Frederf
-
Posts
7593 -
Joined
-
Last visited
-
Days Won
3
Content Type
Profiles
Forums
Events
Posts posted by Frederf
-
-
Usually takeoff performance charts are designed that if you rotate at a certain rate at a certain speed you will arrive at the liftoff attitude at the liftoff speed. Prolonged rolling in the liftoff attitude is a sign that the procedure is designed wrong for the airplane.
Liftoff is caused by lift which is a function of two variables, attitude and speed. A good liftoff is positive, meaning that the airplane spends very little time near the regime where lift = weight. All sorts of nasty things can happen when lift = weight. The best way to have a good liftoff is to build up lift < weight quickly and this is done by attacking attitude and speed simultaneously. You don't want to fly at the liftoff attitude and accelerate through liftoff speed and you don't want to achieve liftoff speed and then adopt the liftoff attitude. The first one only slowly builds lift and the second one means having to throttle back. If pitch angle and speed are both increasing together you get a good takeoff.
-
1
-
-
I don't know what the civil term is for it but V1 is decision, Vr is rotate, something is liftoff, V2 is single engine safe speed. I don't have the -1-1 to calculate but usually you go through the charts to find liftoff speed and then rotation will be a few knots before that (e.g. 10) which is calculated that at a normal rotation rate you'll end up at liftoff speed when you hit liftoff attitude and you'll do those X knots of acceleration during that time. Example liftoff calculated 150 knots, rotate at 3dps at 140 knots to 12 degrees. Those four seconds will have the airplane accelerating from 140 to 150 knots.
A-10 definitely requires deliberate back pull, not as much as MiG-21 but doesn't take itself off like F-5 or F-18. But you should be careful thinking that it takes excess back pressure if you aren't doing the rotation and liftoff at the proper book speeds (and we don't have those I think).
Actually I do have the A-10A-1-1 and it says for 7deg flaps at 40,000lbs takeoff (liftoff) speed is 136 KIAS and rotation should be "approximately 10 knots less". The C figures should be similar. The flaps are different in the C though (10 for mvr). And maybe the engines are different and balance and blah blah but you get the idea. For completeness the same takeoff with 0 deg flaps is 141 KIAS. You could set up a DCS A-10 at 40,000 lbs and zero flaps and try a takeoff at 131 KIAS rotate 141 KIAS liftoff and see if the feeling is the same.
-
1
-
-
Yeah, designating waypoint as target is a target designation the same as TGP or radar. Any target designation will immediately and continuously overwrite TOO JDAM.
You don't have to undesignate so much. If you have weapons 1 2 3 4 and locations A B C D then you designate A, pick 1 and immediately 1 is has A written as it's target. You advance to 2 which immediately has A written as its target which is OK you just set B as designated target and it overwrites. Repeat until weapon 4 is set. The one thing you have to be careful of is undesignating before cycling back to weapon 1 or you'll immediately overwrite it if a designation is active. It's then possible to QTY4 release with one button push all four weapons on four targets. That only works if those weapons have their own stations so they can all share the same mission (that's what TOO1 is, a "mission").
If you are sharing weapons on stations then it's slightly more indirect. You setup weapons 1 and 2 as TOO1 for each station for locations A and B respectively. Then making sure to undesignate, set those two stations TOO2 to locations C and D. When it comes time to release, making sure there is no active designation you can QTY2 release TOO1 and then TOO2. In this case TOO1 is one mission of two bombs and TOO2 is a second mission of two bombs. Two missions requires two button presses minimum.
-
Perfectly normal. What sensor the cursor moves depends on which one is selected. Everything else following is how the airplane is designed so it is expected for missile to follow the radar or TGP.
-
1
-
-
I got RP2 to work with two missiles (LAU-117) in PRE and VIS but not BORE. Something about BORE causes simultaneous track (and thus RP2 launch) impossible. I can't see the track above because it's Syria.
I was unable to get RP2 to work at all when any station LAU-88. It seems to have something to do with the way missiles are selected relating to that rail. When any station has LAU-88 it is impossible to change missile selection by any means and retain track on a missile loaded on a LAU-88. This includes cases of one one missile on LAU-88. With one missile LAU-117 and one missile LAU-88 only the -117 missile's track was persistent when cycling weapons. This is a requirement for dual track and therefore dual launch.
