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Everything posted by tom_19d

  1. Thanks Rob- I agree that the gunsight is behaving functionally (ie it is reacting appropriately to changes in flight path and range) as it should in radar mode, as I have yet to see any evidence to the contrary on my machine or from anyone else. I agree completely if the pipper were to move when an adjustment was made to the wingspan knob in radar mode that would indicate a problem, but I have seen no evidence that is happening. Your idea about the slugs' velocity or the gun alignment (I am picturing an incorrect boresight type of situation) would make perfect sense. College physics was a long time ago for me so I wouldn't venture into trying to do any of my own math but if you had a set of parameters in mind (removing as many variables as possible and all that) for test firing I would be willing to set something up quick and get back to you with my results. And although I get the gist of how you could work backwards to a muzzle velocity from the rounds' impacts on the ground, I am a little unsure of how you would isolate or measure the firing angle. Wouldn't the angle of the bore in relation to the ground be of paramount importance here?
  2. Source for this? Because it contradicts the USAF aircraft manual. Also the USAF aircraft manual and the Belsimtek quick start guide say to strafe with a mechanically caged sight. And when the sight is mechanically caged the LO/HI switch has zero effect on its depression. Sorry to have so hijacked your question here BSS_Sniper. I too think that the gunsight isn't providing enough deflection and I thought that a discussion to ensure we are using proper procedures would be useful (it has always seemed to me the mods and devs are more likely to look at something if you can back it up with evidence that the aircraft or component thereof isn't behaving in accordance with real world documentation) but this is just turning into conjecture and I will back away before this gets any more off the rails. I'm not trying to be a jerk but I don't think the devs will look at gunsight issues if the gunsight isn't being used as designed (and not to say that you aren't, BSS). Safe flying and hopefully this gets a look or someone has an insight for a solution.
  3. Right on, I am definitely not trying to argue with anyone's technique or talk anyone out of what works for them. But are you saying that you can say definitively that moving the wingspan knob is moving your pipper when you are radar ranging? Can anyone else collaborate this? It certainly doesn't move mine (1.5.5, latest build). Because based on the points I laid out in the post above, I believe that if the wingspan knob is moving the pipper that would be incorrect behavior of the sight and could perhaps explain why people are having problems with it. On a related note, while reading the USAF TO for the sight I ran into a discussion of the target speed switch located on the pedestal by the gunsight selector switch. Apparently it puts in a lead adjustment for aerial gunnery. "LO" setting when the speed of the attacking aircraft is greater than the target, "HI" setting for aircraft near the same speed, and "TR" for drogue training at low speed. I had never used this switch, but moving it from hi to lo does move the pipper, so this is a feature that might need some exploration.
  4. Elmo, Are you talking about the wingspan lever on the sight moving the pipper up and down the gun snake (or funnel) or the throttle twist? Because if you are saying adjusting the wingspan dial on the gunsight moves the pipper when using radar ranging, I don't think that is how the sight is supposed to operate. When used air to air, the A4 sight is compensating for 2 factors to provide a gunnery solution as far as I understand it- G (or deflection) and range. Deflection information is provided by measuring gyroscopic precession within the sight and range is provided by the radar . Assuming your previous example of flying a constant 3G turn, if the pipper did move up and down the gun funnel when the wingspan lever is moved, that would imply that an adjustment for range was being made- which would not be correct. Range data is supplied to the gunsight by the radar, assuming the radar is operational and the throttle twist is full counterclockwise (its spring loaded, default position). The wingspan lever should have zero effect on the range sensed by the radar, and therefor in a constant g turn should have no effect on the position of the pipper. Basically, if the sight knows how hard you are pulling and how far away the target is, it has everything it needs. Why would the target's wingspan matter? This is collaborated further in USAF TO 1F-86F-1 on page 4-24 which states "Positioning the wingspan adjustment lever wheel or knob inserts target size data into the sight when using MANUAL ranging control, varying the reticle image circle diameter in proportion to target size." (My emphasis on manual). When radar range data is not available the throttle twist control can then be used to frame the target in the circle of diamonds to generate a range for the gunsight, which when coupled with the sight's gyroscopic reading for deflection, a solution can be generated and displayed. To test this, I went out in free flight and established a constant 3G pull. I then moved my viewpoint so as to hold the pipper exactly at the bottom of the sight glass and spun the wingspan lever- the pipper stayed right at the bottom of the gunsight glass. I then loaded myself up in trail behind a non maneuvering target and achieved a range indication from the radar. Holding the aircraft steady and moving the wingspan lever, no movement of the pipper could be seen. Finally, I set the wingspan lever and moved the throttle twist. This DID move the pipper up and down, as it should do if you were using manual ranging. If I am missing something here I would welcome an explanation, because I can find no documentation to explain why the wingspan setting would have any effect on the pipper position when using radar ranging.
