TeamMaximus

The U.S. Navy fact sheet on the Phoenix lists a top speed of "in excess of 3000 mph", which is around 2600 knots, so the in-game speed is close, but maybe a bit slow.

I hope that I don't come off wrong, but I worked on F-4E and F-4G fighter radar in another life, so I just wanted to clarify some of your info about AIM-7 Sparrow guidance. You're correct that in (most) cases, a TWS radar doesn't support a semi-active radar missile, like the Sparrow. That's because the Sparrow seeker relies on a seperate (from the tracking radar) signal, one that is continuous wave (CW), rather than the pulse or pulse doppler signal used for search and track. To ensure the strongest CW return off of the target, a RWS radar normally uses the same antenna used for tracking to send out the CW signal. The Sparrow is fed a sample of the aircraft's CW signal (called Pseudo) and a simulated return off of the tracked target (called Sim Dop or Simulated Doppler), which it then uses to acquire the target aircraft once it leaves the launcher. The Sparrow then tracks the doppler shifted CW return signal off the target, while monitoring the CW signal from the launching aircraft, to ensure it stays on target. An aircraft that uses a scanning (moving) radar antenna normally can't maintain the CW illuminator signal on the target aircraft, while continuing to do TWS. Some fighters employed a separate antenna for the CW illuminator, like the original F-15A, which had a big CW illuminator horn above the scanning phased array tracking antenna. That's the simple version of how it works. Hope that helps.

:megalol:

It required the use of a KC-135T that could match the acceleration up to 650 kts while transferring fuel. :smilewink::pilotfly:

There is a lot of good discussion here, but some are missing the point of Early Access, and the Open Beta model. Users choosing to run DCS OB, and purchase EA mods are consciously choosing to become a tester for ED. To perform useful testing, you need to understand how the mod is supposed to work. I did testing on fighter aircraft (F-4E/F-4G) AN/APQ-120(V)1 radar, and ground radar when in the USAF, and later as a contractor. We ALWAYS worked with the companies developing the new systems to write the technical orders, operating manuals, and developed test procedures. The testers were evaluating the documentation while they were doing the testing. I understand that Open Beta, and Early Access are voluntary, but if Eagle Dynamics wants to get quality bug reporting, and wants to cut down on the amount of chaff they have to weed through, then good draft documentation is key. My 2 cents

The US Navy never bought the AGM-154B (JSOW-B) after the USAF pulled out of the program, so it wouldn't make any sense to have it in DCS.

I feel your bafflement, but a California based defense contractor that I used to do business with took the whole month of December off every year. They had a skeleton crew in the plant to continue logistics support for their Government customers, but everybody else was off on a paid vacation. I was sad because I had to work through the holidays (I was supporting two radar systems deployed to Afghanistan), but those company guys had it good.

Outstanding work!

I was a Weapon Control Systems (WCS) mechanic (radar fixer) back in the late 70's, and 1980's on the F-4E and F-4G Phantoms. We had the AIM-7E until the F-15's came along, then the F-4E/G AN/APQ-120(V)1 radar was upgraded with a digital replacement (by Texas Instruments) for the old Target Intercept Computer, and made compatible with the AIM-7F (which came in with the F-15's). Our jets got the ARN-101 digital INS system at the same time. The first F-15A/B's went into service at Langley AFB in 1976, and the AIM-7F was delivered at the same time. I don't recall hearing that the F-15's could carry the AIM-7E.

Understood, and I am talking about Stable, but the JF-17 shows up as available in the Module Manager. Should that be the case? Thanks

Hello, I just updated my DCS production (non-Open Beta) to 2.5.5.41371, and went to install a couple pending modules that I had not yet loaded to DCS, and received an error. When I attempted to install the JF-17 Thunder module, I received this error: "ERROR: Unknown module DEKA_JF-17". The other module, MIG-15BIS, installed fine with no errors. I attempted to install the module again, and received the same error. I've attached my autoupdate_log.txt for your info. Thanks, autoupdate_log.txt

ED so needs to upgrade the forum software to something that allows up-voting, or liking posts. Like this one. +1 :thumbup:

After running a simple BVR training mission in the JF-17, I RTB'd back to Nellis for a refuel and rearm, as well as a repair to restuff the drag chute. I parked in the shelters on the main ramp, and shut down. I called for the repairs, then the refuel and rearm. Once the repair timer counted down to zero, the jet suddenly levitated to the top of the shelter roof, and completed the repairs. I was stuck there (see the screenshot). When I quit the mission, DCS crashed. I've attached the logs, and the screenshot. dcs.log-20191207-184839.zip

Correct me if I'm wrong, but isn't the A-10C Warthog grip the same one as used in the F-16C? Am I missing something here? I think I'd be more excited about an F-16 throttle, personally.

