Frederf

The pointing cross shows the seeker angle. A flashing cross indicates marginal track/launch conditions while a solid (not flashing) cross indicates acceptable conditions. That would be the same for all airplanes. I believe the A-10 is backwards to reality, flashing in good conditions and solid in bad conditions.

Simple barometric altimetry is pressure and temperature-dependent. Pressure-height relationship is "squashed" at colder temperatures and so a QNH-calibrated altimeter will read low relative to true height proportional to displacement from the calibrated level. But the F-16 system altitude is more sophisticated than that plus the AGR should make it moot since it's directly measuring CCIP slant. I have seen this effect though.

AA missile selection sequence is 3A 7A 2 8 1 9 which is "inside-out, left-to-right". Since this is called a selection sequence (not priority) I'm assuming that after shooting it picks the next of type in sequence if present (or next after that). New type is selected if zero quantity exists of current type and there exist some amount of another type. E.g. with AIM-120 on 1289 and AIM-9 on 37 and "2" is selected the firing order is: 2 8 1 9 3 7.

Target intercept steering symbol, Collision antenna train angle (CATA). Iron cross shape (USAF). The shape is horizontally positioned to show horizontal steering which results in a course intercept. It is vertically positioned at the same range as the target. No vertical steering is provided. The symbol is not shown when solution is greater than the antenna azimuth limit. Since the symbol only represents a two-dimensional steering solution it stands to reason that rolling without change of the horizontal navigation would have no effect on the CATA position.

ACM slewable is a space-stabilized scan region that is wedge shaped 60 degree wide, 20 degree tall. The pointer shows the center of scan zone in body-referenced azimuth and elevation. The numbers show the altitude top and bottom limits at half the ACM scan range (usually 5nm). There is no real control over locking as it is automatic except if TMS forward is held it will inhibit track in this mode and of course the cursor switch moves the scan zone. There are several issues with the current ACM slewable: Altitude numbers should follow 8mr circle 8mr circle should show scan center in body coordinates Scan zone should be space-stabilized

It looks like the AIM-120 hairy diamond got stuck. I would try to cycle missile type like AIM-120, AIM-9 and back to NAV. Either that or the helmet RWR display. I would try turning that option off in HMCS DED page.

SPI is always place in the real world, as in latitude-longitude-elevation. Wanting to "recage SPI to HUD" is a nonsense idea when viewed this way. Even in situations where it feels like the SPI should be untethered to the Earth like predesignate SP, predesignate DTOS, CCIP, etc. the SPI is actually somwhere in real space, usually at the steerpoint. I understand the motivation though. You want to "initiate a preplanned attack from a visually-designated arbitrary point" IPAFVDAP for a completely made up shorthand. At its heart the F-16 is a strike fighter and locations in preplanned mode are relative to steerpoints. Only visual mode is untethered (ultimately deprived of enough tools even visual will reference steer data for elevation). IPAFVDAP is against its nature. It can be frustrating if that's what you want. Snowplow is an interesting mode because the designated point is the pseudosteerpoint, a temporary steerpoint which has its own temporary deltas. It fullfills the dream of preplanned attack relative to an arbitrary point, but without the visually-designated part. It's awkward to place without fancy helmet integration or even predesignate slewing. Re: DTOS. It absolutely works like you say. What I am not sure is possible is DTOS designate then changing to CCRP. I'm not talking about the CCRP-like behavior of post-designate DTOS but actually switching to full CCRP. Then in actual CCRP using the DTOS designated point as a sort of steerpoint for further refinement. If you could carry over the DTOS designated point into preplanned this would be a method of IPAFVDAP. When marks get sorted out using a mark as a basis for IPAFVDAP is going to be a lot more fluid. A-10 famously has lots of IPAFVDAP abilities. It can use the TDC through HUD or with helmet simply command TGP directly. For ship hunting I can't think of a better method than SP to designate pseudosteerpoint close as you can, slew over ship then transition TGP when close. That's not so bad because you're acquiring target on radar initially. What's hard is correlating a visual acquisition to radar especially with how clunky SP is. My understanding (huge caveat) is SP is an odd duck historically and rarely used and seemingly neglected. Heck the whole graphical radar is rarely used. They use SP for weather radar. I wouldn't be surprised is the average DCS user uses SP more in a week than a real pilot in whole career.

