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jaylw314

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Everything posted by jaylw314

  1. If a pilot started LSS with the TGP as SPI, it would make ergonomic sense to return the TGP to SPI--after all, why were they doing LSS in the first place? Of course, since all this was probably designed when people were still using Windows 95, that might have been too much to ask...
  2. Ergonomically, it would make more sense for the SPI to change to STPT temporarily during LSS, then switch back to TGP automatically. No idea how it works IRL though.
  3. For reference the ONLY datum in the cockpit that identifies the SPI sensor is in the lower left of the HUD, there is no indication anywhere else. The wedding cake symbol denotes where that sensor is looking, but if you have multiple sensors looking there, it can be ambiguous which one is doing the pointing.
  4. True, but people at the beginning of the learning curve need to have a mental framework to hang that practice on to improve from session to session. Practice doesn't make perfect. Perfect practice makes perfect.
  5. The Scorpion HMCS is a generation newer than the JHMCS in the Hornet and Viper. It adds much more awareness in comparison. For starters, it can see friendly units that use locator beacons (and is the only aircraft able to do so AFAIK). The A-10 can remain over a relevant area for hours, while the Hornet and Viper will need to constantly go back to the tanker or airfield. The module itself is well developed and flies well.
  6. in my experience, "critical" typically means it's going to blow up a minute or two later... FWIW, I have noticed occasionally requiring 2 M282L's to take out BMPs, BTR-80's, SA-9's and other light armor that used to be insta-kill with one M282L
  7. FWIW, I was just flying a mission yesterday and was trying to take out an SA-15 with an AGM-65D, but a nearby SA-19 batted it down literally 100 feet before it hit Did you remember to turn it on in the mission editor?
  8. IIRC one changes the HSI modes (I think CRS depress), and the other does nothing. Edit: oops, probably incorrect
  9. Oops, yes the TGP was on station 10 (the right side). Presumably on station 2, the left and right FOV would be reversed. You are correct on the bearing, 0 is 12 o'clock, 90 is 3 o'clock, etc. I wasn't sure if 'bearing' or 'azimuth' was the correct terminology For elevation, 0 is at the horizon, 90 is straight up and -90 is straight down. Of note, for the camera, FOV is unobstructed from about 330 to 060. I conflated the camera being masked (no video feed) and obstructed (video feed but blocked by the plane or weapons). For the laser FOV, I was surprised to confirm that while there are areas to the right masked by the sidewinders, from 030 to 090 the laser is unmasked again above the sidewinder. Likewise, POINT and AREA track are lost and revert to P-INR and A-INR, respectively, if you roll the target through that area. Also surprisingly, from 270 to 330, the laser is also unmasked above the fuselage. I confirmed that the POINT and AREA tracking FOV is identical to the laser FOV by rolling upside down and using active pause, then checked that POINT and AREA tracking worked in the same places above the plane of the wings as the laser. I never thought to try this with the A-10C because there was no way to verify what angles the TGP was looking at, but I realized with the HMCS, I could look at the TGP diamond and use the HMD pitch lines and helmet bearing. A couple points I had to guess the elevation because the pitch lines only go up and down to 55 degrees. I need to think of the best way to depict this visually, but I'm not sure what that would be
  10. Well, color me wrong, but I just did some testing on the TGP FOV, and it appears my memory is incorrect. As far as I can tell, the FOV of the laser is identical to the FOV where AREA and POINT track work now. I could swear I recall some difference before, but oh well. I've got numbers, but how do you draw it in a spherical map? The following is the range of elevation (in degrees) of the camera being masked or obstructed with inboard armaments loaded. I didn't include the bearing 60 value since the sidewinder nose doesn't really obstruct visibility too much: Bearing Min elevation Max elevation 90 5 90 120 5 90 150 -32 90 180 -52 90 210 -35 90 240 0 90 270 -6 25 300 5 30 The following is the range of elevation of the laser and video tracking being masked: Bearing Min elevation Max elevation 30 -15 0 60 -21 36 90 -23 90 120 -20 90 150 -32 90 180 -50 90 210 -32 90 240 -35 90 270 -37 65 300 -34 50 330 -5 27 Note that these are in level flight about 240 KIAS, so they may be different with a different AOA. All the elevations are about +/- 2 degrees. Don't forget the area off the nose that suffers gimbal lock (not the same as gimbal roll). It's about 5 degrees below the boresight circle, and about 2 degrees wide. You can find it by slewing the TGP through that area. When you see the edges of the video image rotate through 180 degrees, you'll notice the TGP diamond actually does a circular sidestep around that area. Don't pull any target through that location or the video tracking will be lost.
  11. Or it just plain missed? It might have been a case of a combat bush or an armored tree?
  12. LOL, they're not official, they're just my eyeball measurements They also change as the FOV moves further aft. One day I'll map out a spherical depiction of the TGP FOV and functions, but it will not be today
  13. To expand on @Yurgon's comments, on the 3/9 line the TGP has approximate limits IIRC when moving down from the plane of the wings: < 30 degrees - unable to lase < 25 degrees - unable to POINT track (switches to INR-P) < 20 degrees - unable to AREA track (switches to INR-A) So if you want to track a target on your 3/9 line, you'll need to take that into account by banking away from the target. If you want to be in wings level flight and still see the target, it needs to be at least 30 degrees down, which means at a slant range of 5 nm you need to be at least 15,000' AGL
  14. It's been suggested this is the effect IRL. With MAV SOI, the boat switch changes both the symbology on MAV and the camera on the TGP. With TGP SOI, the boat switch only changes the TGP camera.
  15. I turned up the SYM brightness to max during daytime and it seems to help. I also noticed the night MFCD setting appears to be significantly dimmer. I wonder if this due to the lighting revamp?
  16. That's hilarious, I always thought it was impossible since I use the mouse, but I never thought of using keybinds for it!
  17. LOL, it probably cost $20K, so it's not just a clock
  18. Did it use to? AFAIK, the clock is not automatically updated by the EGI, it's just an independent device. According to flight manual, you can set the clock by pressing both buttons at the same time, which is not possible in DCS...
  19. I noticed this too. When I lean forwards, the MFCD's suddenly become more clear. After clearing shaders, it seemed like it was better, but it might have been my imagination.
  20. My understanding is that it is intended to be recorded on the HUD video camera, and reviewed after the flight for debriefing on a video player you can pause and step on.
  21. Try https://www.digitalcombatsimulator.com/en/files/3315353/ or https://forum.dcs.world/topic/258743-agm-65-maverick-training-mission-stuck-at-mav-page/?do=findComment&comment=4539175
  22. simply map the one on the stick into a 4-way hat. I use the ministick on a VKB gladiator to the TMS hat
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