Creepy

Also... is there wind in the scenario? The pipper is not wind corrected and, if you have an IN RNG cue like Swift mentioned, it sounds like you might have a tailwind.

I think you’re stuck as is... the real hornet control for antenna elevation works the same way where it is spring-loaded to its center position.

From your description, my only guess is you haven’t completed the INS alignment as part of your start up procedure. From an airfield, once one engine is online and with parking brake set, place the INS knob to “GND”, you’ll see a timer start on the HSI along with the alignment countdown... after a while you should see “OK” appear next to the countdown. At this point place the INS Knob to “NAV”.

Gotta love commencing after seeing 4 to go on the waist... and showing up again to the same.

Is your wingfold handle in HOLD vice SPREAD? That photo looks like the ailerons are faired in preparation for folding up...

Don’t think there are any since the actions are colonizing specific UFC options in the Autopilot sub-menu. There are no HOTAS options in the real aircraft to enter autopilot modes, only the paddle switch to disconnect all currently selected modes (with ATC being the stand alone button on the throttle).

That makes more sense, tracking now! I’d honestly have to take a look at that again... in the real jet we don’t do that intentionally, so I can’t say I’ve ever looked at it there either, just the expected HUD symbology I talked about.

Yes, programs are just quick ways to go between preset employment parameters, bombing modes should not act differently based on the program selected alone. I’ve never had/noticed displays showing me different symbology on the same employment. If CCIP was the selected program, I’ve always seen AUTO symbology on the HUD/HUD Repeater with a designated target, and undesignating has always reverted to CCIP on both as well.

Just checking, but your tests of this case don’t happen to all be in a test mission you’ve created with wind coming from behind you during your run in to the target, do they? Since wind correction is not implemented/out to lunch at the moment... a loft is a very long time for wind to affect the weapon trajectory.

Shimmergloom is right when he says we brief to transit altitudes. Whatever altitude you choose/are told to use, the FPAS page is your friend. The hornet doesn’t carry much gas, so if you aren’t fighting the aircraft, it’s best practice to fly at either Max Range airspeed (for a time/distance problem... you’ll get to where you’re going with the most gas possible) or Max Endurance (time/fuel problem... meaning, you’ve gotten to the point you want to be at, now you want to maximize loiter time). For waypoint inputs on the UFC, you will notice you are entering an “elevation” and not an “altitude”... it is not meant to be your reference for a flight plan, it is meant to make A/G easier (think designating a waypoint and having the FLIR slew to it... you wouldn’t want the FLIR looking at a 3D point at 25,000ft, that would be useless... unless you find a target that high on a mountain...).

HARM Handoff is in reference to TOO Mode. In A/G MM, HARM selected on the STORES page, bring up the HARM DSPLY and cycle through the detected emitters with the RAID button, once you have the intended target boxed on the HARM DSPLY/in the HUD, depress Cage/Uncage to handoff the target emitter parametric to the weapon (“H-OFF”) appears, then pickle the weapon (if multiple weapons are on your aircraft, you need to repeat the process). If search and tracking radars are co-locates, it will be hard to figure out which one you’ve actually handed off to the weapon due to overlapping symbology... so plan accordingly wrt how many weapons you bring to a given fight. SP is worst case scenario and you have no say as to what it goes after (think a situation where you get lit up and loose the weapon as you start defending with the *hope* that it gets there before you get smoked)... basically, the worst way to employ the weapon... and a great chance to smoke a friendly site if one’s around.

There’s a thread around here referencing the CMDS .lua, I’d have to get on my computer to remember exactly where it lives in the directory... long story short, you can edit the .lua (it passes integrity checks) and you’re good to go by just turning on the -47 and selecting the appropriate program. Just save a copy of the .lua elsewhere on your computer and drag/drop every time you update... it reverts during an update.

Haha, as of now, unfortunately yes. (Good time to practice you’re defensive maneuvering though...) Always remember... chaff is wasted unless you dispense it while in the beam (because, physics and stuff). So that should help you’re limited amount of items last longer... not to mention your aircraft. I also suggest playing around with the -47 programs so you get what you need, but aren’t wasteful.

Well... that’s annoying. Gotta love the “good ideas” that float around sometimes.

For the ECM rotary switch, I don’t see anything for key bindings either... which makes sense, it isn’t implemented yet.

