Bunny Clark

Great response, a few notes: When you've already got two wing tanks, the extra weight and drag of the centerline tank makes it nearly pointless. Something like 90% of the fuel added by the centerline tank is used just to offset the weight and drag of the tank itself. The USAF does not use the 1000lb GBU-32 or GBU-35, so you won't see those on Vipers, just Hornets. The slimmer looking GBU-31 is actually the Mk.84 version. Counterintuitively the penetrator BLU-109 version has a more cylindrical body and a blunter nose.

Yup, it does look to be the same thing. Though for me hitting the scale OSB does not show a map at 5, 80, or 160. I can only get it to happen with the range bump.

With the map displayed on the SA Page, bumping the range to 80 or 160 with the TDC causes the map to zoom out but become frozen in place. It will not rotate with the display. Once range is returned to 40 it will update. If the scale is manually set with the SCL OSB the map disappears at 80 as expected. Hornet SA Map.trk

That's not the rudder, it's the entire vertical stab fluttering with low speed buffeting. That sort of thing used to be a significant problem with the Hornet and was causing stress fractures on the stab joints. The fin vanes above the LEX were added to calm it down.

Just tried it on the new 2.7 Stable, which should be the same as Open Beta and didn't have any trouble. Picked them up at about 50nm.

That's not strictly speaking true. Enough of the DFCS can be powered by the battery to give you full control over the aircraft, and even if the full electrical system quits you can fly the plane in MECH mode without any electrical power at all. The bigger problem is hydraulic pressure. If neither engine is turning the hydraulic system will loose pressure pretty quickly, and without hydraulics to move the control surfaces the aircraft will be completely uncontrollable. But this is all moot right now, as the Hornet has a very very simple damage model in DCS. My assumption is that they only included the barest damage modeling necessary with EA in the knowledge that they were going to be completely reworking the damage modeling for all aircraft in the future anyway. That process is well along for the WWII aircraft, and once it's done they will move on to implementing the same system for all the modern aircraft. Assuming they complete the damage model for the modern aircraft with the same attention to detail they have with the WWII planes, it'll be well worth the wait.

In DCS all the moving map displays use the map overlay graphics in the appropriate scales that are baked into the terrain by the developer. In the case of Syria, Ugra only have a single map scale included at the moment, so that's what you see. Some other maps are missing certain scales in certain areas of the map, usually along the edges.

The radar altimeter will not function beyond 45° of pitch or bank, as it looks downward from the bottom of the aircraft. If it can't see the ground, it can't give you altitude.

What mode are you running the FLIR in? Have you done a TDC depress to command designation?

The "Radio Usage When Contact" option does not seem to have any effect on AI wingmen in 2.7. Not only is it annoying to have to listen to my wingman call out contacts non-stop for 10 minutes straight, it is overpowering scripted mission-critical radio transmissions in my missions and making it significantly more difficult to give the wingman orders. No matter what I set the option to, it has no effect on his communication at all. (As an aside, how the hell is he seeing an armored target 150 miles away anyway? I want whatever sensor he's got)

Well, at least it's evidence it's being worked on. Hopefully it means actual function is close at hand.

JSOW-B never made it out of testing. A few hundred were made but from what I've been able to find there were significant technical problems that they were not able to correct. Since the BLU-108/B is a known entity and the other JSOW variants have been successful, my assumption is that there were problems with the dispersal out of the JSOW that could not be corrected. It went over budget and deadline and got canned. I'm not sure if the final production version of the JSOW-C actually ended up with a data-link and min-in-the-middle targeting. The IIR sensor in the nose is configured to use ATA, like the SLAM-ER, and autonomously guide in on a pre-defined target built from reconnaissance images (you can read a more in-depth description here: https://fas.org/man/dod-101/sys/smart/docs/man-sm-agm154-010213.htm). If it were actually implemented correctly in DCS it may feel like a downgrade to many people, as pre-planned strikes would be just as accurate as they are now, while TOO strikes or PP strikes without sufficient recon imagery would become less accurate than they are now.

You're allowed to post the name of the manual here, just not a link to it or any portion of it. "Page 212" is not a useful page number, aircraft manuals aren't numbered that way. Checking my copy of the F-16CJ-1 the PDF page 212 leads to manual page 2-20, which is refueling and landing procedures. So which manual, and manual page number, are you looking at?

Only MAN and BYPASS are implemented right now. No SEMi or AUTO.

Yup, it's been crazy sensitive and useless since the initial EA launch years ago. I hope it gets addressed at some point. If I ever use AUTO ball-and-chain bombing I just fly the cursor over the target and hold weapon release, instead of trying to slew it with the TDC.

The waypoints themselves are just points in space with no "size" exactly. Different aircraft with auto waypoint advancing have different rules that determine when the waypoint is switched. Typically you need to be within a certain distance and distance needs to switch from increasing rather than decreasing. I usually just switch manually all the time, that way I can begin my turn out in front of the waypoint and not overshoot the flight plan.

It's not quite that expensive: https://www.naturalpoint.com/trackir/

Yup, the DCS CMS is true to the HAF dash34, with the addition of EMC controls. I'm not sure where BMS got their info from or if it's any more accurate to a USAF jet or not. In DCS the slap switch dispenses Program 5. Program 6 is used for Bypass mode, I'm not sure if that's a real label or if that's just the way it's coded in DCS because it is entered after the slap switch in the file. In DCS Auto and Semi draw from a different set of programs that are not able to be edited in the jet. I would assume that this is true in the real jet as well, as I don't know how the system would associate customized manual programs to specific emitters. In DCS you can modify any of the programs in the .lua file, including the Auto and Semi ones, not that they're implemented yet anyway.

You can use a simple calculator like this to see what your turn radius would be for a given speed and bank angle: http://www.aviationwebdevelopment.com/samples/rateandradiusofturncalculator.aspx It's usually a good idea to have a general concept of how much distance and time it'll take you to make a turn at the normal cruise airspeed for whatever aircraft you're flying. Typically, beginning your turn 1-3 miles before a waypoint will put you in the right place if you're doing a bank turn. Of course, you can always turn tighter doing a break turn, but you'll loose speed or fuel doing it.

Are you having trouble when landing an rearming, or looking to reset trim in flight? T/O Trim has no function in normal flight. It will only reset the FCS trim when on the ground. When flying, "neutral" trim is meaningless. You should not be seeking to reset the trim to some neutral position, but trimming the aircraft to fly the way you want it to.

The "Special for Joystick" category is generally used to denote a control which is not present in the real airplane, and is implemented in DCS only as an alternative option for people who do not wish to setup their controls exactly like the real jet. An example would be a speedbrake switch which in the real aircraft is controlled by two buttons: one for extending the brake and another for retracting it. There may then be a "Special for Joystick" control that is a simple single-button toggle for the speedbrake for players who only want to dedicate a single button on their controller to the speedbrake rather than two.

Not just drag but lift and weight distribution as well. Changes in speed and altitude will effect how much lift the aircraft is generating, and necessitate a trim change. In the Tomcat changing the wing sweep will also change lift and you'll want to re-trim. Asymmetrical weapons loadout will make one side of the plane heavier than the other, which you can counteract with roll trim. Correct, trim is mostly something you would ignore in combat. Trim is most useful in straight and level flight, like cruising between waypoints, or when fine precise control of the aircraft is needed like when landing or conducting in-flight refueling.

NATOPS specifically states that aerobraking in the Hornet is not recommended. When landing at an airfield the proper technique is to get the nose wheel on the ground right away, then slow with speedbrake, full aft stick deflection, and wheel brakes as needed.

How many times are you going to post the exact same question?