Frederf

Nope. When TGP is the SPI source the SPI follows the TGP wherever it goes. SPI is updated many, many times per second. Where the TGP happened to be pointed at the moment the sensor was elevated isn't special or recorded. You slave all to SPI, every other sensor is going to slave to where the TGP is right now. The TGP isn't going to do anything because it's not going to slave to itself. Now sometimes a sensor will go invalid and the SPI source will change automatically back to STPT. Certain sensors can't remain SPI source if their point is invalid.

Correct language helps understanding. TMS forward long "designates the currently selected sensor as the SPI generator". The P in SPI means point. Points can only come from sensors. What TMS forward long does is pick which sensor is "of interest" (the i in SPI). Every sensor has a point that could be "of interest" all at the same time. What the pilot is picking which sensor out of all the choices gets to make that sensor's point the SPI. The SPI always exists somewhere (rare exception) like a physical copper-and-zinc penny. The penny isn't brought into existence, duplicated, or destroyed. There's one penny and it gets moved around based on the desires of different masters. Some language is formed in a way that seems like they are saying "I create the penny here." But you're not creating the penny. You're saying the penny is to be placed by X sensor. And it is the sensor which tells the penny to move out according to that sensor's info. It's indirect. The pilot picks the sensor and the sensor (not the pilot) directs the SPI. That's why we say "TGP as SPI". The sensor as (or is) the source of the point. But the TGP isn't SPI, it can't be. TGP is a sensor and SPI is a point. How can a sensor be a point? --- SOI is sensor of interest which can be simply stated as "selected." SOI and SPI have almost nothing to do with each other. SOI is just which sensor the controls (cursor, TMS, etc.) are controlling. There isn't enough room in the airplane to make a duplicate set of controls for every sensor. Instead there is one set of controls and it's shared by all the sensors. Which one sensor the controls act on is chosen by SOI selection. The processing of picking which sensor is the SPI generator happens to be that that sensor is selected and then a universal designate-this-sensor-as-SPI-generator. But apart from that SOI and SPI are separate concepts. You can make sensor X the SPI source and sensor Y is SOI and they are separate concepts, ya know except that the designation process designates based on SOI but after that SOI can be anything. --- Now people abbreviate the concept all the time but new pilots may get misled by those abbreviations above. As evidenced above, "Oh it's not just setting a point, it's setting the sensor which forever determines the point."

It helps to think of CMS as consent control. Down gives consent and right removes. Manual programs are best used for situations which are not reactive based on RWR info like pop up AG attacks or AA engagements involving non-radar threats. Semi is supposed to require consent on a per-engagement basis for chaff. E.g. you need to be under threat first, VMU prompts counter, pilot gives consent, dispenser cycles the response program as long as engagement continues. Next engagement, new counter prompt, consent required again. Auto is different. Consent is given once, either in response to vmu prompt or not and consent remains given until recinded. Jammer (I think) is slightly different in that when consent is given in either semi/auto it doesn't matter if under threat or not or how engagements start and stop. Consent given, ENBL light comes on, jammer has permission to emit when it feels it needs to. Consent removed, ENBL light goes out, emission not allowed.

CMS aft gives consent to EWS. This includes both CMDS and jammer simultaneously.

Pay attention to the latter above the station number on the WPN format. S means slave, T I don't know, C is handoff complete, I in progressive. Yes a lot of failed handoffs are "T" which has to be corrected back to "S" before handing off. As far as I'm aware TGP has to be in IIR and missile has to be IIR type too and correct polarity because the image matching part of handoff needs to compare IIR images.

Magnetic v. true heading. Tonapa runway isn't 157, it's 144. I mean it's both, but in a magnetic-scheme airplane with magnetic-scheme published approaches it's the other one. The editor is in ruler direction which means not so much magnetically. Expect a 12-14° offset between the two systems depending on the date and where you are on the terrain.

TMS forward commands scan which can self-track from a scan pattern around boresight but isn't uncaged. Genuine uncage is china hat forward (short) which will self-track if it comes across a valid signature or it can wander away to the sun. Most of the time you want the scan pattern (and changing the home position of the boresight changes the circle) as true uncaged that wasn't due to threshold triggering isn't so great 99% of the time. The manual actually says TMS forward the first time doesn't engage the scan, simply enables slewing, and the second TMS forward initiates the scan. I'm not sure if that's actually the case.

