Aernov

I never questioned this cooling drop on TPod activation because of how TPod is wired like a Maverick ) So, IRMVs should cool down all the way after first selection regardless of following page changes?

Currently LMAV page returns to TPod feed automatically, so I didn't try SSS press twice. Auto-return works fine and lasing doesn't stop, LMAV hits intended target.

When looking into the canopy lock latch viewports on the sides of the cockpit (or by looking at the latches with canopy slid backwards) one can see that locked and unlocked positions are reversed (function is correct, just the model error). Reference - AV-8B A1-AV8BB-NFM-000, Figure 2-25. From the viewports: From the outside:

If at the moment of pressing CM Flare or Chaff commanded release was impossible (either because required expendables are not present - spent or not loaded, or if EXP selector knob is inhibiting release from the only group of dispensers that contain required CM type (for example, UP selected and no flares in upper dispensers)), that release command gets "stored" and is executed at the first chance in the future, either when needed CM type is loaded or EXP selects correct dispenser group. AV-8B CM release command stored if inhibit.trk In the track - quick start "Ready on the ramp", standard 120 flares 60 chaff loadout (chaff is only in the two of the UP dispensers). I made chaff release program (burst 4 interval 0.3 salvo 1) to easily see the release. With EXP in ALL or UP program releases immediately, in DN - no release, but when knob is returned in UP or ALL - program releases immediately, no matter how long the interval between the command and release possibility. Only one last command is stored. Also, should EXP knob straight up prohibit release from unselected dispensers? Shouldn't it just set priority to the selected ones? If I have flares in top and bottom blocks, select upper ones and spend all the flares in them during attack run, I will be unable to immediately continue flaring until I remember to turn the knob, even though I still have 60 charges on the bottom? How does it work in the real plane? In my opinion (that is not supported by anything except my guess), this EXP selector logic would allow release from unselected dispensers if required CMs in selected ones are spent, just to prevent life threatening issues in emergency situations.

Just did VTO with 21000 lbs from 140 ft AGL, I was able to hover at 60-70 ft (50 ft with LIDS retracted) and transition to wingborne left me with 190 lbs of water. Vertical landing at this mass would be kinda difficult with water and probably impossible without it, but again, you have 3100 lbs of fuel to dump before VL. Edit: at 25 deg. C, no wind

Also, doesn't plane's attitude look a bit exaggerated for the indicated AoA? It has relatively small wings, so higher AoA is expected, but it looks like it struggles to fly and holds in the air only by engine power even at decent speeds. On the screenshot altitude is high (VREST Cruise recommended, getting this high is a struggle with heavy and draggy payloads, and maintaining recommended Mach number is sometimes impossible with time-unlimited engine ratings), so AoA is high too, and after measuring the angle (in GIMP and with no real reference for wing axis, so as imprecise as possible) it is pretty close to indicated, but still it looks a bit much for me. Maybe I need to watch more IRL videos to correct my impression.

This example is from instant action mission "Ready on the ramp" W3 is in FH grid, so, according to (my understanding of) provided guide to UTM coordinate system, only 37T zone squares should be available to select for new point entry, while ODU shows three squares from 37U. Interestingly enough, with other waypoints selected grid restrictions were present: From KM square only zone 38T grid was selectable. Also, should UTM grid availability for new point entry be relative to point selected on DATA page earlier, or should it be relative to aircraft position?

Should DAI be kept on horizon during VL on stationary surface? Hover is maintained with it on horizon and nozzles at 82 degrees, but on touchdown nose wheel ends up high above the surface, while IRL videos show almost simultaneous nose- and main wheel touchdown. Should nose be lowered just before landing? Or higher nozzle angle is used IRL?

AV-8B TPod polarity and FoV.trk Here is the track displaying described issue, and two more: 1) WH/BH OSB doesn't toggle polarity, just changes it while the button is held, and changes back when released. HOTAS command (SSS right short in TPod HOTAS mode) works fine and toggles polarity. 2) Sometimes TPod-designated point jumped for some distance closer to the plane position shortly after changing polarity via SSS right short, but this jump thing was inconsistent.

Changing IR polarity for TPod while in narrow FoV sets it in wide with narrow mode "crosshair" symbology (no frame indicating narrow FoV borders in wide view, same yardstick distance indicated etc.). After this occurs, pressing FoV HOTAS command (SSS left short) or WD/NR OSB once switches "crosshair" to wide mode symbology while not changing actual FoV, second press changes FoV to narrow with appropriate symbology, and it stays "synchronized" for consecutive presses.