It's in the checklist and I do when things are planned. In the other title it was "it's currently 0838, step is at 0840 for a 0900 takeoff. Expect check backup uniform at step plus two (0842) and victor check five after that (0847). Viper 1-1 ready to commit." "Viper 1-2" "Viper 1-3" "Viper 1-4". In cockpit everyone sets main power, battery, COM1 up, UHF main, channel as SOP (usually default). This happens in a few seconds after entry and then they can continue to prepare knowing they only have to listen to the radio when flight lead speaks. "Viper 1, check in backup uniform" "Viper 1-2" "Viper 1-3" "Viper 1-4". "Viper 1 flight, cleared engine start expect victor check at 47 past the hour." Everyone starts engines and sets COM2 to flight frequency then continues their prep. At time lead says "Flight, victor check" "two" "three" "four." "Flight, push ground standby words weather. Expect taxi at takeoff minus 6." That's when everyone switches to UFC and loads data. They can listen for ATC info as lead calls for weather and clearance. Usually taxi light is silent indication ready to taxi and right before asking ATC for clearance lead asks flight advise ready before asking ground. The benefit of progressing from backup UHF to UFC VHF to UFC UHF is that from just after cockpit entry throughout the flight all members have at least one dependable radio link at all times. If something is wrong you can tell each other as early as possible plus you know your BU stuff works.

1. F-16 has a "single LOS" design which makes pointing the radar and TGP in different places functionally impossible. The three typical sensors which can slew the TD box are: the HUD, FCR, and TGP. When any of these sensors is selected and slewed the other two break track and slave LOS to the master sensor. One is able to freely cycle between these sensors as SOI and the others will immediately break track and slave. The only exception is that TGP waits to break track until you actually slew the other sensor (not just when SOI changes). The TGP is being at the last place it was left before it gets a message to slave. This message to slave is being generated for one frame on sighting point rotary change or cycling master modes or some other major change which causes the system to reevaluate. This should not happen as the message to slave is continuous and automatic. The "TGT" label is the sighting point rotary which lets you cycle through available sighting points. It should not cause anything special to when TGT is the only sighting point in the list because "TGT" to "TGT" is no change at all. As explained above even if "TGT" to "TGT" would count as a change, there would be no noticeable effect as the TGP slaving would be continuous and automatic. Sighting rotary change tells all sensors to break track (slaved and SOI) to prevent slews from being introduced into the system. Notice that if TGP is AREA and sighting point is changed (again, TGT to TGT shouldn't count as a change, but it does right now) TGP is commanded to break track. Notice how it's possible for TGP AREA and FCR SOI and slew to exist simultaneously? Not like that. You can tell where SPI is by looking for the AG SPI mark on the HSD. In your case it should be the SOI'd radar providing SPI. The TGP being left in the dust isn't. 2. Snowplow isn't really something any particular sensor does but the whole airplane. It's mostly based on the radar (even off as range can still be set) with all other sensors forced to that LOS. The "SP" shortcut is accessible on multiple formats but there's only one SP action. This is similar to "CZ" which zeroes out the cursor slews for the whole airplane. The "CZ" shortcut on the FCR/TGT/HSD (HSD on OFP 5+) are just multiple places to trigger that one action. I notice the FCR SP and TGP SP are acting independently which is significantly different than airplanes both older and newer than the DCS one. SP should also blank the sighting point rotary slot at OSB10 or write "SP" in newer OFPs. You can use OAPs with SP but they have to be reselected if on before. VRP/VIP does not allow SP. In SP pre-designate there is no SOI (neither MFD nor HUD). The system awaits a TMS forward press to designate the SP pseudosteerpoint and then moves SOI to the priority display automatically. 3. Yes and no, kinda. In NAV any slewing is slewing the navigation solution while in any preplanned attack mode any slewing is slewing the target designator (well, sighting point but same thing) position. Of course slews in NAV carry over to AG preplanned and vice versa (except SP, mark, IP/RP, fix). Pick a visual only weapon like STRF or rockets and it gets different. Apparently you can make FCR GM in STRF (not sure you should be able to) in which case you are moving nav solution (diamond) which is moving SPI. Specifically about GBU-12 assuming you're in CCRP, yeah no problem seamlessly moving between FCR/TGP/HUD as the SOI. I didn't find any difficulty in the current version. Sadly DTOS is a visual submode which forces AGR and TGP to AGR LOS. Hopefully post-designate DTOS we'll be able to cycle over to CCRP and use the post-designate DTOS point as the basis for CCRP attacks (refining with other sensors as desired). But I'm not sure if that's how that works.

The fast and clean track is appreciated but remember not everyone has DLC terrains which will limit your audience. At 0:30 the major-minor axes of the threat zone are 86nm x 6.7nm 0:45 83x7.4nm 1:00 78x13nm 1:08 86x4.0nm 1:22 19x92nm 1:35 21x5.4nm 2:28 9.1 11nm 2:41 20x3.3nm 2:54 5.1x15nm 3:35 8.8x6.9nm 3:49 12x1.8nm 3 4:01 3.6x9.9 5 4:02 3.5x9.7 4 I feel that <1 second PGM 5 at 4:01 factored into the rolling average causing the 55555354 PGM history. The update frequency is pretty low. I'd expect the HTS/HARM combo to devote more resources to refine the location of the boxed threat instead of once every ~15s. I'm also surprised to see the longitudinal axis not the largest distance so regularly. The uncertainty is not growing strictly smaller. I'd be interested to see of an AxB vs T graph to see how the area changed over time.