You don't understand. If the option is part of server difficulty then when I turn it off and server says "no, it's on" then server will force it on.

I was unaware that the debug message was changed to be a special option. Regardless, it shouldn't be enabled by default. Will a multiplayer server enforce the debug message on? I know that was a problem with the MiG-21bis unrealistic pipper special option.

The fuselage lights are mounted on the fuselage and illuminate the tail. They are named for where they're mounted, not what they light up. The red/green/white position lights are mounted on the wing, tail, and intake sides and are labeled "wing/tail".

TGP remembers its state separately for master modes so when you change modes the TGP can also change automatically.

The easiest and most direct form of bombing is CCIP. It shows what will happen if you release right now. If the future impact point is inside the HUD display then you will see the symbols. I think you should practice this until it seems normal. CCRP is more complex because you have to designate a location with a sensor first and then line up and fly through the solution. Probably the easiest sensor to practice with is the "DTS" of the visual box on the HUD. With slew switch you can move box and then it can stick to the ground. With HUD SOI (SOI just means selected, if * is seen on HUD). Then TMS up pressed for a second will mean SPI (SPI just means important point) is set according to DTS. You can tell when it says "DTS" in bottom corner of HUD instead of "STPT". Of course this is many steps and needs the skill to change which sensor is selected and how to tell system that selected sensor is the one which is providing important point (SPI). Paying attention to the word in the bottom-left corner of HUD is important to understand this. With CCRP and DTS as target you can practice CCRP bombing the most simply. Later you can figure out how to use other sensors to set important point. I think one very important tool for practicing is "freeze" command. It is like pause but you can still change the airplane but it is not moving through the sky. This makes stressful skills relaxed because you can take all the time you need.

There was a requirement for capabilities for attack and fighter jobs and it was expected that they would be satisfied by four separate airframes, i.e. A-16, F-16, A-18, and F-18. Three times an A-16 or F/A-16 was attempted. The first were a couple block 15s modified as prototype which would have been block 60 in production. It would have a 30mm external gun pod with a GAU-31 in it. Later there was another attempt to make a genuine block 30-based F/A-16 but they went with Block 40s instead. Lastly there we 24 genuine F/A-16A/B and a further 7 more F-16C and a B given equipment to make modernized versions but they never got the official designation. The F-16 did most of the "A job" requirements but not all of them. I think the "A job" had to have a gun like the A-10 had because all the attempts had a 30mm weapon. The airplane which trialed the "A job" and "F job" for the Navy actually satisfied both requirements with the same airplane and was both the F-18 and the A-18, thus F/A-18. The A-16 or F/A-16 or similar had all sorts of interesting features: cockpit armor a la A-10, Falcon Eye optical sensor on the nose similar to the MiG-29 IRST, Pave Claw 30mm center gun pod, Pave Penny, 7.62mm under wing gun pods, and related modifications.

There are 7 actions associated with this switch by default: ANTI-SKID Switch - OFF acting on AntiSkidSw_EXT with down = -1 ANTI-SKID Switch - ANTI-SKID acting on AntiSkidSw_EXT with down = 0 ANTI-SKID Switch - PARKING BRAKE acting on AntiSkidSw_EXT with down = 1 & up = 0 ANTI-SKID Switch - Up acting on ParkingSw with down = 1 & up = 0 ANTI-SKID Switch - Down acting on AntiSkidSw with down = -1 ANTI-SKID Switch (special) - OFF/ANTI-SKID acting on AntiSkidSw with down = -1 & up = 0 ANTI-SKID Switch (special) - PARKING BRAKE/ANTI-SKID acting on AntiSkidSw with down = 1 & up = 0 It's not immediately obvious what behavior is even desirable out of a non-solenoid computer input device to interact with this simulated switch. No matter what you do the physical input device state and the simulated switch cannot be in perfect sync. Either the switch is holding a position that would normally flop off or moving a switch off doesn't cause it to be pulled off the solenoid. Personally I would make it so the switch will flop off even if the input device remains active as simulating the pilot holding a switch against a spring indefinitely is a little silly. There should be some combination of actions will produce the desired behavior even if exact simulation is fundamentally impossible (unless your joystick has a solenoid in it and you're exporting sim data). Right now that doesn't seem possible. If the switch is being held up by solenoid there is no number acting on any device which moves the switch to center, at least none of the 7 actions above. Well that's not exactly true -1 acting on AntiSkidSw does it but it will also move the switch from center to down.

