Code Entry.trk

Boresighting in VR has issues due to your two eyes being displaced. Try render to both eyes in special options and boresight to left eye, right eye, and the middle of both open eyes. Only one way will be right.

I wish they would just duplicate the previous scale chart on the missing slices. I'd rather have a duplicate layer than just black.

It's not allowed if it wasn't tested and approved. The CBU-TER (assuming SUU-64) on 4/6 is only allowed with one particular store (or nothing) on 3/7. In most cases it's not. Anyway drag and "taking space" isn't the primary concern, it's carriage stress on the airplane and safety of separation. Two stores can look very similar but not behave the same on separation.

First detent is a one-time triple-shot and second detent is continuous.

Just like Ka-50: "Don't call it auto hover. Call it hover hold." It won't produce a hover from not a hover, but it will keep one you achieved.

It must be clearance and separation issues. It's not enough that the bombs fit when parked on the ramp. During release the fins flip out and air flow can do exciting things. Plus it needs to be safe throughout the entire release envelope of speed, Gs, and pitch/roll rates. All of this requires dedicated approval testings of that specific config with and without stores nearby like TGP and whatever might be on 3/7. On top of all that GBU-12 puts more stresses than a Mk 82 by virtue of higher weight, polar moment of inertia, and aero surface area. The Mk 82 TER load made sense in 1981 because the airplane might be expected to deliver Vietnam stlye large stick releases. I can't imagine any real mission that would benefit from such a thing to justify the risky config. Anyway ED's not going to model any non-approved configs and GBU-12 quantity 3 on TER on 4/8 isn't approved.

In CCIP, STRF, and CCIP rockets the TGP is forced along pipper LOS in DCS. The idea is that the laser rangefinder provides the best slant range and even will auto lase in unique ways in these modes. It's forced in DCS but I wonder if the real thing has the ability to do otherwise. I wouldn't be surprised yes or no.

The Maverick does not have limited battery power. It's plugged into the airplane until launch. The battery is only for the time of flight.

SPBRK I think. If you use the HOTAS category filter the length shrinks to a reasonably short list.

It doesn't matter. Bombs can smack into each other all they want. What they must not do is explode.

One of the tests was always needed to pass to get DECOL extinguish. But failing the tests is new. The test exercises the control surfaces so they don't react so well until they've been moved a few times. As Brem says the red blinking appears to be normal/unavoidable and indicates the test is in progress. I will time both tests with and without pre-exercising. Solid red is fail, solid green is pass, blinking red is in progress. 20C SLT CDVE - 9 seconds fail non-exercised CDVE - 9 seconds fail second-fifth attempt CDVE - 9 seconds fail with half exercise (stick full left then center, rudder full left then center) CDVE - 9 seconds pass with one full exercise (stick full right then center, rudder full right then center completing above) CDVE - 9 seconds pass well-exercised PA - 23 seconds pass full cycle exercise

It's always been to get DECOL to extinguish but yes, now as well.

Older KC-135s only have the ability to transpond air to air which gives "yardstick" just like between two F-15s. Rendezvous would be accomplished by voice comms, prior planning, AWACS direction, fighter radar, etc. Aerial refueling does not strictly require radio navigation aids of any kind. Newer KC-135Rs with Pacer CRAG upgrade have the ability to provide bearing and transponding air to air service. KC-10s and other refueler aircraft may have range and bearing service. Regardless of refueler aircraft particular equipment and capability, all tanker-provided TACAN service is done in the air-to-air mode. This means the refueling aircraft only receives information from the tanker when their equipment is set to the air-to-air mode and never when set to the air-to-ground mode.

Because the com2 radio can do VHF AM and VHF FM for example 130.00 MHz and 35.00 MHz respectively there may be a different handling of input format compared to com1 which only handles UHF. Since all AMs start with a 1 and are three digits and all FMs don't start with a 1 and are two digits I would think the system would automatically know the most logical input. EDIT: Checking it says "trailing zeros may be ignored" which would be impossible with the current fixed decimal point scratchpad entry. If you enter just *123* on the scratchpad on the 3rd digit there is an automatic decimal added to the string. However it's always placed between the 2nd and 3rd digits even in cases like 123 when you're clearly entering a VHF AM 100.0+ MHz value. The only way to get 123.00 is to enter all five digits which I don't think is right.

Some tankers have bearing equipment, some don't. But in both cases the receiver will use the AA mode.

Maybe that as an unrelated issue. The TACAN issue with air stations acting as ground stations and only the X pulse coding working (presumably because the Y frequencies are different between air and ground modes) remains as before the latest update.

1. You should find out the elevation and put it there. I don't know if there is terrain database in real F-16 to draw from, not in DCS for sure. There is always F10 map. 2. A sort of bug or just limitation of EO VIS. For TD box to track TGP best to use EO PRE submode instead. If EO VIS can have TGP "take over" TD box and move it around after being placed by HUD/HMCS is an interesting avionics question. I think so.

With a script, yes. I have also tackled this with a special script so you can't "fall out" of a direction. E.g. if you go up then up-right it won't allow right until you return to center. I was having issues with accidentally sliding to the corners.

Hold-to-enable instead of toggle. I.e. button down = enable, button up = disable.

What does the plus mean in M4.2+?

I think F10 map isogonic lines layer would be a good solution that takes care of every module all at once, like: Maybe every 0.25 or 0.50 degree would be lots of density. Usually sectional charts are every half degree. I don't know if there's an easy way to turn the variation data/equation into such lines. I guess they could be pre-calculated for the mission date and a semi-static layer.

A "goofed" alignment won't work (still think that's an error in modeling) but a status 62 alignment is fine. Here's a track with the minimum needed switches and alignment to get mission preplanned threat rings to show. Pay attention to your HSI when you switch the knob to NAV. If there's any red marking on it, something went wrong. F16 Minimum Threat Rings.trk