GGTharos

29500lbs empty, the beagle is close to 39000lbs with pilots, oil, and the -229s. No gas.

Its eyeball is steerable.

It's not a thing in eagles in general.

It is not used by the pilot AFAIK, disengaging the NWS allows the wheel to free-caster which could lead to bad things. It's used for moving the aircraft around physically AFAIK. This may be a thing for RAZBAM to look into. The issues of ground handling may be a problem in general in DCS - but you can also set curves for your rudder to help out. I use a gentle touch of the rudders and it all works out for me, YMMV. Aileron also helps (stick deflection against the wind to keep that wing from getting extra lift)

Correct, it is always on and it is turned off pretty much for the tugs and personnel to move the aircraft around. As per the eagle manual (IIRC, it's been a while) put all wheels on the ground and use aileron to neutralize drift.

You shouldn't really be able to reach a g at which you can snap the wings unless you're loaded. There is an additional (maybe minor, maybe not?) issue here where the elevators have no resistance due to air pressure, achieving deflection and thus g that they shouldn't be able to - basically the highest recorded G on an eagle, ever, is 12.5 which ended up with bent wings, fuselage etc. But it didn't break apart. Not really surprising, but you'd bend the wings depending on how long you kept that g going (maybe you'd bend them no matter how long at that g). The issue in DCS is asymmetric g, so you need to put in a bit of roll with aileron or especially rudder. Another possible issue is that the wings are being broken instead of being permanently bent and affecting the FM. This is a bit of a compromise between realism and gaming - making the wings break is relatively quick and easy, making them bend and screw up the FM is less so. Not an issue - do a bit of research on the STOHL curve for g tolerance. Basically the brain has a few seconds of oxygen available even if you mess up your AGSM. The higher the g, the less that available consciousness time.

If you want to affect AWACS/EWR, get SOJs Which should be added.

The right way to deal with it is have the receiver deal with blink jamming as it would have to do IRL. Alternatively require ECM to be active for x amount of time before it affects the receiver (so, not a warm up of the ECM like we have in FC3 but rather the receiver is 'numb' to it for the first 1-2 sec) - and while this won't negate blinking (not that it necessarily should negate that) it will make it less effective, ie. not a force-field or guaranteed miss. This could be tuned to achieve the desired result. It could even be player/server tunable and enforceable, allowing some variance in ECM capability (today, this side or aircraft or system has the upper hand etc)

I'm using the -1. Check my math The empty weight without CFTs is 33500lbs. The CFTs add 4400 lbs to this, so you get 37900lbs with CFTs. The CFTs have a drag index of 20.1 (for reference, two bags or single centerline bag are approximately 11 on the DI, so the CFTs are just shy of the drag index of hauling 3 bags) The lantirn and tgp add about 1100lbs, with a respective DI of 9.4 and 7.5, for a total of 16.9 and with the CFTs, 37. Assuming you want to be as clean as possible, your basic DI is 20.1 before we add any air to air weapons, but compared to a light grey you're already configured as if you were hauling three bags and an additional 7000lbs of weight just for existing. So yes, they're not parachutes, and you've got more thrust but none of this is trivial.

I agree, that's a great method for using what DCS makes available! Thanks!

So the way to use it is basically to copy-paste those given aircraft into their mission position once the template puts them in there?

Hi Rudel, because I don't use templates often, could you show what the content of the template is? This is very interesting to me

If it wasn't effective, chaff wouldn't be carried. But the use of it wouldn't be as simple as we have it in DCS - chaff would be used in very particular ways with specific dispensing intervals and maneuvers as well as inclusion of ECM. We don't know how each system would be affected by it - the DCS implementation is a simple stochastic model that works on its own.

At which point do you have a significant differentiator in combat?

Magnetic anomaly detectors can be used for very accurate navigation; detecting submarines is not their only use. Combined with the world magnetic model and potentially some other inputs, recognition of where the aircraft is located as compared with the WMM could yield accuracy similar to GPS, or at least reasonably constrain INS drift.

I just checked mine (from 1993), basic empty operating weight with CFT and crew at 37500. This would be the weight at which the F-15Cs lowest 'clean' chart is presented. Each CFT for the F-15E weighs in at approximately 2000lbs.

Different conformals for different purpose. The Icelandic and some of the Alaskan Eagles needed legs over pretty much everything else. Those CFTs do not have the A2G stations, and those F-15s do not have the weight issues that the strikes do when it comes to air to air combat. The EX is a replacement for the E - I suppose it'll be interesting if it ends up replacing the C's for a certain time, but that'll come to an end as soon as NGAD is put in place.

Sure, I'll correct you: The F-15E with CFTs weighs in at some 36400lbs empty, IIRC. It also has massive drag because of the CFTs compared to the F-15C. The F-15E has a far heavier nose, and that causes issues with AoA performance, CFTs or no CFTs. The F-15E's engines eat fuel a lot faster if you want more of that thrust. F-15E pilots don't do A2A unless it's against low threats, or if for some reason the F-22's and F-15Cs, and in some cases F-16's are not available. And at this point, F-35s will outperform them just due to stealth. Think for a moment: The USAF never re-engined the F-15C after the -220s. There's a reason for that, given that they've received other significant upgrades. But I come back to the most important thing: F-15Es do not take over F-15C duties because they do not train for them - basically if you're using F-15Es for front-line A2A you're desperate.

Real. What the in-game one does at the point of losing track I don't know.

It receives them but it ignores them - either permanently or perhaps starts obeying them again if track is lost. The last part isn't specified.

No, what you're seeing here is a lack of the most basic split-s detection and mitigation logic. This sort of logic is known to be available since the AIM-7F at least.

Removing the CFTs from an F-15E for air to air roles would be an act of desperation (ie. all of the dedicated air to air fighters are for some reason gone, or otherwise unavailable). In DCS, it would just be standard. I hope they don't remove them or at minimum make it server enforceable. And yes, it is a rocket-ship...and like a rocket, it'll go fast going in a straight line more or less. It still won't have F-15C performance.

ED has incorporated a thrust increase based on altitude behind the scenes since DCS came out ages ago. The exact details are not known. Everything is not 'declassified' and even for things that are, the information may simply not be available to you and HB might not be able to release what they have. Why you ask? In some cases people have purchased this information via FOIA and are unwilling to release it (you can do your own FOIA request), in others the information comes from proprietary sources such as the manufacturer, released to a developer specifically for say, making the module, and they do not allow further dissemination of the documents.

Mk38 and 52 is 2.9s ~8000lbf. They're made by different producers as was required in order to protect production against one producer having problems etc.

Yep, it depends - I don't know the exact procedures but hosing down the wheels can be a thing. You m ight also be stuck in the cockpit for an hour (as I understand it, the exploding part is basically the wheel halves that the tyre is mounted on separating, so those metal ... disks shall we say, blow out to the sides). So you just stay out of the way of that until it's safe. The determination can also be done mathematically since you can calculate the energy that is imparted during braking from the friction.