RogueSpecterGaming

I've noticed you are using DLAA as well so that might not present the best picture either. MSAA is better in terms of clarity but comes with a bigger performance hit especially when set to 4x. I havent really used DLAA since I have AMD so I've been using MSAA.

That's because it is correct. The AGM65 is notorious for a bad image. This video is a 65G still IR like the D. Cant seem to find the one video with D model but the seekers are same, IR. If you are coming from other aircraft in DCS where the image seems clearer then surprise cuz that isnt the case with the F16. Mavericks on the F16 are probably the best modelled and hopefully ED transfer the modelling to other airframes to include the boresighting. https://youtu.be/S08ci2rxFAo?si=RhMzQP43G5OiFr7d

He was just explaining in more detail what the issue is. He isn't saying it should be able to present an image while pointing towards the sky. He is saying it shouldn't and provides examples of it doing what it should not be able to. This issue has to deal with how ED modelled the A-G radar function of the jet. And I am sure they are tracking. Edit: not sure why it posted the same thing twice.

The TGP will give you slight drag pulling the jet in that direction yes. If you have an axis to use for the roll trim I suggest using that as the trim hat on the stick is sensitive and you have to flick it to make smaller adjustments.

The HUD slew has a different slew rate than other sensors, but if you have the Warthog throttle I suggest using a curve since that axis is extremely small. The rdr cursor control on the F16 irl uses a pressure based setup so the more pressure you apply the faster the slew will move.

Can you post a short track of what you are talking about? Depending on the direction you came in from when you placed the markpoint initially it will appear slightly off if you come in from another direction.

Yeah, that's weird. Lmao maybe we will get better simulation in the future.

First off, I am not the one who marked it as "correct-as-is", that is the ED team who does that. Second, don't send links to try to prove something when the screenshots you just shared are from a document for the other F16 sim. Also, kinda weird how you took screenshots from another doc but linked to another one as if I wouldn't find where you actually grabbed those screenshots. Third off, if you have actual publically available source material that contradicts what is in this sim send it directly to either Nineline or BigNewy. Thank you and have a good day.

Your "F-16C real" photo is from a much earlier version of the F16C and most likely a much earlier version of the radar as well. And who knows if what we are looking at has moving targets on it. I think the squares a bit too big personally, but not too far off.

All good lol I figured it was a confusion thing.

Are you thinking that the phrase "Air-to-Ground" means that it should have an "Air" capability to the radar while also being able to have the "Ground" capability?? Are you thinking it should show you air targets as well??

PGM 1 is the most accurate, not PGM 5. PGM 5 is the least accurate. But also, the original bug that you linked to, had to deal with the accuracy of the HARM itself when a SAM's radar turned off. This was addressed in the latest update. Seems like a misunderstanding of how the system works. PGM 2 is still pretty accurate but it should not have been as accurate as it was when radar emissions stopped. Weapons. Fixed the AGM-88C being overly accurate, even when the target radar emissions cease. Fixed edge case where a target ID is passed to the missile, but the target stops radiating before seeker delay. Increased seeker range to match HAS implementation more closely.

I've personally seen TGP, INS, and I've had the elec sys caution light come on because I ran the jet on battery power only for too long. But it is randomized so you might or might not get any failures. The battery one should be all the time if only battery is on but maybe one day.

There are random system failures implemented if you have the setting enabled. But the ME failures is something a bit different and probably will take a long time to be implemented as they will be more controllable. If you look at the A10C you can see how many different things you can setup to fail and the precentage of when or if they happen.

It is always helpful to post a track if you have one, and it is decently short to show the issue. If it was on a mp server can you replicate it in a sp setting and post the track and keep it short please. Besides that I will ask, what server and do you know for sure if the targets were stationary or moving targets?

Please do not turn this into another thing. If you notice something else wrong make a separate forum post about it. GBU-12 and AGM-65 are two separate weapons. And this is dealing with BSGT not accuracy of impacts.

Control over the failures for the F16 is not implemented yet in that tab. Not a bug, just a feature to yet be created.