@Bwaze, check your private messages.

All of the fighter pilots I observed when I was working on the flightline (albeit, a long time ago, 1978-1983) wore earplugs, those orange foam things, under their helmets. They had to have hearing protection when they walked out to the jets, and they didn't take them out when they put their helmets on. Apparently they have still been wearing those things all these years, but that is changing: https://www.acc.af.mil/News/Article-Display/Article/202233/acc-pilot-hearing-protection-combines-with-headset/ =

As @Tom Kazansky said, gravity is a constant, the standard gravitational acceleration value for Earth is: gn = 9.80665 m/s2 (discounting latitude and altitude, plus a host of other really, really small influences). What this means is that the Earth's mass exerts the same pull on a 500 lbs bomb as it does a 2000 lbs bomb. The only difference between the two in this thread is the size, and therefore the drag induced by increased frontal area of the larger weapon (Mk84) as the bomb falls.

Count me in for the F-16 throttle.

I have the same issue, no release at all. I'm in range, locked on, no X'ed out WE and nothing. Also, I can't get video unless I also select the datalink at the same time. I'm missing something somewhere. ==:huh: OK, just found this thread: https://forums.eagle.ru/showthread.php?t=252885 Apparently it works when you air-start, but not ground-start. Known bug.

Leave the pylons on?

EGI was initially implemented in Block 30/32 aircraft, and is required for use of JDAM and other advanced internally guided munitions. Block 50 aircraft have an improved INS/GPS, and can deliver even more advanced guided weapons (AGM-88 HARM missile, JDAM, JSOW and WCMD). If the ED implementation of the F-16C Block 50 can deliver those weapons (eventually), then we'll have the required positional navigation equipment, so not to worry. ====

Actor and USAF Reserve Brigadier General James (Jimmy) Stuart flew a B-52 combat mission in Vietnam in 1966 with a crew out of Anderson AFB, Guam. General Stuart was qualified in B-24, B-36, B-47, and B-52 bombers. That probably helped a bit when he made the movie, "Strategic Air Command" in 1955. He was an experienced combat pilot, with 20 missions in B-24 Liberators over Germany in WWII, earning two Distinguished Flying Crosses and three Air Medals. So, a flag officer, and an Academy Award winner (he won best actor for his part in "Philadelphia Story" the week before he entered active duty in 1941), I guess that qualifies. :thumbup: ====

Yeah, just rub some dirt on it, it'll be fine. -:thumbup:-

Oleg Levinski of the Australian Defence Science and Technology Organisation - Victoria authored a research paper in 2003 titled, Vertical Tail Dynamic Response in Vortex Breakdown Flow that mathematically describes this actual phenomenon. The paper is approved for public release, with unlimited distribution. Even if you don't want to venture into the math, the executive summary of the paper has a good discussion on how the F/A-18 vertical tail design takes advantage of vortex generation by the wing leading edge extensions at high angles of attack. The flutter you observe in the video above is caused by the vortexes breaking down and becoming chaotically turbulent at extreme edges of the performance envelope. Interesting read. ===

Only marginally related, but back in the dark old days ( 1978 ), I was at Tyndall AFB, in Florida supporting a work up by our pilots (and our F-4E's) for William Tell. During a morning practice sortie, two of our Phantoms were going up with two F-106A's from Air Defense Command. The 106's taxied out and took off first, with a 10 second trail launch. The second F-106 started dumping fuel as it started the takeoff roll. It was a dramatic amount of fuel, which splashed and pooled on the end of the runway. From my point of view in the "Red-Ball" truck at the end of runway taxiway, the fuel was whipped into a big misty cloud by the afterburner of the second F-106. As our two F-4E's took the runway, they lined up in the fuel cloud, and executed a formation takeoff. As the flight lead lit his afterburners, the cloud of fuel ignited, engulfing the second F-4 all the way from the tail to the intakes. The SOF (Supervisor of Flying) called an IFE (In Flight Emergency) on the second Phantom, and directed the pilot to not raise the gear (in case burning fuel was still on the tires), and had them come back around and land. Luckily, no damage to the F-4E, and the guilty F-106A also had to return, as the pilot was unable to close the fuel dump switch (or stop the dumping). An exciting morning, for sure, and no, aircraft shouldn't dump fuel (other than small amounts at engine shutdown) with weight on wheels. =