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Is the ACLS gilde slope indication going to be fixed? Currently the ACLS glideslope is too shallow, something like 3° instead of 3.5°. Doesnt sound like much but makes a big difference. I.e. currently you dont intercept the GS at 3nm and 1200ft like you are supposed to.

Well that shouldnt happen since the cabin is pressurized after all. Unless flying insanely high you wouldnt pass out without oxygen but thats how it works in all modules. AFAIK the mask is nevertheless always put on for safety reasons.

One more thing I noticed is that DLC does not retract on the ground with MIL power. Not sure if after this patch or the one before.

I'm getting different behaviour with wake turbulence on and off. WT off feels like pre-patch, WT gives me a strong downdraft over the ramp as described above.

@IronMike It seems like the wake turbulence settings affects the burble. With wake turbulence off, everything is as before the patch. With wake turbulence on, the downdraft at the ramp is substantially stronger. You can notice by a rapid AoA fluctuations and uncommanded pitch changes.

There is a bug where if you set the brightness below 5 they wont work.

That must be wrong/outdated since RW docs explicitly mention taxiing and steering in the strut-kneeled position. There is also the feature of the launch bar dropping when the strut is kneeled and the nosewheel is deflected beyond 10°. This is not working in DCS since kneeling automatically drops the launch bar wich IRL is lowered by the cat crew or by deflecting the nosewheel when in kneel beyond 10°

You should have enough authority to compensate for an engine failure high supersonic flight. The problem is that things happen so fast that neither SAS nor the pilot have enough time to react. Thats what happened to an SR-71. One of the inlet cones failed at Mach 3 instantly killing the engine. The resulting yaw moment immedietly turned the aircraft around and the airflow ripped it to pieces. The pilot didnt even have time to pull the handle and was thrown out of the cockpit with his seat and magically survived.

Kneeling does not inhibit NWS in the real AC AFAIK. Thats why its important to make sure its off before launching.

PG magvar is roughly 2°, not 16 (it says 1.6° on the note)

The effect definitely changed, for the worse (maybe that's more realistic, who knows)

Havent tested non-SC carriers yet. I will look more into it when I have time but judging by my standard recovery training mission which I have flown hundreds of times(15kts wind, 27WOD) the burble got more "violent" especially at the ramp.

The burble effect noticeably changed (stronger turbulence/downdraft at the ramp). Are there now two burbles one ED and one HB overlapping each other?

The ЗК switch either quick-syncs the gyro to magnetic north when in МК (i.e. slaved) mode or allows you to change the heading when in ГПК (i.e. DG) mode.

You can do the whole RW normal startup and checks except for OBC and emergency generator. You can make pretend an OBC by putting the master test switch in OBC for 1,5min. The pilot doesnt notice much of it anyway except for the ramp lights coming on and going out again.

unfortunately not

If the targets fly in close formation the AWG-9 tends to get confused, drops the original track and extrapolates it in a weird way. I guess thats somewhat realistic since the angular resolution isnt that great. An STT shot should be used in this case.

Besides shutting off fuel transfer from one of the fuselage tanks, the FEED switch has another function. It opens the transfer selector valves, allowing fuel from either wing tank to flow into either box beam tank. This is useful if one of the transfer shutoff valves in one of the box beam tanks closes despite fuel being left in the respective wing tank (remember that the wings tanks feed into their respective box beam tank). Thus, fuel from either wing tank can flow into either box beam tank. So if e.g. the left transfer shutoff valve fails closed with fuel left in the left wing tank, placing the FEED switch into AFT or FWD will allow fuel from the left wing tank to flow into the right box beam tank (provided the right shutoff valve is not closed). I don't think those kinds of failures are modelled though. As for transferring fuel between fuselage feed groups, this is not directly possible but can happen under some conditions.(e.g. heavy nose up/down attitude with FEED out of the NORM position).

He turns the TID into TV mode to visually identify the target. This blanks the TID repeater in the front. Nothing you can do about it atm.

The engines have a backup operating mode in case the AFTC (basically the electronic engine control unit) fails. In this secondary mode, afterburner will not be available and flying supersonic may result in an engine stall. So if an engine goes into sec, make sure to stay subsonic. There are other things to consider IRL which are not modelled in DCS. As to why your engines went into SEC mode, I dont know. I've never had that unless taking damage. There is supposedly a bug related to autothrottle and autopilot so that might have something to do with that. Also make sure that your engine mode switches to the left of the throttles are not accidentially placed in SEC, which would also cause activation of sec mode.

The AP works basically the same as before but with much better control algorithms underneath. The only new thing is ground track mode. There are still issues with FFB though.

The new AP is already available in the current open beta built and its fantastic, no more rapid attitude changes on CSS inputs or alt hold.

Thats your wingmans fuel state, note how it says 'low state', meaning the lowest fuel state in the flight.

Is the Arab-Israeli war mission still planned for tomorrow?

The whole topic is a bit obscure. Tomcast episode 2 talks about how VF-1 lost one (or even two?) jets on their first deployment and they didn't know what happened until another jet went down at Miramar and they were able to recover the wreck. The investigation resulted in modifications to the engines which I believe included a thrust reduction to reduce long-term compressor fatigue. Another hint is from a Tomcat pilot's post on a different forum. He talks about how they flew TARPS missions in ODS and a particular aircraft (victory 211) had substantially more engine power then the rest. This became evident in TARPS missions, where he could stay supersonic in zone 2 in said aircraft while his wingman had to be in zone 5 to keep up. The reason for this was apparently that "[...] 211 had engines that were rebuilt from the TF-30-P7 engines that came from an F-111. The -P7 ran at higher temps than the -414A engines that were standard in the F-14A at that time." As I understand it, these engines were rebuilt to an "old", non down-rated version of the 412, though this is purely speculation. The fact stands however that there were considerable performance differences between the fleet-standard 414A at that time and some other variants that were also used in the Tomcat. The 414A version HB models is more then enough though since it covers the vast majority of AC from the late 70' to the end of service-life.