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Showing results for tags 'ins'.
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Where do JDAMS get their altitude data? The reason: All is generally well for this n00b (nailing those CAT III recoveries, etc.) Hot-start JDAMS? Awesome... Did a full cold start the other day. Loaded JDAMS. Got an interesting grouping of 4/4 perfect misses. (Sorry, no track. Likely repeatable though). Did a process review: Realized I fudged the altimeter setting (just entered 29.92... ish), then decided to be meticulous about the JDAM stuff (alt-left F10 click and binding the UFC to the num pad is glorious). Thus, my question, stated another way: could a mis-set altimeter mess up my JDAMs? Either directly, or indirectly by messing with the INS? If true, honestly that's an amazing detail with one caveat... In my search for answers, I noted some major reports over the last few years of some well-documented anomalous altimeter behavior on various airframes. Also noted a recent well-documented experiment on carrier-launch variation between hot and cold starting the F/A-18C. So, also, might there be something deeper here RE: INS alignment/altimeter cold starting in this airframe? Anyway. That's a lot. May run a controlled test and see if I can dig something out. Depends on whether I simply botched my JDAMs by fudging the barometric setting. Thanks in advance for your responses.
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Hey, I've looked a bit and couldn't find a recent thread on that topic with a solution, so here goes. Context: I have an issue with the Hornet, after aligning with a stored alignment on the ground and turning the knob to IFA when the alignment reaches 0.5, the alignment process starts again and doesn't seem to stop. It prevents using the Auto option on the flight plan for instance. This happens on a private server in multiplayer, on Sinai. Repro: -Battery On, APU On -Start one engine -Turn on screens -INS knob to GND, tick stored heading -Wait for alignment to reach 0.5 -Turn knob to IFA Observed: -IFA RDR displayed on MCPD and alignment process started again -Cannot use Auto flight plan Expected: -IFA should not realign Attached is the track file. Cheers! -Hinapilot server-20231122-130053.trk -
When no Target Designation exist, the pilot is required to do so by using a Flight Path Marker as initial designator for LOS. After initial TD is created, it is based to either barometric or radar altimeter angle. Throught the flight toward target, pilot is required to use TDC to move the TD above target and release TDC for moment, that is called "sweetening". The ARBS system will then re-calculate target slant range after each "sweetening" until it gets slant range properly calculated and pilot can confirm this seeing through HUD that TD diamond does stay above the target and doesn't slip away from it. Higher height difference between the target and initial barometric/radar metered altitude is, then more sweetening is required. And if the target elevation is same, then less sweetening is required. At this moment we do not require any corrections. The INS mode is perfect to the target altitude as it is locked on the ground. This makes it unrealistic as target altitude is magically known. The INS based TD movement is as well only possible when it is inside the HUD total field of view. Meaning you need to be flying toward the target and have TD diamond inside HUD or otherwise TDC inputs do not move TD position, like currently happens any time you are in INS mode. INS is critical part for all other sensors and target designation as without it properly done the other sensors and systems can not operate correctly.
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A1-AV8BB-TAC-000 Page 1-367 NOTE: Because TPOD video is provided as maverick emulation, maverick video is not available when TPOD video is selected. Based to that, we shouldn't be able have a TPOD video and Maverick video (laser or FLIR) simultaneously open on both MFCD's. Pilot would be required to choose which one to be shown at the time. If Harrier is like the F-16 etc, avionics would only be able handle one Maverick video at the time. If someone can provide information that Harrier can handle a two Maverick video feed simultaneously, or that TPOD is not anymore emulating Maverick video, then it could be different. Based to the manual AFAIK, with even the older Litening AT is not mentioned to be used simultaneously but you need to switch the TPOD video off when Maverick video is shown (and it will automatically appear when uncaging the Maverick to left MFCD). So process to launch Maverick slaved to TPOD target would be: 1) Find target with TPOD / Create Target Designation with TPOD. 2) Select Maverick weapon 3) Uncage Maverick --- TPOD Turns Off --- --- LMAV/IRMAV video appears on Left MFCD --- (appears automatically to Left MFCD from any page, or to right MFCD if STORES page is open in it) 4) Push Sensor Select Switch Up --- INS -> IRMV --- (Maverick seeker slaved to TD direction) 5) TDC Action initiate Maverick Track 6) Master Arm On 7) Release to launch Maverick. There is as well interesting part in 2.15.1.11 Sensor Integration: "On Day and Night Attack aircraft the ARBS/LST sensor mode can be integrated with the AGM-65E Laser Maverick to acquire a target at increased range and azimuth..... ...When MAV/IRMV is selected, LST correlated and Laser Maverick video displayed, pressing the target designate button replaces the Laser Maverick video with the DMT display. When MAV/IRMV is selected, LST correlated and DMT video displayed, pressing the target designate button replaces the DMT video with Laser Maverick video" So the Maverick video can as well replace the DMT video. Edit: And if someone wonders that how to then use a Laser Maverick with the TPOD for designation if the TPOD video can not be open same time as Laser Maverick video is, answer is on the Page 1-413 as a NOTE (it is for Litening AT, but safe to assume that Litening v4 is with same limits, safety features etc). "If a laser is armed or firing (or the training laser dry firing), the TPOD page may be exited for up to 15 seconds before the laser is automatically safed. This is a programmed grace period to provide uninterrupted laser firing when the TPOD page is exited during weapon selection for weapon release or due to inadvertent sensor selection, and thereby allows the pilot time to reselect the TPOD page for continued laser firing" So pilot would be required to be able acquire a lock, launch Maverick and return to TPOD in 15 seconds after Uncagin the Maverick and receive its laser feed. Meanwhile the TPOD would continue tracking the target and firing the laser on it while pilot utilize maverick.
