Frederf

Missile is always shot against "bugged" target. If track has a circle around it then it is bugged. It is not strictly necessary for anything else. For non STT launch you can be in either RWS or TMS with bug (but not STT). RWS search is RWS without any bugged target. When there is a bug circle mark then you are in some kind of SAM (MAN, AUTO, two target) or some kind of target track (STT, DTT). In a simple case RWS search then designate on a contact gives RWS SAM and then designate again on this track gives STT. Pilots call SAM "soft lock" and STT "hard lock". TWS doesn't have a SAM type mode. There is TWS is nothing bugged or TWS with something bugged. It is possible to go into STT with TWS by designating a TWS bug again. Also TWS has two kinds of tracks where TMS up can be used to elevate from radar tracks to system tracks. In this way it may be needed to press TMS forward three times to STT in TWS. To launch AIM-120 at multiple targets simply bug one, shoot, and move bug to another target and shoot again. The radar will keep the missile target active while you change bugs. It is possible to simultaneously guide 6 missiles against 6 targets using TWS.

Works well for me. Make sure the cover is open as this is required for the button to be pressed by either keyboard or joystick. If you are using a joystick emulation software to press RShift + RCtl + D be aware that it is possible the order of keys pressed and released can matter. Please check with human finger keyboard input first.

I can

I don't understand. Here's a track of a CCRP release of a CBU-87 and a GBU-12 without issue. F16 G12 C87 CCRP release.trk

Don't use TrackIR or VR for a track and it will be a lot smaller. Head tracking data is big. EDIT: Guessing the track is big because it contains some big picture files from the mission in the file. I made new 'lite' IA Takeoff mission without the files so it will be smaller. EDIT: Testing out your scenario Stoneburner server, overwrite 1 to N43 06.278' E040 34.534' Elevation 69. Scenario 2, instant action Takeoff same procedure From what I saw I entered those coords into steer 1 while steer 1 selected and not everything pointed properly to the new destination. I had to cycle off and back on to get the value to update. In the IA Takeoff mission, entered new stpt 1 while stpt 1 selected. Diamond correct in HUD. HSD location is correct. GCSC is wrong. Distance to destination wrong. Cycle off and back on steerpoint, everything fixed. New test, IA Takeoff, shut down airplane then fresh start with norm align... same problem. If I use the DEST page to set STPT 1 as given while STPT 2 is current and then change from 2 to 1... no problem F16 change stpt 1 while 1 selected.trk F16 change stpt 1 while 2 selected.trk

Weapons are classified as loftable or non-loftable. Most are loftable. Things like high drag bombs aren't. Most others are including PWII. Nothing about the REL ANG is gunna change the bomb coming off. They did change PWII to 5 mil constraint instead of 3/9 which is wrong so you have to hit it exact.

It says the STPT diamond is visible through HMCS during CCIP. My best estimate is that also means it is displayed with the limit-X when it's beyond the HMCS FOV.

System works on a consent basis. CMS gives/takes away permission for both the dispenser and jammer. If you never press CMS aft then neither countermeasure nor jammer will ever function regardless of CMDS mode knob, even auto will not do anything. You'll also lose auto dispense permission and ECM permission when RF switch leaves norm which requires a fresh CMS aft to give again. You can give permission at any time and it will be remembered so you can CMS aft, then CMDS AUTO, and auto dispense is already present.

To use ILS: Ensure AUDIO2 > ILS volume knob is not at the minimum (off) position T-ILS DED page > ILS frequency enter digits and ENTR T-ILS DED page > Position asterisks with DCS to line five, enter localizer inbound course digits and ENTR Set HSI CRS knob to localizer inbound course if desired for normal HSI indication Set HSI mode with 'M' button to PLS/TACAN or PLS/NAV to enable ILS indications The CRS knob on the HSI affects only the HSI. The CRS setting on the T-ILS DED page affects only the ILS steering cue commands and heading tape wind caret. Normally HSI CRS and ILS CRS are set the same when using ILS but you don't have to. Part of ILS procedure may use HSI for other things like TACAN course. Setting HSI course knob will not change the HUD display. Example of where to find ILS frequency (green) and localizer inbound course (red) looking at an ILS approach chart

This is an incorrect assumption. FLCS laws do not protect against overstress. They only protect against departure from controlled flight.

That isn't the HAD threat table. That's the HARM threat table.

Are you talking about the REL ANG one the CNTL page? That will only change the toss anticipation cue circle.

