jaylw314

That's probably why ED implemented the button_OFF bindings. Otherwise, they'd have to cater to all the various 3-way switches, like ON-OFF-ON, ON-ON-ON, ON-OFF-(ON), (ON)-OFF-(ON), ON-ON-(ON), (ON)-ON-(ON) and (ON)-(ON)-(ON), the last one being a hat switch.

As far as I can tell, landing at 80,000 lbs with immediate braking results in 'wheel damage and brake fires possible,' so it's not an automatic explosion. I'm guessing that does not encapsulate the clenching that would be involved, though If you aerobrake down to 110 knots or so before braking, you're supposed to be in the clear, which is pretty mind-boggling to me. You have the fuel dumps too

Yeah, I was speaking more in terms of SOMEBODY having to test that at 80,000 lbs at least once. Clearly, the poor guy was able to get it done without exploding under ideal circumstances (maybe they had firehoses dousing the wheels), but I'm sure there was some clenching involved

As mentioned above, SPIN should affect CBU-87's but I haven't messed around with them yet. Did you increase that parameter as well? It could be none of the are working right now

20 AOA is just about 10-11 degrees between the VV and the W in the HUD. Since you're usually approaching at a 2.5-3 degree descent, that means during the entire roundout, flare and aerobraking, you need to only get the nose up about 3-5 degrees, it's not a huge pitch-up move, it's pretty subtle.

Just bind your 3 buttons (A, B and C) to SRM. Then bind [button A]_OFF to MRM, and [button C]_OFF to GUN. Now, when you press A, it first goes to SRM, then to MRM when you release. If you press B, it goes to SRM and stays there. If you press C, it goes to SRM first, then GUN on release. Profit.

I was playing multicrew today for the first time and noticed I could not get the TGP to track by pressing the half-trigger. I had it bound correctly and could use the other half-trigger functions (like changing RBM elevation), but I could not get the TGP to actually track. When I asked the pilot to take command and press the pilot Auto-Acq switch, he was able to get the PB10 ATRK button to box. Is this a known issue and/or have others run into this? I couldn't find it on searching here

Oooof. That sounds like unpleasant aircraft design during a moment when pilot workload is high, but good to know

IIRC there was a prior thread referencing this. As a workaround, you could use Joystick Gremlin or your joystick firmware programmer to send the SRM binding shortly before sending either Gun or MRM

It does seem that CFT's and external stores generally move the CG rearwards. I'm not aware of any publicly available Weight & Balance info, so you won't get specifics, but I did see an example that with a typical air-to-air loadout and empty CFT's, the CG was near (but not at) the forward CG limit.

FYI in most cases the F-15E autotrims to maintain the current G force, not airspeed, e.g. if you're trimmed for 1.5 g you'll stay at 1.5 g, not at a stable airspeed. The trim switch will change the set g-force. Kind of like the Hornet and Viper, although I assume there are nuanced differences. The only times you practically mess with the trim in normal flight is on takeoff when weird things happen to the nose after liftoff, and when the gear comes down for landing. At that point, trim acts like how you'd expect conventionally, and you can trim for AOA or airspeed. I'd also add that on go-arounds, after trimming to AOA 20, when the gear comes up the plane seems trimmed for a 2g climb. That's not cool, and I'm not sure if that's expected behavior, so expect to spam the trim down button on a go-around...

She's terribly heavy, and it does seem like there's a bit of a longer time delay between applying a pitch input and seeing the results (which I suppose makes sense). That's a recipe for PIO's until you retune the PID's in your head I haven't found the positioning of the director lights to be an issue, they can be seen most of the time. They'll get blocked if I'm out of position sometimes, but I'm mostly looking at the tanker body for positioning, and glancing every few seconds at the director lights to recalibrate my position. By the time I'm too low and forwards to have the lights blocked, I already know I'm AFU and have to fix it...

FWIW, the wind does affect CBU-97's, since the fire control computer only gets it to the point of deploying. After that, the submunitions are hanging in the wind for an additional 10-15 seconds. in a 10 knot wind, that's 150-250' of drift.

FWIW the recommended book 'minimum run' landing is apparently trimmed to AOA of 23, 'dragging it in' with a more shallow approach angle of 1.5-2 deg, and on the wheelbrakes immediately after touchdown, as long as the weight is under 45,000 lbs. When I tried this, there's some airframe buffet that starts around AOA 23, not sure if that is accurate or a little early, but it makes it a little uncomfortable. OTOH, the landing distance chart goes all the way up to weights of 80,000 lbs with this technique, and shows a landing distance in ideal conditions of about 12,000' (ouch). The fact that they've tested it suggests doing so probably doesn't automatically blow your tires, but I'm sure crew chiefs shudder at the thought. In any case, in DCS you should feel free to hit the wheelbrakes at touchdown, especially for some of the shorter runways. If you have any kind of mechanical sympathy, though, that will be challenging

IIRC there are some Pilot-only specific bindings to turn on the TPOD, and EW stuff. Of course, you can't see what you're doing.

Malfunctioning fuel transfer pumps would do it.

There's also some inconsistency in spelling and capitalization so that the variants and quantity show up in different places on the armament drop down, annoyingly.,

You're in AUTO mode (lower right of HUD). You have to change the program to CDIP, or change it manually by taking command of the HUD (Castle press then forward), then Auto-Acq forward to toggle AUTO and CDIP

Aaaah, that goes along with the trend of only having numeric indications for stuff (like AOA), thanks!

At least in the Warthog, you can set the SPIN parameter in the CBU-97/105, it just doesn't do anything. I suppose they may have been debating whether to allow that or not in the PACS

In fairness, lighted lamps should be terribly sharp IRL since they are stencils on glass or clear plastic. As opposed to the CRT's (I think) we have in the MPD's and HUD, anyone old enough to remember CRT's will remember how blurry they compared to LED/LCD screens. Of course, in DCS, it's just a texture limitation

Thanks guys, I figured the use was similar to other aircraft like other aircraft, but the verbiage in the manual utterly confuses me. In almost every other aircraft I can think of, when the CCIP pipper is physically below the HUD, there is some indication that the pipper on the HUD is 'virtual'. Like the half-pipper in the Warthog or the reflected cue line in the Hornet. As far as I can tell, there's not any indication in the F-15E as to whether the pipper is correct or 'virtual.'

I'm trying to understand CDIP and this part of the manual makes no sense to me: What the heck is this supposed to mean? How is pressing the button at the 'moment the pipper crosses the target' earlier than when the target is in the center of the sight reticle? That's not early, that's right on time, no?

That is hilariously fascinating, thank you for that tidbit of info. The idea of a parking brake that shuts off when you bump the throttle seems to be one of the facepalm things

SPIN is for the CBU-87 only AFAIK. The CBU-97 just sheds the cannister and drops the 4 submunitions at the programmed HEIGHT, then the submunitions do their own pre-programmed dance. For the submunitions, parachute height, rocket motors, spin rates and release of the pucks aren't adjustable. As such, I don't think HEIGHT makes a massive amount of difference with CBU-97's dispersal. You can't edit anything about the submunitions parameters AFAIK.