In real life we can also push and hold PB18 to clear specific advisories (like CDATA) that are persistent and expected. I don’t know if this feature was a thing in/before OFP 13C or not though, I was just a thought when 13C was actually being used in jets.

Oh I’m well aware! :thumbup: I only fly the Rhino, but some of the ones I’ve flown have had the same OFP as later Hornets and this being a thing in the sim is slightly annoying, yes it’s little, but habit patterns die hard haha. As far as usefulness of the display, I bet it’ll get fixed REAL QUICK when the Az/El page is finally put into the model, turns out a lot of useful things would be covered by the ADV line right now.

Hence my “all previous threads” ... I was just curious why no one had brought up the fact that all proof given in the previous threads never showed a blank ADV line.

Alert 5 is airborne within 5 minutes from cold (e.g. if you’re not at the end of the cat stroke at 05+00 from the 1MC announcement, you’re late). Gotta love the FADEC. Makes it pretty easy when the jet tells you something is wrong... which is the point, why make the pilot worry about the little things if he doesn’t have to, more time for tactics. I can’t imagine all the things that happen during an alert bomber launch... it’s nice to be in a jet by myself.

I just encountered the same issue the other day, standard environmental day but at Tonopah (~5,000’ MSL)... auto start gave that error after a successful right engine start with normal parameters. Continued with a manual start for the left. I didn’t have this issue starting at Nellis... so I’m leaning towards ED having some APU/engine parameters simulated for higher density altitudes that trips the error and stops the auto start sequence... even though the IFEI shows normal start/stabilization parameters.

You *should* have COMM 1 on battery power only. Not sure if you’re stuck on the last frequency selected in the Hornet, but in the Rhino you are so I wouldn’t be surprised.

- Once the INS is fully fleshed out in the sim... you’ll want Waypoint 0 to be accurate or the alignment will take forever/maybe never get to an “OK”. - This is indeed how they are (Hornet and Rhino)... an Alert launch happens pretty quick. If you really wanted to, 14 individual button/switch movements (16 for launch bar up/down for a cat shot) is all it takes to get a flyable jet (no combat systems on).

Additional considerations for realism: For both port observation and starboard reform, you’ll want to be level with or slightly stepped up on the tanker (the receiver(s) own down and aft for emergency disconnect considerations). In general/the standard is closest to the tanker in port observation is next in line to receive and once done with tanking, you slide all the way to the right if there are already aircraft in starboard reform. Of course, you can always use the radios to deconflict real-time/deviate from normal operations.

With all of the previous threads that discussed this topic... I can’t help but notice a few things that were never brought up (at least... that I couldn’t find after going down the rabbit hole for a while). What I’m tracking so far: - ED (Wags) has stated that the modelling is primarily based on OFP 13C. - Every thread related to this as far as I can tell boils down to “I don’t like that the Advisory line covers information” WHEN THERE ARE ADVISORIES ACTUALLY PRESENT. With the above in mind, I noticed that many of the previous threads give both sim and real-world pictures as examples of why the current modelling is correct, however none of these examples show a DDI with NO advisories present (that is, no real-world examples are given where only "ADV - " and the blank out remain)... only when there are advisories currently set for one reason or another. My question to ED (or anyone with the info) is, referencing my two attached photos, why doesn’t the “ADV -” (and associated blanked out portion of the DDI) clear out when there are no advisories set? You guys (ED) modeled this correctly with how the Caution lines act, and these two functions are covered in the same section/paragraphs in the NATOPS manual. Unless there’s more verbiage in the OFP manual you guys (ED) referenced... the advisory header sticking around when Cautions do not is just weird (although I wouldn’t put it past someone developing 13C having a Good Idea that made it into the real OFP). Unless I missed a previous thread that blatantly dealt with this, any clarification would be awesome because I couldn't find a specific question or answer directed towards the behavior of a “clean” advisory line. Thanks!

A bug I’ve noticed is that I always get ALR-67 indications from F18 radars while the respective aircraft the indications are coming from is taxiing on deck (I can get examples if needed, but I currently don’t have any saved screenshots). This should not be the case as the radar is prevented from radiating by a Weight on Wheels switch on the main landing gear (it would be a bad day taxiing around a flight line frying maintainer’s brains...). The extent of testing has been to have people check each position of the radar knob while taxiing by my aircraft (they also get the same indications). The indications only go away with the radar placed to OFF... STBY and OPR both produced ALR-67 indications (a related bug here as the radar being in STBY should also not emit any energy).