The polarity thing is correct. You're telling the missile to look for black spots on a white background or white spots on a black background. The crosshairs change color to reflect what spot color is being looked for. The video itself does not change. Realistically if the crosshairs are black and the tank is white (or vice versa) the missile shouldn't track it. Right now the polarity preference is optional. The missing crosshairs seems to be a graphical issue. The crosshair lines are so skinny that they are getting blurred out of existence, possibly by AA. Try updating graphics drivers, turning off anti-aliasing, or changing other graphics settings to see if you can see the lines again. AGM-65G and K have area track capability which isn't compatible with TGP point automatic handoff. Further the H and K models are CCD and also not compatible with automatic handoff as the TGP must be in an IR mode. (TGP area to MAV area and CCD TGP to CCD MAV may or may not be capabilities in this version). The ABC should align the missile to the TGP LOS first mechanically, then by image comparison which should make tracking the wrong target a rare event. DCS seems to just be doing the mechanical stage which makes wrong target track much more common.

Did you shut down? If the airplane kept running there is no alignment to be done. If you shut down then align just like the first time.

Because someone is always listening. Every EW transmission is more info for the enemy to develop a countermeasure. Plus you might have negative effects on friends.

I'd be open to evidence of exactly any problems manifest with an imbalanced fuel configuration, but I'm not seeing any particular catastrophic problem with it. You can absolutely get TRP FUEL warning but that doesn't mean you can't necessarily extract all the fuel from the system. The warning is there to indicate a potential problem which assumes a normal configuration. Having one system start to run dry internally while the other side still has external fuel could cause a warning even though the situation is not dire. It probably helps to do some manual adjustment with the ENG FEED knob. It's not approved and not done. Not all creativity which is physically possible is within the rules. Can the machine do it? Maybe. Are you allowed to? Absolutely not.

It's a sort of technicality. Notice that EO VIS puts radar in AGR while EO PRE/BORE has radar GM (TGP similar to radar in each). Bore is nice because it's simple and there is no complicated preplanned or visual cueing. Fly the bore cross over the target, put WPN video on target, track, shoot. Your SPI can be over somewhere else if you like. It's not useful that often but it's a nice option especially when life it getting too complicated and you just need to shoot the missile. Missile step is supposed to bounce between the two stations, not all missiles. The "STEP" option on the MFDs cycles through the missiles on a particular launcher. Let's revisit the issue once that's corrected. The capability of the multiple launcher depends on its version (LAU-88/A or LAU-88A/A). The later, better ones had more capability. I haven't gotten the reject handoff, reattempt stuff working reasonably. All the pieces may not yet be in place.

1. EO VIS is a visual mode. EO BORE is a preplanned. The bore cross shouldn't move. Bore is Pre but degraded. Basically only use PRE and VIS. Bore is for when you're in Pre but want to engage Maverick without disturbing your SPI. 2. Bug. 3. It's not all that great. Real life has two stages to prevent most wrong targets. TMS right should reject previous handoff for another attempt. If you can reestablish slave the the next handoff can be attempted. Cycling DGFT switch is a valuable tool to reset Mav system. A failed handoff will stay failed until you do something about it. They're triggered by releasing TMS forward in point track. You'll see the in progress message. 4. No such thing. WPN SOI and manual control is just the non handoff work flow. The only way to command missile to track when WPN not SOI is TGP SOI point tracking and release TMS forward to initiate a handoff. 5. Building. FCR to TGP to WPN. Easy to find, far, doesn't move. Ship is good too.

The pitch switch to either alt or att. The roll swtch to strg. Then for automatic sequencing of steerpoints, you set man to auto on the ICP 4 STPT page. The roll steering is lateral only. The vertical steering is only attitude or altitude hold.

A wish list thread requesting new defaults and a table in the manual of the defaults for each master mode is about the most that can be done. Most likely their defaults are from a pilot or other SME telling them that's how their squadron SOP requires they set their airplanes.

A normally configured F-16 will correctly not display any DL information if there is no other network client providing contact information. For example a mission which only contains a player F-16 and an enemy MiG-29 will not show the MiG as hostile.

The default configuration isn't according to your preference, understandable. Except for the lack of DTC loadable preferences (a significant feature we all desire and anticipate) the airplane is otherwise performing identically to the real airplane in this regard.