Applying throttle kicks off PB as it's a solenoid held switch. It's impossible for the switch to remain in PB when the plane is off.

With MK-82s the bomber settles on 21749' attacking a 423' elevation target. This is exactly 6500m. Same with CBUs and I assume MK-84s. Be aware that the "altitude above" option is altitude above target elevation so if you want a steady bomb from cruising altitude you want to subtract target elevation from "altitude above" option. ALCM didn't deviate from altitude delivering noticeably. I've had success with "altitude above" option keeping bomber above this vertical distance relative to target elevation. I haven't seen them dip as low as you say. Test B-52 Bomb.miz

It's not going to make a big difference. Pilots have been known to feel a little disoriented when the pod and screen are on different sides of the plane (at least A-10, F-16 is practically central). In a good LGB attack the little situational awareness dot shows the pod pointing almost straight down. The point of the lean away is mostly to avoid the podium effect where the bomb and laser spot are on different sides of a tall object and bomb loses sight. It's also nice to be a little harder of a target and to not require the TGP head to do the super dramatic motion when flying directly over. If you're reaching limits post release try a little later initiation of the turn and/or less AOB.

Auto sequencing is disabled in AG.

The SUU-25 is the submunition dispenser. It's the thing which holds the flares and dispenses them. They come out of the back, propelled by a charge but just enough to get them to come out. It's a bundle of four tubes in a cylindrical casing. Flares, two to a tube, are loaded into the holes. LUU-1 marking flares, LUU-2 illumination flares, LUU-19 infrared illumination flares, or even sonobouys can be deployed from the 5 inch tubes. In a lot of ways it acts as a very-low powered backward-facing rocket launcher but just as convincing one could describe it as a bomb device like a CBU-1/A. The discussion is somewhat academic. It is a specialized device dispenser.

Normally 20 AOB. You might have a bit too much turn rate. Ideally your TGP is pointing straight down to the belly of the A/C at impact.

It works but with some odd behavior that makes it difficult. Make sure you're using AGM-65D/G. It won't work in H/K. It absolutely will work if done exactly right.

You gotta calibrate the LOSs between that launchers and TGP. Point track an object with TGP and missile manually and press the "BSGT" button on the WPN format to save the calibration. Repeat for all stations with missiles. Hot start airplanes simulate that the pilot has already done this for you before you took control.

MPRF and HPRM are medium and high pulse repetition frequency. The AIM-120 uses sometimes "husky" = H = HPRF in certain geometries to extend its seeker range, especially head on. Thus in an engagement the missile transitions though different phases of guidance, first command then HPRF seeking then MPRF terminal. In all cases command guidance is filtered in as a source of information even as the seeker has its own track. A missile supported only to HPRF is not as high Pk as one supported to MPRF and both are inferior to support to impact. "Husky" is the radio proword related to HPRF guidance initiation like "pitbull" is to MPRF (or simply autonomous if no distinction). The letter on the HUD has an A for autonomous which can come before M for MPRF along with the T and L for TTI and lose.

I didn't look. Certainly in that picture the heading is left of destination, track is right of destination and GCSC tic shows a correction to the left which suggests tic is track-based and not heading-based.

Ah I missed that third item. LWST, warning generic message, and the LG warning horn. Let's see conditions: LGWH 190 kts PA10 VV 250 TO/LDG CONFIG same plus TEF LWST AOA 15 in landing or speed/pitch according to graph flight I assume the LGWH plays overlapped with any warning-warning being 1.5s delayed. I guess you could get config warning but not horn if flaps were weird. I was confusing LGWH with LWST.