Karon

Which is incorrect, as it depends on where the mainlobe is. So, if you have a general idea of where the target is azm-wise (e.g. from the RWR), you can acquire a lock whilst looking down. You need a human, though, as it requires a bit of work on the radar. Once the lock is achieved, it is very hard to break. null

After a few months sitting on these numbers, I finally gathered enough mental strength to deal with modern DCS Jokes aside, here is the probable final part of the Thrust-to-weight ratio, performance and fuel consumption study. This time the focus is on the 16-17-18 triad: FFalcon, Jeff and Hornet.

This question resembles a lot the initial critiques of the F-14's Jester, which were caused mostly by a lack of understanding of the avionics and Tomcat systems. So, since you said Jester did not see the target, could you spot it on the radar instead? Btw, the 50nm scale is sometimes barely enough. A lot depends on the conditions you are facing.

Thanks @TOViper!

Great work, thanks!

I just asked the devs and linked your post. They'll check here or let me know if there's a better solution than unpacking the miz. Thanks! In the meantime, may I suggest a magnifying glass? > I already asked that question in the Heat Blur section but did not see any response yet. This section seems to be much faster. That's the Italian section of ED's forum though

Quick old tip of mine: CPTR PILOT → CCIP CPTR TARGET → CCRP CCIP is a very unsafe delivery method. As Tau mentioned, tossing prevents you from flying too close to the target (and it is also a lot of fun - self lasing especially). CPTR IP is something different, and it can help you find the correct target if the area is cluttered.

Last part of the INS discussion: Visual/Radar fix updates. Bonus: the NS430 is back, with an unexpected supporter

Hey folks, continuing the INS Navigation discussion in the F-4E, I started to look into the fix updates methods. I hope this can be useful to you.

Something different for once, a broad discussion about SARH employment: ranges, timeline, tactics and more.

Back to Back to Basics! This chapter of the Back to Basics series focuses on the INS, the acronym for Inertial Navigation System. Often misunderstood or taken for granted, understanding the limitations, features, and potential issues of the INS is fundamental, along with knowing the alternative means the crew can use for navigation. Article: https://flyandwire.com/2025/02/13/back-to-basics-ins-drift-and-navigation/

Glad it helped I think both F-14 and F-4 pilots need to spend some time in the backseat, whether they fly solo with Jester or a human. Having a decent understanding of "all-thing-in-the-back" definitely helps to better understand properties, capabilities and limitations of the aeroplane.

As I mentioned in the first video, at ~2:10, I think it is easier to see "reset" as "re + set" or "set again". If you think about it, the prefix "re-" stands for "redo" or "repeat", in a sense. About TGT1/2, I think you can see #1 as the first, immediate value. Ergo, straight from the target counters. #2 is secondary, or indirect. Therefore, the memory. Or, you can follow @Zabuzard's tip and simply memorise the functions. Whatever works for you

Hey folks! This is a sort of follow-up to Leapfrogging and discusses the usage of Bullseye with the AN/ASN-63 INS and -46A Nav Computer. If Leap Frog ops used TGT2 and Memory, Bullseye and similar nav references use TGT1. Let me know if this is interesting for you, I don't want to spam not-useful content

Hey folks, I made a quick video about a topic that I considered well explained in the manual, but given the feedback, it is apparently less intuitive than I thought initially. So, here is a neat navigation technique: "leapfrogging". Since the AN/ASN-46A can store only one point, the WSO (Wonderfully Sexy Operator) can apply this method to ensure no delays when switching waypoints. Also, it enables bullseye / other references whilst maintaining the ability to immediately revert to the current steer point and vice versa. The idea is well described in the manual: TGT2 is used for navigation, thus leaving the Target Counters free to be manipulated. As the SP gets close, the WSO can input the new point latlongs, then turn the Nav Comp Mode knob to RESET. This causes the memory to be overwritten. Now, the GIB (Gorgeous In the Back) can switch back to TGT2, and the BDHI will show the new nav info. If you are confused, check the video or the article below. Article: https://flyandwire.com/2025/01/30/f-4e-leap-frog-operations/ HB F-4E Manual: https://f4.manuals.heatblur.se/jester/navigation.html?highlight=leapfrogging#operation More F-4E Articles: https://flyandwire.com/f-4e-phantom-ii-articles/ I hope this is useful to you. The next videos will be about bullseyes in the F-4E (something I already mentioned here) and INS alignment (yeah, no AHRS shenanigans for land-based aircraft!!). Feel free to suggest more simple-but-not-really topics. Post scriptum: shoutout to HB and their SMEs. I have been accumulating content about the F-4 since long before its release, but every time I jump into it, I notice new, subtle but great details.