In the air it should fill up every time. This is what makes me think they've confused a certain portion with the D model. But I've refueled with a centerline tank before i never had that happen to me. As far as anything special for AAR make sure to open the AR door 5 minutes prior to refueling to allow your external tanks to depressurize. From what I've tested that hasn't ever really mattered in DCS but worth a shot for the centerline tank.

It's all good man. Thank you for your service as well. I definitely get where you are coming from. I didn't take any offense to what you said. I figured you were frustrated and realized that you wanted to know the finer details. Don't get that often on the forums often. Some like the simple answers and some like the longer answers. But I'm always willing to do some reading and asking people I know for clarity on what I've. Actually found some interesting info regarding this info and will give it to the right people and we might see a change. Nothing big but a small one. Hopefully this info helps you out though and clarifies how and why it all works. If it does get change hopefully we will see it in the patch notes. They just need to bump the fuel from 4000 to 5000. I will send BigNewy or Nineline the info.

Technically yes. But per the procedure the pilot is suppose to turn it off.

We rearm jets all the time with engines running. That is the definition of hot refuel/rearm. Hot, meaning the engine is on. In combat situations it is called ICT (Intergrated Combat Turn). During that we rearm and refuel the jet at the exact same time. But the TGP would never get replaced during that because it sits too close to the intake. Just like if we wanted to reload the gun we would have to have the pilot shutdown because we would be too close to the intake.

I guess for DCS purposes it doesnt really matter. But for those who want to simulate real world stuff here you go. If you hot refuel/rearm Avionics should be off. This includes ST STA, HUD, SNSR PWR switches, Avionics power switches, HMCS Sym INT, then Air refuel switch to open, RF silent, GND JETT ensure off, Master Arm Off. You will also turn the EPU off at which point the ground crew would install the EPU safety pin. Technically the way they had before wasnt right in the sense that it was essentially replacing the pod automatically which turned it off. But real world you would turn it off anyways. If we are lucky we will get the scramble option for the Sniper which allows the BIT to run in the background essentially.

Of course BigNewy.