More or less or in situations where target location is not well known but relative position is. Soldier says "we're in the valley, grid 123987, target is 500' east of the radio tower". There's no precision point to target initially but coords are good enough to get TD box/OAP in the area. Then slew OAP over radio tower and TD box will be over their target.

It's not and it has changed. OAPs are fixed relationships between sensor point and steerpoint (target). The idea is that you know a fixed relationship like there is a metal tower 1000' to the east of the target. You enter 090.0°/1000FT for OAP and then put the OAP triangle over the metal tower which can be visually through HUD, by TGP, or by FCR track. Once OAP symbol is over the metal tower then you know TD box will be over target 1000' to the west. This is good when target is hard to see with eyes or radar but there is a known offset to a distinct object nearby. The only way the bearing/range values change is DED/ICP entry by the pilot or DTC load only. Slewing, CZ, etc. don't erase or alter this relationship. If you CZ then steerpoint goes back to where it started and OAP goes back to original location plus the entered offset bearing/distance. They'll get it right with some changes.

SA-15 is in CLASS 1. That's all I have so far.

PWIII should generally be lased the entire time. PWIII has the ability to fly an efficient path not direct to laser and to reacquire an interrupted laser.

There might be some state machine limiting LMC displacements in range. What I'm saying is the idea that the missile could even contribute to any sort of range data in the first place (even if wanted) might be ridiculous itself.

ASC inside ASEC with ASC not X'd shows valid launch but target may maneuver to defeat the shot pretty much at any time. Even at maximum ASEC size it's still assuming no target maneuver before end game (but good end game criteria). Only with flashing ASEC will have good probability against an immediate post-launch maneuvering target. Of course the maneuver is assumed. If the target jumps to light speed then the assumption is wrong and missile may miss.

The A-10 uses altimeter in a specific way to calibrate the computer's knowledge of ownship altitude. It takes a "snapshot" during the takeoff roll when wheel speed is I think passing 50 knots and uses this for calibration purposes plus at some other times. You can't just set A-10 altimeter to anything without risk of screwing up the computer system's idea of altitude. It's not a simple crop duster.

Most laser rangefinders use specific parts of the return, first return, last return, average, etc. and some like M1 Abrams can choose which return to take. The laser spot isn't small enough that it hits the missile and only the missile.

Can you upload a track? It is about the only way to understand what is the problem.

They still in. The Matra Durandal has a few versions. The USAF version can do 630 KCAS but the old one was limited 550 (600?) KCAS. Also the older (original) fired at a ~30° angle while the later USAF version fired at a steeper angle. The original had a lower 200 foot height minimum. There are two warheads a primary and secondary at 100kg and 15kg respectively. The -109 sequence is: arming wire extraction, R1500 delay element, R350 delay, R2200 delay, rocket motor, impact, warhead detonation. Since the delay element time is about 77~86% of the "R" number I'm guessing the R1500 is about 1222ms. Arming is enabled after two of the delays so about 2000ms which is then followed by the extra swing down delay of 1700ms. I assume the Mirage F1 uses a non-BLU-109 design so they might be slightly different but the difference might just be the higher speed parachute and final swing delay to achieve the steeper angle. Serial production 1977, 1983 initial USAF order, 1986 programmable secondary fuze offering (hours delay), 2005 production halted. Anyway a grazing penetration produces the best runway-destroying effects as it heaves a larger area of runway surface. They aren't designed to make easily-filled circular bomb crater holes. They are designed to screw up a lot of pavement and make repair difficult. As long as they are rocket firing and hitting the ground at 30 degree from the horizontal down to 200ish feet that should be considered good.

Yeah, not how this works at all. OAP and TGT are a fixed relationship. Slewing one slews them all by the same amount. CZ is collapsing OAP-TGT distance to zero which shouldn't happen. CZ disappears from FCR/TGP page when OAP is sighting point which shouldn't happen. OA2 is in rotary when it's RNG is 0 FT which shouldn't happen. Only RNG > 0 should be in sighting rotary.

Best you could do is go into the SMS INV and lie to the system that nothing is there (like A-10C) but we don't have that and it's not a good idea anyway. Normal operation is the airplane picks for you in a set priority order.

I have the actual specs somewhere. The worst case is low and fast which I remember as 250ft, 620 KCAS. There is a min speed based on arming mech and a too high height. Arming time is as near as I could reverse engineer 1.2 sec. Having the rockets swing vertical is a concern.