Nothing seems to be wrong with RP2 itself as it happily launches two missiles which are simultaneously tracking. The issue is simultaneous track is impossible due to EO BORE mode or LAU-88 rail.
-
Which module? White joystick do you have (is it one with pre-defined .lua files)? Make sure that the module selection is as needed. The "UI Layer" or "General" selection has a lot fewer and completely different actions as the "TF-51 Real" for example.
-
Enable is the name of the function when you push inward the cursor control. The combined control of the cursor X-Y axes and enable button is often called "cursor enable".
-
Confirm on both.
-
Unless the module has provision to preset those cockpit details in the editor, no. None of the modules I own have such a feature.
-
Realistically the radar wouldn't be able to resolve those two targets anyway. RAID symbology is classified so who knows. Presumably the entire cluster has to be fully one track type or the other.
-
The update has always shoved modified files into a folder ending in .001, .002, etc. Certain repairs can just plain delete files without backup. I found using JSGME allows for these modified files to be easily applied/unapplied so all updates can be done on the original files and then apply the update before putting the modified files back. There is a danger that the new DCS version won't play nice with old modified files but that's easy to remedy.
-
I had only tried it in EO BORE and that's what the track shows, it not working in that mode. Feel free to update the thread title to "EO BORE simultaneous track impossible". It is similarly impossible regardless of TGP carriage and use. I just tried EO PRE and EO VIS and they do allow simultaneous as expected (again with and without TGP).
-
You would ensure that the two targets of interest were elevated to system tracks and the other targets tank tracks.
-
It does return the switch to neutral (pitch). The roll switch stays where it is. Your joystick might be holding the switch against the spring the same as if you hold mouse click.
-
Attempt it without a TGP loaded.
-
1. Not being able to SOI WPN and slew is something DCS needs to change. SOI WPN and slew and the missile should move in any mode. Specifically boresighting is a lot more difficult than it should be because all sorts of things are "locked down". When TGP is set to "MAN" it should never attempt to handoff. Handoff should only happen with TGP is in "AUTO" and pilot releases TMS forward. Calibrating should be possible in either PRE or VIS and probably in MAN instead of AUTO so it doesn't try to handoff before it's calibrated. Boresighting isn't even a TGP-only thing. You can boresight Maverick station to HUD box or FCR or anything that provides a SPI. It's whatever sensor is priority/tracking at the time. BSGT is saying "hey, right now the missile is actually pointed at SPI". You should be able to aim TGP and track missile in any order.
I've also found that if you deliberately boresight the missile wrong by tracking TGP onto one target and missile onto another 100s of meters away the calibration comes out perfect instead of skewed. Oops. I wouldn't be surprised if it's possible to do the opposite either.
2. I don't know if submode cycling is supposed to be inhibited if missile is tracking (you could see the logic if it was). It is inhibited in DCS in any EO mode. EO submode cycling should happen the same regardless of SOI. DCS limits cycling to WPN SOI by mistake.
-
There's no requirement to hold it down for any length of time. There is a few seconds delay after underlining before it proceeds to the next display. The problem is likely that you're slewing slightly while releasing the TDC. Try to use TDC depress on a keyboard key so you can tap the control without accidentally slewing.
-
Mode 3 and/or C is accessed with the UFC IFF button. The only thing you can interact with in DCS is to turn IFF on or off.
-
The switch is just bottle one, bottle two and so left/right on the switch has nothing to do with left/right on the airplane. But I agree that it feels wrong from a user interface point of view for a lateral switch to go right on LMB and left on RMB. For that reason alone it should be the other way around (and it was before the update). The same would apply to the rotating MFCD off/night/day knobs, they go CCW on RMB when they used to go CCW on LMB.
-
The pipper and missile seeker were never connected to the radar. Direction to radar target cannot affect these two things.