After SEAD mission my Harrier's snoot looked like that: DMT was blown off completely, but when I opened DMT page (SSS aft), I got LST page with indication of seeker moving in search pattern Should seeker movement be indicated if the majority of DMT assembly is lying somewhere in Beqaa valley? TV page showed black screen with plane attitude symbology, while HUD displayed small circle inside velocity vector (indicating DMT TV as active sensor). I haven't tried to actually find laser spot, or slew TV around though.

On the screenshot: mission year is 1985, so GPS is not operational, yet INS-GPS coupling works (whole flight was in IFA mode, and there were no difference in aircraft position in POS/INS and POS/GPS (so, INS was updating from nonexistent GPS), and horizontal and vertical error values were displayed in the bottom left corner of EHSD and on STRS page (and were relatively small too). I didn't test JDAMs and GPS availability for REDFOR Harrier.

This issue with SA reticle pointing at anything but approximate position of locked emitter was fixed for some (short) time before HUD update in september 2020, then it broke again, and stayed like that since.

Switching ext. lights master from normal to NVG increases formation lights brightness (both during day and night), which seems strange. 1) Norm mode: nav lights (set to dim), low formation lights brightness (barely or non-visible during day) 2) NVG mode: nav lights in IR, formation lights somehow a lot brighter (and clearly visible during the day) Seems like formation lights state is switched between NVG and normal modes. Anti-collision beacon is visible in both modes.

Is your DCS beta version up to date?

"Experimental features" checkbox is still there, and, even though I have it checked, RWR doesn't show lock direction, all four lights are lighting up anyway.

Standard checkflight procedures require to check max RPM - 120.2% for 408 engine, and there are photos/videos with EDP RPM window wisible and showing 120%, so, I guess, it should display 120% for short lift wet rating. There is another issue - as far as I can tell, there are no power increase with throttle movement after engine reaches 116% RPM, you still can move throttle forward, but RPM and, it seems, power, won't rise, and there will be no "15 seconds" warning at full throttle.

It can hover with gross weight up to 22 000 lbs (well, not really at 22k, but close to it) in "default DCS weather conditions" close to sea level, and does it at norm lift wet rating. It would take off vertically at higher masses, but for some reason I was unable to set short lift wet rating during my tests (31.05.2021), engine just didn't go further than 116.8%. Is this a bug?

Parking brake.

This picture is from A1-AV8BB-NFM-000, applicable to N/A we have, and there are no other remarks about EW page availability except H4.0 (for EW page itself) and TAMMAC (just for legend display). H4.0 is present in our Harrier, as far as I know (judging by EHSD display layout and sub-menus). Still, EW page is not just RWR, it's practically Hornet's SA page, minus A/A stuff(?), plus some overlays (like RWR) and symbology (same stuff as EHSD, beam cues)

Will EW page be worked on? It was replaced with generic RWR page for the entirety of the module existence (and even this RWR page is not fully functional). This image has some symbology from radar-equipped AV-8B, but majority of it is universal Also backup radio on the right horizontal panel, currently it doesn't really allow frequency modification (you can adjust it by hundredths, I think, but it will take ages to change frequency completely), and channel selection doesn't change actual frequency, just one displayed on the radio panel (SRS, for example, will still use CH01 freq regardless of selected and displayed channel).

IRL you can change "thickness" of MPCD font stroke with "SYM" switch. In DCS currently, I think, it just directly changes symbology brightness.

I tried to watch my own track, and "past me" almost crashed in a tree at break and then landed somewhere in the grass with too high descent speed ). So, tracks still don't really work still... But yeah, I need A LOT of practice with all kinds of landings since before engine update all I did is VL without approach pattern. And VNSL is definitely possible, it's just maintaining approach parameters that is difficult.

Can someone show how is it done properly? I cant think of a way to not gain altitude at the moment of STOL flaps scheduling activation at 165 kts without changing engine rating. So, I end up high and must lower the nose quite a bit to get to the runway, and AoA can be maintained only with getting behind hover stop during descent. I probably should elongate final and approach to 180, but slowing down in a straight line with fixed 90%+ RPM is not easy, especially if altitude needs to be maintained. AV-8B SVNSL attempt 1.trk

It is not available now (as in the real AV-8B, due to danger of inner bomb hitting the plane on release, or overheating or something), but earlier in development you could take three Mk. 82 and 83 on inner pylons. Also, triple FFAR rocket pods were removed although those are listed as valid loadouts for inner pylons in NATOPS, as well as Mk.82 on triple rack (with BSU-33 fins).