Frederf

S-J shouldn't but inventory change could possibly. We don't really have a fully detailed SMS like the A-10C. The SMS just magically knows what's in inventory without having to enter the information, similar to F/A-18C. You should treat all rearming as everything stripped off the airplane and then put back on as far as avionics are concerned which would mean a power interruption.

What's worked for me is just pressing uncage to turn off LSS/LST and it falls back into area track proving SPI and allowing normal use. You raise a good question is if TGP provides a location for SPI purposes while LST is active. I can't see why not as DTS+TGP can generate a location just the same as area track while LSTing. LSS though is probably just frozen SPI since during LSS the image is a frozen screenshot and the TGP head is going wild looking for a spot.

JSOW A is just CBU-87 with 145/202nds of the payload. I think the important aspect of an airplane as s target is that has very little armor, disabled by any critical system disabled, and expensive to repair. The BLU-97 in the CBU/JSOW carriage sounds like an excellent tool to use.

Being an IAM weapon like JDAM it should have PRE/VIS just like JDAM. The missile step button cycles stations just like JDAM.

Don't fly QFE with the F-16, it wasn't designed for it, nor is pretty much any other modern NATO jet. Some Russian jets have super low altimeter knobs so they can do QFE over a wider range of elevations/temps but even they run out some times and have to do alternate ops.

56-70 if I recall. The text label can be any combination of characters and there's a radius of avoidance figure in I think feet wherein inside it turns red and outside yellow. TMS forward selects that point as current steer and TMS aft toggles the avoidance radius feature on and off for that point.

Norm and expand are the same. It's just a display change. DBS is variable patch size and slower due to processing. DBS is the smaller of Az setting or patch size which should only matter for A1 and large DBS1 patches.

The rule is 20% for the GE-129 which is before SEC light extinguish. Waiting for the light to extinguish should always work but it should be possible a little before. In some weather you can't even get the rated RPM so you just have to go the maximum attainable even if it's less.

The RWR can give launch or missile warnings based on RF reception. There is no optical information (infrared, UV, etc.) that detects rocket motors like the A-10C. There is a "MWS" switch on the CMDS panel but it does nothing in the F-16. The RWR sometimes has to guess when launches happen and its guess can be wrong. With an R-77 the radar is in the missile and so it's obvious if the missile radar is detected to give warning but only when the missile radar goes active. An R-77 launch detection would depend entirely on if there is a noticeable change in the host's radar near launch. But R-27 is just illuminated like AIM-7 Sparrow. Often the platform radar will "do a thing" during the launch process and if RWR can detect this radar behavior and assume that a missile was launched. Sometimes it can, sometimes it can't. Sometimes the host "fakes" the process and doesn't launch a missile. R-73 wouldn't trigger an alarm unless the host airplane's radar did something distinctive (probably not). If the R-73 was launched without the help of radar then definitely not as there's nothing radar about the missile itself.

The A-10C has the ability to change the boresight calibration, has for a very long time. The inherent misalignment at start was just never introduced.

All correct hooking TAD object and making TAD the SPI sensor. Slaving all sensors to SPI is china hat forward long (SOI doesn't matter). China hat forward short generally changes FOV or expand view of the selected sensor. Aft short I can't remember except rejecting/caging missiles oh and toggling TGP LSS. Aft long is special in that it slaves a sensor to a point but only TGP and only to steerpoint and so regardless SOI or SPI.

This happens after a normal alignment in which the initial L/L are not confirmed. Try it by aligning to a ready state (status 50 is plenty for this demo) without any ufc entry and changing to nav. You'll notice the HSI range is flagged. Then try it again the same way but using UFC ENTR to confirm latitude and longitude in the first two minutes. When switching to nav the HSI range will read correctly.

I know and it's as you say. I was responding to the comment about more research about behavior. ED obviously has interest in more than just putting it back the way it was (which had minor oddities despite functionality) but with as much confidence as possible making it accurate to not have to revisit. To that end I had read into details before but not retained it. There were pulses and timings but the picture didn't come together until yesterday. And after going through the effort of understanding and summarizing for myself I should also share. Simply reading the primary docs did not seem clear on the first dozen passes. There are flying TACAN stations with bearing. They are less common but they do exist in KC-135 form.

In support of TACAN behavior research, here is my understanding (reference MIL-STD-291C): Signal from airplane (interrogate) All pulse pairs are 12 µs spaced within the pair, further spacing details refer to the interval between these pairs X mode: Pulse-pair sequence with 12 µs separation Y mode: Pulse-pair sequence with 36 µs separation A/A mode: Pulse-single sequence with 12 µs X and 24 µs Y. Signal from ground/tanker (reply) Reply frequency -63MHz (X low band), +63MHz (X high band), +63MHz (Y low band), -63MHz (Y high band) A/A mode receives at +63MHz (X/Y low band) and -63MHz (X/Y high band) X mode: Pulse-pair sequence with 12 µs separation, distance reply delay of 50 µs Y mode: Pulse-pair sequence with 30 µs separation, distance reply delay of 74 µs A/A mode: Pulse-single sequence with 24 µs separation, distance reply delay of 62 µs X or 74 µs Y. Bearing signal Consist of a double modulated series of reply/pseudo-reply responses double modulated (directional sweeping 15 rotations per second) as a 15Hz and 135Hz wave compared against a MRB and ARB set of omnidirectional reference bursts for azimuth information. MRB consists of 12 pulse pairs at 30 µs internal for X and 13 single pulses for Y all occurring at 15Hz centered on the "east" bearing ARB consists of 6 pulse pairs at 24 µs (basically 24 pulses equally spaced at 12 µs) for X and 13 single pulses spaced at 15 µs all occurring at 135Hz centered on the auxiliary peaks except when they would overlap with the MRB signal. Noise, distance reply, and identification can't occur during MRB/ARB events Identity is broadcast every 37.5s +-10% with some equalizing pulses to avoid any bearing error. Long-long-long story short X, Y, X AA, Y AA all have enough differences between them that it's guaranteed that DME will fail cross-mode. The single/double pulse pairing, frequency allocations, and pulse interval are distinct. It looks like bearing info should similarly fail unless the receiver is in the appropriate mode to decode the signal single/double and pulse interval being different. From what I can discern from the document an AG 1X configured airplane won't see anything on channel 1 except an AG X configured host and the same for Y, X A/A, Y A/A and all the combinations which are mismatched. Famously same-mode but mirrored channel operation should work, the common "yardstick" DME between airplanes.

