jaylw314

A couple updates ago, I recall the F-16 FLCS got changed, and there were some issues with gains where people complained of the controls being too sensitive, then there was a fix this last update. Somewhere around that time, I think I started noticing that the A-10CII controls became more sensitive as well. Normally, it takes 1/2 to 3/4 back stick to rotate the nose, but recently, I've been almost having tail strikes from the nose snapping up with that kind of input. Likewise, at cruise speed, the controls sometimes feel much more sensitive than I recall in both pitch and roll, and I feel like I've been yanking the plane around lately. I'm wondering if this is somehow connected to the F-16 flight control changes. The problem is, I didn't record or test anything beforehand, so I have no idea if this is all in my head. Has anyone else noticed this?

That's what I thought but I wasn't 100% sure!

Does inputting zero for EL on the waypoint page reset it to ground elevation on the WAYPT page? Or does it bury the waypoint underground?

Just for reference, that should be TMS right long. That will make your most recent mark point SPI.

There's a keeper. The girlfriend, that is

If you don't have the buttononlogy on your current controls, the China Hat switch Forward is important to map. If you don't have a 2-way switch, just put Forward on a button, it's that important. China Hat switch Aft is less crucial and can be left on the keyboard or somewhere less accessible.

Make sure you have winds set up in the proper direction for the ILS runways. In DCS, the ILS turns off if the winds are from the wrong direction, or too slow. The effects is maddeningly unreproducible, though, so it's not clear what the precise parameters are. Winds down the runway direction more than 5 knots would be a good starting point. FWIW, the true localizer indicator is the CDI on the HSI. The yellow bar on the ADI is the roll director, it's not the same thing.

Interesting, nice catch. You can actually go through the start sequence with the inverter and igniters off, then flip on the inverter and it appears to start perfectly fine.

LOL, that makes me think of those professional poker players. Whenever they check their hole cards, it's always just a show and never for real, because they make a point of knowing what their hole cards are.

That's probably a question worth asking Fairchild Republic, if they were still around FWIW, I think Coolie Hat Down Long does a quick glance at the DSMS page and should be handy, but I've found I usually keep the DSMS page open anyway

The HUD does say EMPTY in the weapon data block in the lower left when you're out of weapons for that profile, otherwise no.

Not that we've heard, I can't say I've seen a difference. It might just be that you're suddenly getting different information from FLIR and CCD now

The normal automatic start sequence starts fuel flow once the engine starts rotating, so I suspect the answer is no.

We heard you the first time

I think what @ASAP was trying to depict was climbing LATER than lead. At the end, wingman has to climb more steep to spend less time at slower speed. Think using a low yo-yo to catch up, and a high yo-yo to prevent an overshoot. Aside from geometry, the engines make more power at lower altitudes, so if you stay lower, you also get an additional small speed advantage.

Sort of. The spinning fans are like an air compressor. If you let its output bleed off, you lose energy, and that energy comes from the RPM's. With one engine running, you might be able to spin the other engine using bleed air from the good engine and the air turbine starter. However, by definition, if you're attempting a windmill restart, that has already failed to work. So now you're stuck with trying to use airspeed to spin up the dead motor. You've already determined you can't start the engine using the air turbine starter powered by bleed air (either from the APU or other engine). Now you just want to get the dead engine spun up as fast as you can. It's not that you want to save bleed air to start the engine. You don't want it being used at all. Since there's only one bleed air switch for both engines, you turn it off, and you make sure the dead engine is not in IDLE (which will override the switch and open the bleed air valve to that engine). That's at least my best understanding from the info out there

Ooooooooh. Thanks!

You turn bleed air off because it feeds off the engine compressor, causing drag. That can actually slow down the engine acceleration during a windmill start. Also why you put the throttle at max and use IGN, because the automatic start sequence when you put the throttle to idle includes opening up the bleed air valve (to the air turbine starter). Bleed air off = faster engine acceleration You turn crossfeed on so that both fuel pumps (each powered by one engine) can feed fuel to both. Nice if the other engine is still running. If both are out, and you're having to do a manual reversion dive to windmill the engines, it will allow either engine the best chance of lighting ASAP, in case one isn't working (you're also having a very bad day). Otherwise the left engine would have the advantage since it has the DC fuel pump for backup (why you start the left engine first on the ground).

You shouldn't be doing that, it's bad for your skull

Sure, if lead's making a turn or climbing

Wait, it does?? I've tried looking from the F2 external view, but it doesn't affect the pilot's head there, and people in MP have said they can't see my head movements. I must have missed something, then...

Yeah, that could explain why the clock isn't controlled the same way, they probably figured they'd model it correctly at some point in the future and didn't get around to it.

There is not, only on the MAV page. You can turn up the SYM brightness, it might help a tiny bit.

In close or route formation, the standard is for no comms from lead for maneuvers--wingmen are expected to be observing and just following lead, AFAIK. Obviously, you'd still want to talk if you're doing something crazy, though And lead should be aware of what wingmen can and can't do. There are a lot of things that require hand and head signals and control inputs to signal formation changes and such, but the hand signals are obviously a no-go. I don't think moving your head with trackIR or VR moves the in-game pilot head other people see, either. Tactical and more spread out formations may require radio comms, but IRL they prefer to use visual signals like wing flashes. In DCS, these are absolutely impossible--at 6000', a buddy and I tried to use wing flashes and we just burst out laughing, because we had no idea which way the other was banking at that distance, so we'll probably use radio comms there

IIRC, switching the boat switch while MAV is SOI will change the symbology color on the MAV and the polarity of the TGP. If the TGP is SOI, the boat switch ONLY switches the TGP polarity. So the trick is to change the color on the MAV, then with TGP SOI you can freely switch between BHOT, CCD and WHOT without changing the MAV page. I agree pretty annoying, but I still have to say things are at least measurably better than the past few months No, DISP adjusts the MFCD backlights perfectly fine for me.