Headspace

It's likely that TARS isn't working at all. Check your Export.lua file. When some mods install, the Export.lua gets changed and sometimes settings are steamrolled. I've never used Helios so I can't comment on what might be going on with it. You can feel free to refer future TARS questions to the TARS thread, or PM me.

I've tested it with the newest versions of both.

IRL you would start hooking as onset occurred, not "awhile after." There's no way for the game to anticipate what inputs you're going to give it.

The KA-50 has a castering nosewheel, which means that you have no direct control over it. Steering is accomplished by the pilot setting the rudder pedals and then squeezing the handbrake on the cyclic stick to differentially brake the main gear. The setup is very similar to what exists on the L-39. I'm sure that other Eastern Bloc aircraft exist with similar nosewheel setups, since the two aircraft came from completely different design bureaus (and countries, even). Keep weight off of the nosewheel during high speed. You shouldn't be slamming it into the ground, either. It isn't as sturdy as the main gear.

Please clarify--they are all tuneable by using the control panel. Do you mean something else? Thanks.

spetz: Different keys are used to transmit. If you want to mute one, set the frequency to zero or uncheck both volume boxes (your choice).

On both this site, and Flightaware.com, you can see both scheduled carrier flights and your own flights (if you are on an IFR flight plan or cross an ARTCC boundary under VFR advisory). Very handy tool if you've rented or co-own an aircraft and you want to see when it's coming back. * There are probably different metrics for non US flights showing up on the site.

One of the truisms I've learned producing software at the professional level is that the more remunerative a project is, the less interesting it tends to be. I try to strike a balance between the interesting and uninteresting.

Sylvan: You would be surprised how many have donated. Just about all of the "serious" VFWs have. All funds go towards additional materials for further development (software and books). Donations are certainly very helpful, but free software is ultimately free software. Ultimately the SDK may become something that is payware, for other developers. But the early versions will not.

There is, as of last I checked, no way to get the currently manned CA vehicle from the game. I've requested this (obviously) but it would be more cost effective not to add a hack workaround to for that functionality. TARS has taken a backseat to paid projects for the past two months unfortunately, but the SDK is still being worked on. The goal will be to allow you to specify, with scripting, new radio stations and "radio enable" vehicles of your choosing.

DCS has seen several updates over the past few weeks, as 1.2.5 has had its teething issues. So far, we have not observed any untoward issues during regression testing. Keep any bug reports flowing.

PSA for TARS users: It should be safe to update to the new TS3, which as of current is version 3.0.11.1. As always, report any problems you have.

Trev: Course guidance is specified to be available +/- 10 degrees 18nm from the transmitter and 35 degrees 10nm from the transmitter. On most approaches you will join the localizer within 10nm (as you know). If you can find an example in DCS where this isn't the case, send me the track file and I will write it up. Not necessarily true. The FAA's instrument flying handbook is freely available online and goes through the entire instrument rating curriculum with details on how all of the commonly used navaids (including ILS) work. It is geared towards the civilian environment but there is very little difference other than bugs and quirks in DCS. http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/

Thanks goes to Falcon for providing that info. Have fun!

Kaiza: I was saying two things: In instances where you have a VOR and TACAN colocated (a VORTAC) users of the VOR can tune their DME equipment--if they have it--to the station since the DME mechanism provided by TACAN is the same. If you don't have a DME in the airplane, you can't. VOR and TACAN use different technology, but the DME component of TACAN navigation is the same and would be available to anyone with DME equipment. For purposes of the game this is a hypothetical since the A-10 in the game doesn't have a separate DME, and there are no airbases on the map where there is an ILS and DME placed together last I looked. Which was what my second point was. Again, the user would have to dial it up on the DME equipment, independently of their Nav radio. Older RNAV equipment combined data from both the Nav and DME radios, but cheaper GA stuff does not. Now that RNAV capability is provided by GPS, you tend to see less and less DME boxes in GA planes. So it's arguable that most civilian pilots, unless they're trained on the older RNAV equipment that is out there, have probably never seen it.

Yes, but it's the same thing which is why you can tune your DME to every VORTAC if you have one. It does, for sure. There is such a thing as a DME being collocated with the ILS but it isn't the norm.

Huh, mystery solved. Which aircraft did you fly with TACAN? And were you trained to interpret DME reversal as station passage instead of the to/from flip?

I've never seen it in the game. That's not to say it doesn't exist IRL. Is it the little arrow that pops up near to the very center of the HSI?

Set your input mode to DirectInput, and that should fix the issue.

To/From is strictly a VOR feature because there's no assumption that it will be paired with DME. TACAN doesn't have it, usually because fix passage and moving to or from the fix can be easily determined by what the DME is saying.

Steve, Please redirect your question to the TARS thread in the DCS Mods forum. This can often happen when you have an older version of DCS, since quite a bit was changed on the DCS: World side when it went modular, and during the 1.2.3 and 1.2.4 phases of DCS: World. I know you say your software is updated, but if you PM me the specific version numbers, I'll tell you what's going on. It might also be due to a registry issue, in which case your TARS is likely installed fine and it may not be able to verify a few things.

The MLS is for all intents and purposes nonexistent in civil aviation in the US. With the advent of WAAS, there isn't any cost effective reason to have it. There may be a handful of approaches still in use, funded by people who are local to the approach and who own the equipment to use it.

Work is progressing on the SDK. I'll be rounding up volunteers in the coming weeks to test certain SDK features. Hopefully some of you working on your various ATC projects will be interested. Later on, we'll make the SDK the de facto method of client-to-TARS communication.

They do exist in some areas but the real concern is the ramp fees that most FBOs charge at large airports. Unless you're not interested in parking the plane, you will be subject to these.

They're not, but in practice, the pattern work done with the control tower is the same whether or not the arriving aircraft is transitioning from the enroute environment IFR or just arriving VFR. It's true that the words "visual approach" are used in an IFR context, because why qualify it as visual otherwise. My guess is that where GA isn't as popular or widespread, it's easier just to move everyone around in the system for convenience at airports that service heavy volumes of traffic.