I don't think that's too far off for the -65D IIR video. If you compare it to the H CCD video it's a little more "smudgy" but not by much. If you look at some GW-era D footage it's not super crisp, granted those have been captured on magnetic tape through AVTR so it's not all that bad. Tanks are fuzzy marshmallows. I feel it's pretty darn close.

Here you go: F16 ECM direct OFF-OPERATE.trk

You don't LOAD ALL in the DSMS page, you load in the LOAD page. LOAD ALL simply does all the individual items on the LOAD page. Pressing all the items to load except load all does the same thing as load all. The idea of editing the cartridge contents was never implemented except by the mission editor/planner which is a feature of single player.

You get some yaw stability from forward speed over the helicopter. Right pedal is required when using a lot of collective and not having a lot of airflow. Coming to a hover-halt is exactly that sort of situation. During horizontal flight above ~40mph you're reducing the lift required compared to hover. This is called effective translational lift (ETL). While hovering the air sets up a cyclone going down from the rotor, around, and back through. Hovering requires extra lift as the helicopter is effectively in a downdraft. Qualitatively it is normal for transitioning to a hover to require a distinct increase in collective required as you lose ETL. This increase in collective causes more yaw torque which requires more right pedal to counter. If the particular magnitudes you are experiencing are correct I can't say but it is realistic in principle. One way to make this transition require less collective (and thus less pedal) is to change from ETL to hover while in ground effect. Being near the ground disrupts the circular flow of air around the rotors which makes the collective required less drastically different between >40mph and hover. As collective required is not as different the pedal required making the change will be less drastic too.

It shouldn't work on the ground but it should in the air.

Oh does the unrestricted disregard date restrictions too?

JDAMs, despite the common nickname of "GPS weapon" are more accurately "INS weapon with optional GPS assistance". GPS availability is going to improve JDAM accuracy by a significant amount. This comes from two effects: keeping the host platform INS more accurate so transferred alignment is better and allowing the bomb itself to refine its position midflight. I'm guessing your F-16 was on REDFOR faction which would have either no GPS or reduced-accuracy GPS. The "unrestricted" option would mean that GPS availability isn't restricted based on faction.

It would help to see your SMS page to verify the alignment quality of the JDAM. You want an "A01" alignment quality figure. And yes, CZ but the fact that TGP is slaved directly at the target suggests that's not an issue. Also he did lase during the mark point so that's not an issue. You can simply compare the TGP displayed coordinates (or the mark DED page) against the target actual coordinates. Nor would a targeting error cause a large dispersion. But when testing it's best to eliminate as many extraneous variables as possible. Why include TGP, marks, etc. when testing if a weapon is accurate or not? I just put a waypoint at the target and delivered bombs against the waypoint. No extra sensors, no marks, no cold start, no alignments. From 26,000' M0.9 heart of the LAR delivered 4x GBU-38 rapid fire against the Senaki TACAN antenna. Bomb craters (small) are the impact locations. The last bomb has yet to explode for scale. The TACAN antenna disappeared between the 2nd and 3rd explosions but it was in the middle of the craters shown above. This suggests that under certain conditions 4x JDAM can have very small dispersion, about 3m on average and good accuracy. Why the other bombs were at a higher dispersion and/or lower accuracy would have to be discovered by changing one variable at a time to isolate the cause.

It helps to make a waypoint at the target but you don't have to. The tasking has a location and it's going to be in MGRS format. You then use that location to find the target. You can read a map or just know or plug it into a converter or find the target by luck or make a waypoint. Whatever helps you find the target JTAC is talking about. Almost always I make a waypoint at the given position because it's the simplest way to have a reference. In a simple airplane like a P-51 that doesn't have electronic navigation you could put a mark on the map with a pencil and then try to correlate the map mark to the real world. A JTAC-coordinated attack is a process which may have restrictions. It should be clear what you can and can't do. In general JTAC is going to provide some kind of mark to assist in finding the target. Laser marking/designating is where things get confusing because JTAC can use a laser to mark or it can designate for a laser weapon and DCS kinda just rolls both concepts together as if they're the same thing. If you can self lase and can find the target then you can ignore the JTAC laser or LSS off his laser and then do your own designation. If you don't have a laser and need his designation then pray that the mission has been set up properly that everything can work how it should. It's finicky sometimes. You say "spot" that you see his laser mark and then "in" and it's 50/50 if you get cleared hot or not. I think it helps to be not too close or too far at that moment. F16 JTAC LGB.trk

Collision Antenna Train Angle (CATA) symbol. It shows how to collision intercept a target as long as that intercept angle is +-60 degrees from target bearing (or you'd make target leave radar abilities).

You don't. Every PPx is its own mission. If you want N bombs to come off with one button press then you need N stations currently configured. Dual racks can't be addressed individually in this version of the F-18. E.g. 4 bombs on 2 racks has a maximum mission size of two.