SpaceMonkey037

no, you cannot change these values.

I've been trying to figure this out but I've not been sucessful yet, from where does the automatic forward transfer take fuel from? Is it from the reservoirs or is it from the fuel flow proportioner? And if you know, what type of pipe is it? is it a fuel transfer pipe or a boost pump pressure pipe etc.? EDIT: Upon some further reaserach, could it be that the cross feed valve opens and the electric pumps in the FWD fuel system are de-energized, so that the fuel flows through a pump drive pressure pipe into the FWD fuel tanks? RE-EDIT: Upon even more reasearch, it looks like the automatic forward transfer system has a transfer bleed pipe going from the boost pump pressure pipe aft of the FFP and through a solenoid valve, and reconnects with the fuel system at the cross feed valve. I don't understand how this would help at all, it clearly shows that it connects directly to the crossfeed valve, and not on the FWD fuel system side of the valve. Is this a badly made picture or is there something more to the system that I'm missing?

I don't think you can set bingos that high. Don't know the exact limit but if you put a bingo over 6000 it will trigger in FUEL QTY select switch NORM because it uses fuselage fuel or total fuel, whichever is the lowst. This means that once fuselage fuel decreases below your bingo it will trigger, or when total fuel decreases below the bingo, whichever happens first. However, if you go out of NORM the bingo will not trigger untill total fuel has decreased below the set number, or if the bingo number is over 6667 (which i don't think is possible). Total fuel in this case is ALL fuel, every fuel tank combined. I know this is the case because if you have trapped fuel (external tanks) with the FUEL QTY select switch out of NORM you will, depening on bingo number, get a delayed bingo warning or no warning at all.

Like I said, post a bug report on it including a track.

So, for all purposes this is really just a way to disable fuselage fuel when out of NORM so that you don't get a bingo warning whenever you go out of NORM. Got it thanks.

I am a bit confused about why the artifical bingo is set to 6667 when out of norm. If I have manually inputted bingo of 3000, and a total fuel of 5000. When switching FUEL QtY select out of norm, will the bingo go off because total fuel is less than 6667? (I am referring to the real aircraft, not how it currenlty works in dcs.)

In our F-16 we have JP-8 fuel, so total iternal is about 7160. However, I am very positive that you are correct in saying that wings are part of the equation.

HAF T.O.F-16CJ-1 Clearly states that the lock voice message is not functional in-flight. I am not surprised that the greek block 30 has the message, but the block 50/52 does not.

I can't really do much, it's obviously a bug. Post a bug report on it

I am really sure that the countermeasures don't blow up your plane randomly. Please post a bug report on this and add a track!

The greek F-16C block 50 does NOT have an in-flight function for the LOCK message. This I am very sure about, your statement about ALL F-16Cs having the LOCK message is incorrect.

The steerpoint is slaved to the TD box in CCRP. This means that if the TD box isn't looking at the position that you originally entered in for the steerpoint, you've slewed the steerpoint away manually. press CZ (on for example the HSD) and this problem will be solved. If you've pressed CZ and the steerpoint is still off the target then the coordinates you've entered are incorrect. The last possibility is that the steerpoint is off target because of a bug. If so please report this issue with a track file including the true position of the target using the F10 map.

Whether the greeks have it or not is really irrelevant. All that matters is that we should have it in our F-16.

I stand corrected. I've searched far and wide and our F-16 actually has the lock message. Afaik, only when in ACM modes will you get the lock message when the radar locks a target. This is the case for at least the block 40,42, 50 and 52. The greek block 50/52, the OCU versions and the MLU's all don't have the LOCK message from what I know. Sorry for the confusion everyone.

