Frederf

DMS left/right cycles through your three shortcuts for MFD formats, not including blanks. If the current master mode only has one non-blank format then there's nothing to cycle through. I take control of the track and demonstrate how the three sea shells work. DMSright2.trk

Looks like an altimetry error. Steer is below possibly. You can tell a vertical error if it looks "in front" from all directions of approach. Was the atmospheric pressure different than standard? With normal CCIP you're using FCR in AGR, TGP with laser, or PR from DTS which makes the steerpoint elevation irrelevant as the system uses other distance information of higher quality. If the steerpoint was supposed to be on the surface that's a concern separate from CCIP.

I think that's what something is called on the AV-8B. Yes, it's dive toss. Despite the name DTOS has uses beyond dive-toss type deliveries.

HMCS is a HUD extension. All HMCS marks are HUD marks of a sort. All modes with emphasis on all.

You know I could be mixing it up with something else. I will check. Whatever it is it has been the same for F-16s that have it.

In the navigation master mode and in the air-to-ground preplanned modes all mark modes can be used.

With TWS cursor snap to system track antenna elevation is automatic. Without TWS cursor snap to system track antenna elevation is manual. I think if an AIM-120 is in flight that also counts as a "priority target" which will also do automatic elevation. I thought it was bug as well for auto/man antenna control decision but if you cursor snap to a system track (no bug) it'll auto center elevation on that. However if a system track is present and the FCR cursors are not snapped then you have manual antenna elevation (unless an AIM-120 needs to include a particular target).

Direct Targeting Optical Sight. Dive toss. It's really, really, really similar to "EO VIS" mode of the Maverick. I would say that EO VIS is really "DTOS for Maverick" but same difference. If you've ever used the TDC in the A-10C and then attacked CCRP, similar to that too but more streamlined. There's a box that starts on the FPM, you can slew it first, designate it on the ground with TMS forward or weapon release, can slew it on the ground after if you want, and it's CCRP type aiming through the rest of the attack. In the visual/preplanned split it counts as visual (FCR will be AGR). It can be handy to toss with, especially CBUs but it's just a sort of "visually-designated CCRP". CCIP can do that too with the delay cue stuff but you'd have to fly the pipper on where with DTOS you have a bit more flexibility putting the box places with the cursor switch.

You change the steerpoint in the normal way. If you shortcut to steer 26 by MSEL that's the exact same as increment or type in 26. To go to another number you increment or type in a different number. E.g. to go from 26 to 6 press ICP4 6 ENT or decrement rocker 20 times.

I'd rather the simulation be remedied.

Tanker on 1X acts as: B+R on 1X T/R None on 1X A/A TR None on 1Y TR None on 1Y A/A TR Tanker on 1Y acts as: None on 1X T/R B on 1X A/A TR B+R on 1Y T/R B on 1Y A/A TR Whether "bearing" checkbox is ticked does not change the above. Underlined are the intended modes to use with the tanker setting (should be B+R). Functionality with non-underlined modes unknown if expected.

That's a bug. When mark mode is on all other operations (like CCRP) cease. It should transition into mark mode on the ICP 7 press without having to SEQ back around to HUD again. You're in CCRP -> You press ICP7 -> CCRP symbology is erased. BigNewy, it's perfectly possible to HUD MARK (or HMCS mark) while in CCRP. That may not be the fastest thing if you just want weapons on target without using a markpoint but if a pilot wants to make a markpoint he can do so from CCRP just fine.

That's how the real airplane works. In PLS/TCN the HSI CDI belongs to the ILS and the HSI bearing pointer and HSI range readout belong to the TACAN. The HSI is pulling "split" duty with some parts for ILS and other parts for TACAN. The CRS field on the T-ILS DED page is for ILS localizer course (HUD) only. The CRS knob on the HSI is for all HSI display purposes. There are two totally different and completely independent CRS values in the airplane. You can type in the CRS field of the T-ILS page at any time even if ILS is not in use. Of course it has no effect on the HSI because it isn't for the HSI. The "M" HSI button does not have anything to do with backup TACAN. To get backup TACAN you set the C&I knob to backup and it will say "BACKUP" on the T-ILS page regarding TACAN. You can't actually use backup TACAN in this particular F-16 variant so the display is a lie. If you are specific about what behavior you expect under particular conditions or what you want to accomplish I can explain what actions to do and what to look for.