The fixed net is useful as a backup sight and the primary method of shooting the gun at maneuvering targets (like fighters). Describing all the lines' meanings is a little exhaustive. Pages 61-66 of the manual linked here describe it in some detail. http://aviationarchives.blogspot.com/2017/04/mig-21-bis-pilots-flight-operating.html
-
1
-
-
It's "however Red Crown, Strike, and Marshall direct you". The CNETRA P-816 radio examples, if that's complete, paint a very simple picture. Drive straight from A to B getting permission on the way. The only real rule I see is get on your holding altitude no later than 10nm. And then direct entry into the five mile pattern from any direction. None of the docs make mention of a direct-to-initial procedure although it might exist. The lowest hold alt is 2000'. Depart point 3 (9 o'clock) when told at a 210 relative to BRC and descent 800' for 3nm initial. Figure 2-4 is helpful.
-
Yes, the conditions for A/P switch returning to off are:
Air refuel switch set open
ALT flaps extend (<400kt)
AOA > 15
DBU engaged
LG handle down
LSWT sounding
MPO switch engaged
FLCS standby gains PFL
AP disconnect switch disconnect
-
The thing is in real life how do you know what the center of the beam is? The antenna sends out energy, it's reflected, and it comes back later. The antenna gets a signal which is simply a value changing in time. It kinda looks like
[ATTACH=JSON]{"data-align":"none","data-size":"full","data-tempid":"temp_261768_1605031216406_386","title":"ascope.jpg"}[/ATTACH]
Of course there are methods to try to compensate for the different ranges. It's a good assumption that early times are due to a short round trip distance caused by the lower limb of the beam reflecting off closer terrain and getting back sooner. Conversely later times (longer range) is from the upper limb of the beam going farther beyond the center point and reflecting.
A simplistic approach to estimate the range to the center of beam is to take the average of the ranges. Of course the beam path length difference isn't the same 1 degree below center and 1 degree above. But if radar knows INS dive angle and assumes the ground is level this effect can be mathematically compensated for. Of course radar beam isn't like a triangle with hard edges. It softly falls away off center so the "edge" is up for debate. The radar would have to guess what angle off axis a particular part of the return signal represents and the difference in graze angle (and distance) means that return strength is reduced more for shallow, long trip than it is for steeper, short trip. You can take all of this info, assumptions about atmospheric attenuation, range return loss, reflection coefficient of terrain, effect of angle on reflection and calculate what range the center of radar lobe is. But if you get really low angle this process just isn't practical any more.
Tank commanders (e.g. M1A1) have a similar problem except in range with lasing. They have really small grazing angles and lots of foreground and background objects to their target. In their case they can select "first return" "last return" or I think an average. If there are a bunch of trees between you and a target tank then you pick last return. If the tank target is in open ground and there's a background hill you want first return.
-
I see what's going wrong. You're using the system a little weirdly and getting unexpected (but correct) results. If you enter waypoint DTOT as "0" then you're going to get midnight in the future, not the past. I.e. if it's actually January 15th 12:00:00 and you enter DTOT 00:00:00 you're really entering a TOT of January 16th 00:00:00. Then when you adjust DTOT forward another 13h you get January 16th 13:00:00, not January 15th 13:00:00. That's not 1 hour from now it's 25 hours from now. It's impossible to enter a DTOT in the past from the pilot seat. If for whatever reason you wanted a TOT that was 2 minutes ago you'd have to enter a future DTOT and then a DTOT adjust of negative time.
The only real bugs I see is when you enter 24:00:00 into DTOT adjust it displays as "+00:00:00" instead of "+24:00:00". As such +24h and +0 looks identical. And all negative adjusts have an off by one error of 1 second. E.g. +00:00:01 negated becomes -00:00:02, +00:00:02 negated becomes -00:00:03, and so on.
-
1
-
[NEED TRACK REPLAY]Radar Contact History.
in Bugs and Problems
Posted
Been meaning to report this. RWS contacts show up to 4 contacts with increasing visual fade for previous contact detections. In DCS all of the contacts, faded history and most recent, are showing the altitude number when only contacts detected in the latest sweep should (i.e. 100% brightness). If TWS has this kind of display possibility regarding contacts the same logic applies, no altitude numbers for history.