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UPDATE: Habe nun herausgefunden, wie es richtig geht..... Guten Abend! Ich habe mit der Mirage, mega Probleme! Für das INS habe ich mir dieses TuT zur HIlfe genommen: Mirage 2000C: CHANGES To INS Alignment & Approach Symbology - April 2021 | DCS WORLD 2.7 - YouTube Und ich befolge es strikt! Nun zum Problem: Ich gebe die Daten manuell ein (Die entsprechende Option des auto Ladens, ist im Menü aus) gelegentlich funktioniert es und mein HUD arbeitet entsprechend - nach dem "Booten" VAL und den umstellen auf NAV und [N]. Aber, regelmäßig, geht mein HUD nach Beendigung der Eingaben und den "Booten" des INS sowie den umstellen auf NAV + [N] wieder aus, bis auf den Kompass und ein + der wird im HUD gezeigt- obwohl das gesamte Flugzeug hochgefahren ist, auch in anderen "Stellungen" mit Batterie und Bodenstrom und den nur nötigsten. mit und ohne Bewaffnung, Radar an, Radar aus, Radar STBY... etc. Es nervt mich langsam gewaltig und ich frage mich, ob es wirklich an mir liegt? - oder liegt hier ein gewaltiger Bug vor? Nun ja, Verwende ich dann im rechten Pannel den einzelnen 3 Stufenschalter, für den Virtuelen Horizont und stelle ihn auf AN - nicht auf den NOTModus, so kommt im HUD "Horizon Secures" und ich kann nichts mehr machen. (also den Schalter brauche ich nicht, merke ich ) Ich weiß noch im Winter, da konnte man per Windos+POS1 Autostart machen und das INS lief prima. Jetzt mit Autostart geht das INS nicht automatisch - ja doch schon, aber halt das oben genannte passiert. Ich habe kein Pipper, keine Schnecke, kein Fadenkreuz Keine Horzontalanzeige keine Grad +/- NIX - außer der Kompass und ein + Zeichen..... Achso, Gunsight auch nicht Hoffe man kann mir helfen Grüße
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When I am flying I should be able to press the MRQ button and the VAL to set a markpoint but I don't have the M91 (etc) markers show up on the INS. For clarity - the markpoint itself works but the M91, M92, M93 don't show on the INS. See Chuck's Guide section 13.5
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Hey folks! I have spent some time studying the basics of the INS mounted on the F-14. It's definitely not brand-new technology, and it suffers from a few quirks but, generally speaking, is an outstanding piece of kit. One of the issues affecting the avionics is related to the Naval employment of the Tomcat (and not only the F-14, definitely the A-6, probably the F-4 too). A recent bugfix was recently released that sorted out the primary method of addressing this problem. Thus, I took the occasion and put some stuff together, something that I hope you can find interesting. Rather than go too much into the technical details of the problem, I'll keep this short and straight to the point. At the end of the posts, there are a bunch of links to a more in-depth look at the issue, and a study of the AN/ASN-92 INS. So, where do we start? Carrier. Big carrier. A lot of metal. The carrier causes some parts of the avionics to go nuts, namely the ones that should indicate the aircraft's direction. Let's call it "compass". This causes issues to the relatively rarely used non-INS navigation (DR & pilotage, Aerodrome charts, specific instructions, etc) and, especially, Air-to-Air. As mentioned, until recently, the only reliable fix was flying straight and unaccelerated (even non-continuously) until the AHRS re-synchronised. The ratio was ~9°/minute. This is why many never noticed the problem, but sometimes this is not a sufficient solution (especially if you YOLO from the catapult). The dedicated function to address the de-sync of the "compass" is located in the front seat, in the Compass Control Panel: the HDG Pushbutton. Now that the HB devs sorted it out, it can sort out the "compass" in a matter of a few seconds, rather than minutes. A lengthier article is available here; it provides a few more details. A more in-depth short study about the INS is here. This article contains the tests I made and a few other observations. I hope you can find this stuff interesting. Feedback is always welcomed. PS: fun fact, this is probably my first post in this subforum -
Hi, does anyone know anything about the following: How long does it take for the F-4E INS alignment to complete? How many waypoints can the F-4E Nav system handle? Can the nav system manage offset points for loft bombing runs? Can the nav system calculate ToT and show cues on the HUD?