In the APG-68 that I know of there is only search and B-scan FTT. In newer APG-66 (and maybe -68v5 I don't know) they inserted a sort of middle PPI FTT that memorizes the search imagery but keeps it in PPI. Mind you the radar is still radiating but only around the tracked discrete so imagery around it is just a saved snapshot from when track was started. From PPI FTT you can TMS forward again and go to the B-scan FTT which is blank screen, B scope, and the radar track the discrete return. TMS aft from either scan mode would return to search. Be aware that either FTT is looking for a discrete return (aka a bright dot) and will fail if designation happens away from a trackable object. FTT diamond means a solid track on a thing like a building. I think devs got confused that PPI FTT "freezes the display" means the radar enters freeze mode which is something quite different. The value in FTT is that it's constantly checking the edges of the discrete and refining the track kinda like a Maverick in centroid tracking a tank optically. Cursors-in-search kinda just puts the cursors over the rasterized picture. From what I've heard real F-16 pilots overwhelmingly prefer to put the cursor over the target in search and not enter FTT in most situations. What I don't know is what happens when your "FTT" target moves. The F stands for fixed but moving stuff (e.g. a ship) can show up in GM/SEA just as well as buildings. You FTT a parked tank and then it starts moving; what happens? Right now in DCS it'll show that tracking diamond but the object that track represents can drive out from under the diamond which isn't right. Either the track follows the mover or the diamond changes to a square (coast) and/or breaks track back to search.

"TMS up to create a SPI" This is wrong thinking. SPI was at radar cursors the same as before or after designation. Since there is no actual FTT implemented yet it's of no use to designate the GM/SEA radar modes. Just slew the cursors over the target and use that. Don't TMS forward in most cases. It's unnecessary in most situation and can only cause problems.

When in PLS/TCN the CDI/ADI vertical bar/HUD vertical bar show the localizer position and not TACAN course. Naturally in TCN HSI mode then the CDI will be by the TACAN course which has that small offset. Only the bearing needle and range are to the TACAN in PLS/TCN (or INS in PLS/NAV). By the time the difference between TCN course and ILS loc (in terms of CDI) matters, you should already be referencing ILS. When you're flying a documented ILS procedure (and not just making it up) it's clear what is supposed to happen when, what's the reference, and what values to use. The declination in Syria in about 6° east (+6°). You can think of it as the true heading of 360° magnetic. So when you're X magnetic you're X+6 true. That's why you subtract 6 from true to get magnetic with variation is east.

There is some confusion here. RWY07 ILS for Kobuleti is on 111.5, not 108.1 as shown on the video. Simply dialing up 67X for KBL TACAN doesn't do anything regarding ILS. In navtrack.trk you get the right frequency for ILS but you're way too high (CRS should be 064 but this only affects the 45 intercept). The system requires that you intercept the GS from below. It will never "trigger" and give vertical guidance if you're above. The vertical steering will enable +-1 dot GS and be marked invalid (X) until you get into 1 to 0 dot low. TACAN is independent from ILS. The "PLS/TCN" is an HSI mode which uses the CDI for localizer position and the bearing needle and range readout for TACAN. The alternative is PLS/NAV in which the bearing and range are to INS steerpoint. Unless you care about the HSI bearing pointer and range readout the function of PLS/TCN and PLS/NAV are identical. There is no B/U control over TACAN. On older non-MIDS airplanes the IFF panel would have the BU TACAN controls but it doesn't look like there is a provision for TACAN operation when C&I is BU. The older planes also called the UFC/BU knob CNI and not C&I. The N stood for Navigation which is missing in the newer airplanes thus the name change. F16 ILS 07 KBL.trk

EO VIS box should go through stages. HUD SOI pre designate, HUD SOI post designate, WPN SOI. It should go both ways A->B->C, C->B->A. I think if you skip the WPN SOI TMS aft and HUD SOI and TMS aft to reject box it should go back to pre designate straight away.

LAU-88 was withdrawn from service prior to 2000. It's gotta be LAU-88A in DCS. Besides, you can dual launch in DCS. It's just oddly limited because some of the EO modes are goofy. E.g. in EO VIS resets the target box back to FPM every time you change stations (missiles currently).