Look, my bad if that came off rude. That wasn't the intention. I was genuinely asking if you had read what I wrote. I also didn't realize that you wanted to know the "why and how". If you wanted to the know the why all you had to do was just ask. Things don't read well through text. This is the way I understand it after reading the GS (General Systems) for the fuel system, as well as talking to one of the crew chiefs I used to work with who is still on F-16s, and what I learned during my incentive ride. Fuel pressure from the refuel manifold is routed through the deenergized refuel/transfer override control valve to the poppet of the refuel shuttle valve in each reservoir. The fuel pressure moves the poppet to provide an open passage from the refuel shutoff valve through the refuel shuttle valve and to the line outlet whose opening is blocked or unlocked by the refuel/transfer float valve in each wing. The opening is unblocked when the wing is not full of fuel. Refuel manifold fuel pressure acting on the refuel shutoff valves and the fuel bled downstream of the valves cause the shutoff valves to open. Also, the poppet in the refuel shuttle valves is blocking the fuel passage which controls the external tank transfer shutoff valves and the valves remain closed, preventing fuel from the refuel manifold from entering the wing internal tanks. Fuel from the refuel manifold flows simultaneously into both the forward and aft reservoirs from the refuel shutoff valves. Fuel also flows simultaneously into the external fuel tanks through the fuel disconnect valves. The forward tank system and the aft tank system are refueled simultaneously. With that info, full internal fuel for our Viper is 7,163lbs. The internal wing tanks in our F-16 hold 550lbs +/- 100 each (The fuel in the wings will vary depending on the attitude during refueling. ). So that is a total of 1,100 +/- 200. So, if you subtract that from 7,163 you get 6,063 +/- 200 and the internal wing tanks should be empty. But to ensure the float valves are down in the wing, you want to be lower than that, but also if you tried to refuel at that level then the reservoirs would still be too full to allow external tank feeding. When crew chiefs do their Leak and T's, they aim to be at or under 5000lbs of fuel to ensure the reservoirs aren't full so they can fuel the external tanks (that is per the T.O.). From a pilot's standpoint they aim to be under 4000lbs for many reasons, shorter stopping distances when lighter, they ensure to use as much fuel as possible for training/combat (every leg of the flight is calculated specifically when tanker support is not available), account for attitude difference during the hot refueling process (less fuel means the nose sits higher meaning the fuel will go towards the aft and can bleed into the internal wing tanks), and the biggest reason is the arresting cables on the airfields. Too heavy and bad things will happen Also, good to note that when you see crew chiefs refueling they will shake the jet for two reasons. 1. to ensure the jet settles (hydraulics on the gear will compress/ they typically do this after refueling and they kick the nose tire and done when the jet is off. Jet will adjust during taxi when hot refueling), and 2. to ensure the wing tanks are getting fueled completely and evenly (typically done during the refuel process whether the jet is on or off). If they land with fuel above 7,000 then just the external tanks get filled via the receptacles on the tanks themselves (one reason why ED is talking about adding a fuel tank slider). Usually that will only happen if they taxiied but didnt take off and taxi back to the parking area. If they are in the air when an emergency happens, but it isnt an emergency that calls for jettison of tanks, they will typically burn circles in the sky over the airfield until low enough in fuel to land. Again, done for the arresting hook if thinking about taking it, and for shorter stopping distance. With all that being said it should be able to refuel external tanks at or under 5000lbs of fuel internal. But in DCS 4000 is what you have to be under. But you do see the lower you go the more fuel you get. Which does indicate that the fuel system in the F16 is pretty dynamic. Also, for AAR you need to make sure the AR door is opened for a minimum of 5 minutes to allow the tanks to depressurize in the air in order for them to take on fuel. That is why i suggest the minute you land to open the AR door while you taxi off. As for @Nedum, I don't know why you even try to make comments towards me when we both know you don't like me for some reason. But sure I will entertain you. Not everyone in the community cares about the how or why. That is why you see some unrealistic loadouts being used all the time on the F16 and exceeding G-limits with heavy loadouts as well. Also don't understand why you said "Army regulation" when we use Technical Orders, AFI's, and AFMAN's in the USAF. The Army has nothing to do with how we do maintenance on the F-16. And this may shock you, but a lot of times we don't get told the reasons why something is done a certain way or why we do things a certain way. Most of the time the only way you learn how something works is if you take the time to read the GS of what ever system you want to know more about. This is what makes a SME a SME. Just because someone does X amount of years in a job in the AF doesn't mean they know the ins and outs of everything. A lot of times people just get taught how to do something and leave at that. Each base also has their own set of "ISM's" when it comes to certain things, so there is that too. And that is the same no matter what branch or country you serve for, so to say that is how it is in the German Air Force is just false. Not everyone is going to know exactly why or how something works. They are just going to know how to operate it or fix it. This is why I have to ask pilots 1000 questions because a lot of times they just don't know the answers for certain things. The pilot may understand how to operate something, but you would be surprised to know how many actually know the why it works that way. But since you questioned me actually being in the USAF and working on the F-16. Here you go. Me with JTACs leaving 64B at the NTTR. Me on the Kunsan AB facebook page loading a GBU-31V3 and an CATM-9M while on a TDY https://www.facebook.com/100064547299944/posts/pfbid0TiTJo8CZuRJy4Psh53tRbrfQoBu38rynN4Yni9JSnUrYdG4Cg2QCLNh37bBwsGv6l/?app=fbl null null Me at Kunsan during an exercise responding to a mock "hung gun". https://www.facebook.com/photo.php?fbid=900765528751682&set=a.223059169855658&type=3 nullMe on another TDY out of Kunsan. Me TDY with the Rescue SQ out of Nellis. Me winning Airman of the Year at the Group level. I also one it at the Wing level as well. Our SQ, Tomahawks, won AMU of the year as you can see as well. Me right before they announced the winners for Airmen of the year at the wing level. Me with the pilot during my incentive ride.

Did you even read what I said man? UNDER 4000lbs. Not 6800 not 4500. UNDER 4000lbs. You really should be AIMING for 1200-1500lbs. If you are landing with that much fuel then you dont need tanks anyways. Try again please. And actually have a long flight that brings you under 4000lbs or just stay in burner. Again, 1200-1500 is preferred if you want to get full fuel. But you did just prove that it does vary depending on how much fuel you have so there is that lol. But just read what i wrote.