TEOMOOSE

If i remember correctly the differences between the 2 "best" position modes (PB and EOM) are the Field of View and when the harm radar turns on. For example in "PB", the Harm radar turns active 15-20 nmi from waypoint and starts searching at a FOV of 120° degrees and in "EOM" the Harms radar turns on at 5 nmi from the waypoint and starts searching at a FOV of 40° degrees.

As far air to air goes yeah, Link 16 Primary Datalink Track (PDLT) but theres a lot of features in the air-to-ground capabilities.

Okay thanks, that would be the issue. I didn't use the correct software.

What do you mean exactly ? The markpoints working just fine. There's no issue with it. Note: don't forget to clear the offset after you placed the mark. https://youtu.be/-pe5v5jqgQg

@RyboPops

Hey, Thank you for this, wonderful tool. Except i cant get it to work. Could someone have a look and confirm ?

There is no point discussing Hornet or comparing one module to an other. If you have read the title carefully, you would know. Thanks. One misleading the thread and others follow. Lets stick with the original post, F-16 PERFORMANCE.

Dear @NineLine! You may find some great information here in the linked video. Former Viper pilot C.W. Lemoine "Mover" talks about the Viper performance, and its difficulties. Best Regards.

yes,

Do you mean, Velocity Search (VS) radar mode ?

+1

I can accept the fact that you may lose B/E information on the HUD when you are in A/G mode, but when you switch back to A/A it should reappear. This issue is also present when you carry any smart bombs.

I adding to what was discussed here! - Hope it will help Normal Alignment: The Ring Laser Gyro (RLG) Inertial Navigation Unit (INU) - "RLG INU" - requires 8 minutes for a full gyrocompass alignment, regardless of ambient temperature. If the pilot cannot wait for a full alignment, he may switch to the NAV mode after approximately 1 1/2 minutes and accept degraded navigation accuracy. To initiate a normal gyrocompass alignment, the pilot must first select both the MMC and UFC power to ON the Avionics Power Panel, and rotate the Inertial Navigation System (INS) control switch to NORM. This will automatically display the INS DED page where the pilot must then enter present position latitude, longitude, and system altitude. If the pilot waits longer than 2 minutes to enter present position data, the alignment process is re-initiated and the time for alignment reset to zero. The magnetic variation is automatically calculated by the system unless the pilot chooses to manually enter it using the Magnetic Variation (MAGV) page of the DED. Manual entry may be performed at any time during the mission. The MAGV page is accessed through the LIST and MISC pages. If the pilot elects to let the system automatically compute the magnetic variation, the calculated value is displayed on the MAGV page. When the INU is aligned to a usable but degraded condition, a steady Alignment (ALIGN) mnemonic and a Ready (RDY) mnemonic are displayed on the HUD and DED, respectively. Both ALIGN and RDY mnemonics flash when full navigational accuracy is achieved. The pilot may rotate the INS control knob to NAV any time after the first condition is achieved, but performance will be degraded unless he waits until the mnemonics flash. When NAV is selected, the alignment process is stopped and the INS is usable for navigation. Positioning the knob to NAV before display of RDY and ALIGN causes the alignment to cease and the attitude mode, which is usable for attitude only, to be entered. If the aircraft is moved before the INS control knob is rotated to NAV, the system will automatically go into NAV on its own. ALIGN AND RDY DISPLAYED STEADY FOR DEGRADED OPERATION ACCURACY STATUS CODE 62 ALIGN AND RDY FLASH WHEN FULL ACCURACY ALIGNMENT IS COMPLETE ACCURACY STATUS CODE 10 -> DED: INS 8.O/1O Stored Heading Alignment: The Stored Heading (STOR HDG) alignment is used whenever a faster than normal alignment is needed, for example, when operating from an alert status. The alignment is performed using a previously computed true heading and should take approximately 1 1/2 minutes. The true heading is calculated by performing a normal alignment prior to shutdown from the previously power-on condition as follows: • Enter present position coordinates and system altitude. • Perform full gyrocompass alignment. (Do not go to NAV) • Turn INS control knob to OFF. The computed true heading will be retained by the INU. The aircraft must not be moved after the heading is stored. When ready for flight, perform the stored heading alignment before or during start as follows: • Position INS control knob to STOR HDG. • Verify INS DED page is displayed. • Verify present position latitude, longitude, system altitude, and true heading. • Verify flashing RDY and ALIGN mnemonics. • Position INS control knob to NAV The accuracy status codes will decrease as during a normal alignment. The RDY and ALIGN mnemonics will flash when the accuracy code reaches 30, or 3.0 times the normal system Circular Error Probability (CEP) availability. Accuracy increases up to system limits until the INS power switch is positioned to NAV.

I dont see any issue with it. The one thing is that you have to slew the tgp a bit in order to update the TD box. (< this might be a bug ??) When in doubt always start with TMS aft short. The way i do it simple as, hit SP mode, TMS right short to INR Area mode ( in other word getting it ground stable ), than slew tgp just a bit (initially) to get the TD box. From here you can move it anywhere. This is consistent and works every time.

Guys, this is that collision damage model thing.

Little late, but i actually found Wags post confirming that we are gonna get, eventually, the Joint Mission Planning System (JMPS).

No its not! You should never lose bullseye information. I was gonna ask the same thing.

What we need is a Data Transfer Cartridge Loader/Reader (DTC L/ R), so we can customize said stuff during mission planning.

I know man, I was being sarcastic! - but the facts about the HAF F-16 is true.

By the way the V (9) was first tested in the Greece HAF F-16's. And the HAF sop and supliments well documented and available for public access and we can only hope for a exported version of the F-16 therefore all your and others whishes would make sense. Cheers

Dear All, and Virtual Pilot ! Since we are not able to pull 9G yet, i was considering to put this together to see any discrepancy. So i compared the ingame values with the irl data, which is publicly available to everyone. It seems some things are heavier where it shouldnt be, and others lighter than it should. I limited myself to the listed loadout only as it takes a long time to research, so there might be other weapons and pylons off. I have no way of testing the index values so that is up to ED to know if its correct or not. Note: The corner plateau of the F-16 is between 330-440 KCAS. The quickest to at max G is at 440 KCAS (calibrated airspeed). The F16 airframe alone is pretty light itself, so the +245 lbs will effect its flight performance. EDIT: i know with this loadout wont be able to pull 9g, i just wanted to put it out there.

What are you on about ?? This is getting out of hands man. I started this thread saying, we should be able to carry twice as much and it should be as good as the old one, not less effective. You talking about something I already said. I recommend you to read my very first post. Thanks.

Thank you for correcting. I think it should be fine if they decide to go with the single slot cartridge, there are no benefits of having the dual cartridge flares since its the same, but doubling up on the flares could make life and death, and its used bu the Viper rwr system.