Doppler is used, sometimes, as a filter with Doppler radars to reject certain radial velocities. The primary filter is to remove ground returns which are at a certain frequency shift from the emitted. For the ground this is the speed of the ground coming at the "stationary" airplane (motion being relative). For this filter following a target at 300 knots at 300 knots is fine because it wouldn't be filtering out returns at zero relative. The filter would be removing 300 knot closure frequencies, aka the ground, not 0 knot relative. It's not like a PD radar needs the Doppler effect to see returns. A return of no Doppler effect is just as visible as any other. It's simply extra information to which it can apply a filter. The choice of if and where to place any filters is arbitrary. But there are other filters, side lobes, maybe some zero relative factors. A lot of filters aren't binary yes/no but are extra thresholds which can have sufficient SNR to work through. Some radar modes (uplook) skip certain filters as not needed. I think ACM BORE tests various range gates in a rolling "inside out" pattern to look through particular chunks of range. E.g. a target 1000' away even if lookdown can safely ignore all ground returns by simple time domain.

No such thing as a "TGP TD box", only TD box. Sensor LOSs themselves are invisible on the HUD/HMCS. If the TGP is defining A-G TD box position then you'll see that. May vary by OFP: Ownship BE only present in A-A FCR and HSD, not A-G FCR or A-G TGP or A-G WPN. HSD BE symbol requires FCR A-A mode (?). Yes, SAM azimuth limits are the lower of the dynamic requirement and the pilot "A" setting. Full azimuth is possible in permissive conditions. Yes, spotlight in TWS (except EXP). Note different from APG-66. RWS contacts are positioned in geographic space. E.g. like flying at a static ground point.

I have a lot of info on EIA requirements and process and I assume they do too. There is plenty of info available to make a very passable modeling of status <10. I think that's true of the real airplane (degraded flag prevents RER, CEP but otherwise fully functional). However, If you do an alignment without any coordinate confirms the airplane does not work normally in DCS. Try it without confirm and notice how the HSI distance to steerpoint has a flag over it. With confirm the HSI flag is not present on NAV. The sys alt in DCS seems solely controlled by the Kollsman knob and is always the servo CADC baro altitude value. Typing it in is a no go. The real documentation is quite clear that S ALT is entered via ICP/DED at least at the alignment stage. Interestingly there is a warning to not enter sys alt during FLCS BIT (makes sense, BIT is tricking airplane to think it's flying in test conditions). However MMC sys alt is directly stated as a CADC output mixed with INS vertical rate data. It can be calibrated (read: offset) from that but it is essentially that. From what I gather it's a semi-complicated filter (probably Kalman type) that takes its data from several sources with weighting biases based on confidences, rejection thresholds, and the like. The ACAL page ALT DELTA value I think represents the total delta between the CADC alt and the SYS ALT. Aligning with a huge difference would cement in a large delta at least until the nav filter had some data and time to whittle it back down to reasonable. With GPS HIGH it should be under 300' from truth in a few minutes. Notably the DED NAV page has SYS ACCUR blank even after a full INS alignment without GPS. The values for SYS and GPS fill in HIGH after several seconds post flipping on the GPS switch. It should be possible to have SYS HIGH with GPS off. One is able to set the master nav filter mode from AUTO to INS. I ran the master nav filter for 20 minutes (in AUTO) with GPS HIGH and it never fixed the 2700' alignment error I had aligned to which it should have. The filter should adjust position when EHE/EVE exceed 300' if everything is running normally. Interestingly I ran the simulation at 1x0 for 4 hours and the 2700' error was filtered down to 2600' and then 2500'. So the filter is there, it's just acting very, very slowly. All in all F-16 altimetery is a bit complicated and just like the A-10C it has a simple but arguably sufficient implementation at least right now. To fully recreate these machines down to the rivet it would take a billion dollar development budget probably.

I've noticed the missile doesn't slave all the time when it should. Cycle dogfight switch and it will return to slave as expected.

The Kohlsman setting is sent to CADC for calculation purposes. CADC does its calcs and sends back a value for the servo instrument to display in elec mode. Naturally in pneu the system is entirely mechanical and doesn't benefit from CADC calcs. Notice in A-10C the altimeter auto changes from pneu to elec. I don't know if the same thing happens on F-16 but it doesn't in DCS. I can check the CL as it might be subtle like "altimeter set" or if it should auto that would explain. SALT or system altitude is different from CADC altitude. They are related but not interchangeable. You should be able to set Sys alt at least during alignment. Adjusting it after that would normally be through ACAL which isn't modelled. I don't know if you should be able to direct edit sys alt outside of align.

In real life you can with all EO modes and all launchers. One problem is DCS is using missile step to step through all the missiles, not the stations.