When I am cycling through the presets I am using DMS right. It's true that I used the display program format to choose formats for the various slots and that's simply because if I didn't then I'd be cycling through only 1 thing which would be no cycling at all. What you're not understanding is that all the master modes are entirely independent in their 6 slots selections for every master mode. The fact that the different master modes look similar in their six presets is an accident. There are good reasons why real pilots set up their slots more or less the same between master modes but the system itself could not give two craps if you put anything anywhere. Understand that any slot can hold any preset in any position in any master mode. It is complete Lego, Play Dough, Choose Your Own Adventure. The fact the FCR is typically put on the left MFD? Pure habit. Put the FCR in the #2 on the right MFD in AA mode and the #1 slot left MFD in NAV mode and #3 slot right MFD in AG mode. The world is your oyster. In fact, do it in the mission planning room in the squadron building on the mission planning PC, load it onto the solid state memory device data cartridge (DTC), stuff it in your flight bag, walk out to the flight line, climb the ladder into the cockpit, put the DTC into the DTE slot, start the engine, switch to the DTE MFD format, press the LOAD ALL button and watch how everything you programmed into the memory device gets filled into the airplane. Your chaff and flare programs, waypoint positions, and all 30 presets. Now, you may not like the initial configuration of the various master modes, but tough cookies. You don't like it? Change it. I don't particularly like the ED-supplied configuration either but until we get DTC so we can save our preferences and load them before flight we have to change the FM radio presets in the rental car manually every time we rent from Hertz Rent-a-Car. Here's a track showing reconfiguring the main 5 master modes all 30 slots and changing between master modes showing how the six slots in each mode (and which is selected). This should demonstrate how malleable and independent the preset choices are. === As for SMS S-J, technically it is its own master mode. I said there were 30 presets (5 master modes, 6 slots each). That's a lie. There are actually 42 presets as S-J and E-J also have their own six configurable MFD presets. You can't set the S-J or E-J presets in the DTC preferences but you can reconfigure them manually in the cockpit. I'll attach a second track showing that you can configure those different from the other 5 modes as well. You can cycle through the 6 presets in S-J and E-J, but of course there have to be some presets there to cycle through. F16 MFD in SJ EJ.trk F16 MFD reconfig and DMS.trk

The SEMI/AUTO response is up to the MDF. That would be a discussion between you and the EW officer. The only way I see to totally disable chaff response is to turn off the chaff switch on the CMDS panel. Physical countermeasures and jammer share consent for semi/auto operation. EWS is designed to operate as a holistic system with coordination between the chaff and jammer. You can limit it to a single response cycle by use of the bingo chaff setting. It will dispense once and then not again until consent is reissued by CMS aft (in DCS you have to cycle the dispenser switch). I was thinking you could unlink the RWR with the RWR switch but then you wouldn't get any ALQ response (at least not RWR-prompted) plus it doesn't seem to unlink the RWR in DCS anyway. Be aware that CMS aft/right isn't turning the jammer on (emission). You're only giving it permission to radiate if and when it deems appropriate. The ENBL light on the panel just lets you know that the jammer is allowed to radiate but not that it is.

I would think so but who knows. It's also possible there was no E-3 or E-2 or similar network entity which is defining contacts. A single F-16 with enemies will not see friend/foe colors because no one is giving this info.

First check is that MIDS-LVT knob on the rear right console is switched on. If that is on then verify that alignment is satisfactory and system time is correct.

It depends on if it is a FMU-148 or FMU-152 fuze on the bomb. The AIR/GND/GND DLY setting is for informing (-148) or choosing (-152) the type of terminal function set on the fuze. AIR means airburst means DSU-33 which is impossible on the -31v3 because it can't have anything bolted on the front as it is a penetrator warhead. The -31v1 can though. GND means the delay is essentially instant, a few milliseconds. GND DLY is for longer delays, seconds to hours. If memory serves the cutoff time between GND and GND DLY is 1.5 seconds with everything shorter being GND and longer GND DLY. I believe the idea is that the bomb will will have come to a halt after 1.5s. I'm no weaponeer but it makes sense that optimum penetration is probably 180-250ms or so to breach the earthen or concrete part of the bunker and be in the juicy middle space before detonating. Letting the bomb penetrate as much as it can until it comes to a stop could easily have it continue past the interior space and be less destructive. If the bomb was going fast and shallow it could easily have burrowed outside the lateral confines of the target given enough time which could really reduce its effectiveness. Unless you're trying to lay a sort of time delayed mine I don't see the utility in GND DLY. The FMU-148 (or FMU-139 non-hardened target fuze which might be in a -31v1) is set on the ground. It's going to arm and function however it was configured without any pilot control. The most a pilot can do is enable/disable a DSU-33 by pulling/not pulling the arming lanyard on release. The reason for telling the jet the config is for information like frag clearance, fuze time. The FMU-152 is a smart fuze connected by the 1760 bus. When it's connected and communicating it will show up as an extra option to do extra settings. If it's not communicating then the extra option is blanked. From memory we don't have the JPF menu so it should be assumed it's FMU-148 with fixed settings or it's JPF but not complete in implementation which makes seeing/changing those settings similarly impossible.