Your calculations are slightly simplified, the true base number is 138, not 140. A very minor thing but noteworthy nonetheless, it is important to mention that this is for all weight, not just fuel. If you have bombs etc. those will have an effect on landing speed as well. Landing speed is only used as a reference to what speed you're supposed to aim for, and a backup in case the AOA probes malfunction. When flying a normal approach you use AOA, not airspeed. 8000 feet of runway is more than sufficient for most loadouts, and you will only ever reach issues when flying with loadouts over 34000 pounds ground weight. As for the actual landing procedure: At 12-15nm away from the runway lower the landing gear under 300 knots and extend the speedbrakes. Once lined up with the runway intercept a 3 degree glide slope. This can be achieved by using the dotted attitude line that appears in the HUD with gear down shows you 2.5 degrees nose down attitude. Line up the dotted line slightly above the runway threshold and place the flight path marker on the threshold. Doing this will result in a 3 degrees. Then simply fly for 11 degrees AOA. 11 degrees AOA is preferred of 13, as 13 degrees proved to give too little room for error when flaring (11 degrees is achieved by placing the flight path marker on the top of the AOA bracket) Fly the 11 degree glide slope until you’re at approximately 2 seconds from impact when following the 3 degree glide slope. Here you will pull back on the stick, idle the throttle now, or a few bits later if you are heavy. When touching down you’re not trying to smash the plane down, but also not try to just kiss the runway. Smashy smashy style is self-explanatory as that will destroy stuff, however landing too softly increases the chances of aquaplaning with wet runways. For this reason, ALWAYS try to firmly place the aircraft down, not too soft not too hard. Even if the runway is dry it is a good habit to land it firmly. Once you’ve touched down slightly (very slightly) lower the nose to avoid floating back up into the air. Then a split second later pull back on the stick and aim for 13 degrees AOA. Do not exceed 15 degrees as you will tail strike above this. Keep the aerobraking for as long as possible. If your runway is long enough keep your nose up until it falls down by itself, once the nose wheel has touch the ground fully extend the speedbrakes by holding the speedbrake switch aft and give full back stick pressure to increase the drag of the horizontal tail. Keep in mind that there is no reason to lower the nose “manually” if you’re not going to brake immediately after the nose wheel as touched the runway. For shorter runways a shorter stop might be needed. Here you might need to lower the nose at 100 knots and apply brakes. For absolute maximum stopping “power” you will want to aerobrake and apply full brakes while aerobraking. You will then lower the nose at 100 knots, keeping full brakes, full back stick pressure and full speedbrake once the nose wheel as touched the runway. Hot brakes is another consideration when landing. If heavy use of wheel brakes is necessary you risk getting hot brakes. Hot brakes can destroy the hydraulics in the wheel brakes and might lead to fires, so avoid this if possible. Unless you have a really light loadout (4k pounds and belove) you won’t get hot brakes no matter what you do. If you brake at anything under 80 knots you pretty much won't get hot brakes unless you have a heavy loadout. Anything under 7k pounds will be just fine. You can calculate your current weight by estimating each missile to 250 pounds and bombs to.. whatever bombs you have, and then of course adding on the amount of fuel left as it is calculated in pounds. Generally you want to avoid using brakes if you don't need to, as you will have to change out the brake pads more often, however changing brake pads is a lot cheaper than changing the plane. It's better to use them rather then not if you're unsure about the braking distance. As for the actual braking technique, think like this: No matter the braking power you will always have the same amount of heat build up, meaning that it is better to brake hard over a short amount of time rather than braking softly over a long time. Same goes for taxing. With hot brakes i mean red glowing hot brakes. The only way to actually confirm that you have them is if a flight member can spot the brakes. Try to stop with 2000 feet of runway remaining, under normal conditions this will be sufficient takeoff distance for sub-32 000 pound loadouts in MAX AB, so if you need to go around you have the possibility to do so. For an 8000 feet runway you would stop 3/4 of the way down the runway.

Do you have a 1:1 F-16 pit?

The F-16 has a couple main iterations. OCU vs MLU and you also have those fancy new block 70 things. Each are made to suceed in their respective time period. Right now I find that a MLU F-16 simply has a lot more purpose, while an OCU would be more of a cool thing to have than anything else. I don't see an OCU version being one of the main aircraft in dcs, where as I can see how the block 50 can be like it already is. Additionally there is the whole point of manual availablity. I don't think it was considence that ED decided on this aircraft.

For all pilot heights the head will be at the same position. The way you adjust your head heigh is by adjusting the seat height, which really ins't necesarry in dcs as when you recenter your VR view it uses head position, which will place your head at about the correct height. Don't remember the keybinds, but if you go digging you will figure it out. The true head position is quite difficult to get, but using cockpit reference points for off-bore degrees in relation to HMCS. This will essentially triangulate your cockpit postion except height. IRL you actually have a swtich on the HUD control panel which helps calibrate seat height. If we get this modelled it will be very simple to set the correct cockpit position, but right now height is a bit more difficult to get correct, I really have no tips for height except to use good old trail and error and figure out what works. Once I figure out my correct position I look for reference points that I can line up to find the correct position in the future. Hope this helps!

If this was how we would create modules we would be stuck with WW1 bi-planes only. I don't think that's what we want.

Although I do agree that the HSI knobs can be added as an axis, i don't think it would be possible to do the same for the altimeter. The required resolution is way to high for an axis to be possible. Encoder is the only way to go. That being said, there is no downside to having more keybinds, so I am all for adding axis to all three of these, although you would need a very spesific rotary knob for the altimeter axis to be anything of use.

That would be very unrealistic. The closest you would get is a DTC, which we don't currently have.

It's actually so simple to code that ED coded it correctly without adding a single line of code.

Thanks for reminding me.

That definetly looks like one of ED's "random" failures. I assume this is a bug. I recommend you to open a bug report on the issue and add a track of the failure happening.