  5. Hi Lino, I have never seen an intercom/audio panel in the F5. Consulting USAF TO 1F-5E-1, the AIC-18 and AIC-25 are listed as intercom options on page 1-84. Under "control location", it states that the pedestal is the location in the 2 seat F models and there are pictures showing a simple intercom volume knob on the front and rear pedestals on page 1-85. For the E models, however, the "control location" is "none" (this is not to say the equipment isn't installed, I think it is just saying there are no accessible controls). Would it be possible that that intercom on the F5E's was a blind install? What I mean is that besides communication with the ground crew through an external headset jack, all of the other audio sources (UHF, TACAN, AIM-9, ect) have their own dedicated volume controls. Clearly a good audio panel/intercom interface is beneficial in aircraft flown by two crewmen, but would it be anything more than another point of failure in a single place airplane? (And before someone jumps on me with pointing out that the A10C has a fully featured audio panel, bear in mind that is an airplane with 3 comm radios and 2 nav radios. And I stand by assertion that having two controls with an identical function (ie two FM volume knobs) is adding a possibly unneeded point of failure). And just out of curiosity Lino, is there something you wanted to be able to do with the intercom?
  6. Thanks Sydy, I was typing at the same time as you apparently.
  7. Hi SnowTiger, The F5's tail hook is an emergency only system designed for use on ground arresting systems only (for example brake failures or other systems malfunctions or damage that would preclude a safe stopping distance on landing). Most USAF fighter aircraft have similar systems, such as the F105, F4, F16. (I'm sure other members here would have more knowledge on that subject). My source for this is USAF 1F-5E-1, the tech manual for the actual aircraft. Section 5, limitations, lists the BAK-9, the BAK-12, and the MA-1A as the only authorized emergency arrestment systems authorized for use. Of course, in an actual emergency all bets are off but from everything I have seen the F5 was never intended to be landed on a carrier.
  8. Not that it matters too much in this case, but to address a prior post I do not believe the manual wingspan setting is relevant when using radar to generate the range solution, and therefor isn't relevant to the OPs question. The manual wingspan setting would be required when the radar is off or inoperative and the twist function of the throttle is being used to feed range to the gunsight. To quote page 4-32 of USAF TO 1F-86F-1 with regards to preparing the F86 for aerial gunnery with the A4 gunsight and when using radar ranging "10. Set wing span adjustment to wing span of target airplane, so that manual ranging can be set up in a minimum of time should radar ranging fail." This statement is further collaborated by page 28 of the Belsimtek F86 quick start which says, "the wingspan is set primarily as a precaution in case the ranging radar failed during combat."
  9. +1 to nomdeplume. This has been addressed in multiple threads going back to the F5 initial release. Page 141 of the manual, item #9 discusses to operation of the "dogfight/resume switch" on the stick. To quote "Center Position (Momentary Press) – Releases DG and DM modes (if actuated) and reactivates normal release circuitry. Aft Position (Momentary Press) – Selects DG mode and overrides all normal release circuitry. Forward Position (Momentary Press) – Selects DM mode and overrides all normal release circuitry." I usually give a tap of the DF switch either way than back to center prior to running in AG as a precaution as nond mentioned. If that doesn't do the trick maybe posting a track might help, the mods and devs will need that as a first step towards detecting a bug, as well as giving the rest of us a chance to see what is going on.
  10. SN, the tower frequency covers all RL ATC positions (ground, ramp, tower, ARTCC, TRACON, ect) so as QuiGon said there is only one "person" to call for every service the airport has available. The easiest way IMO to find the correct freq is by clicking on the airfield on the F10 map where the tower freq will be shown in UHF, VHF, FM, and probably every other spectrum a DCS aircraft has a radio for. I am not with my gaming machine, otherwise I would post a screenshot. As for the handoff to tower, that is just a prompt to activate the "F1 request landing" message to be (usually) cleared to land, no actual frequency change is required. Nor is clearance delivery modeled. Once you have left the ground there is very little help in regards to the departure/enroute/arrival phases. You can request a simple vector to the field, and when you call inbound they will assign a heading and tell you to descend to pattern altitude, which as far as I have ever seen is a completely canned call that provides no separation service from traffic nor terrain.
  11. Hi JD, real life plus some computer issues kept me away today but I finally got a chance to sit down-- I will confess that I have had the module less than a week and I haven't set up a profile for my TM Warthog yet- so I am using a hat on the stick for the dogfight switch (mapped in DCS)- basically up is "r", the resume switch, left is DG and right is DM. Using this setup, I was able to go directly from DG (left hat) to resume search (up hat, or "r"), and fire rockets. While in DG rockets would not fire. Same behavior from DM mode. (also I have not ventured into a MP server yet, this is all single player is that matters) What switch are you using on the TW for the dogfight/resume? My plan when I make a profile is to use the boat switch- fore or aft activates DM/DG, and placing the switch back to center from either side presses "r".
  12. I think I have to agree with autogyro on this one. Quoting from the manual page 164 regarding the DG mode (which is similar to AI) "It is recommended to perform target search and acquisition in 10-mile range before selecting DG mode. After mode selection, if the target is within the range of 500 to 5600 feet, the radar automatically locks on to the target. The pilot’s task in the DG mode is to place the reticle pipper forward of the target motion based on a lead angle. " When discussing A2 mode the manual on page 167 says "The mode is primarily used in short-range air-to-air combats against unaccelerated constant rate maneuvering target. It is recommended to perform target search and acquisition in 10-mile range before selecting A/A2 mode. After mode selection, if the target is within the range of 500 to 5600 feet, the radar automatically locks on to the target. In this mode sight system calculates the lead angle. The pilot’s task is to place the reticle pipper on the target."
  13. Right on- again I am not trying to say it couldn't be a bug, or criticize anyone's' technique,just trying to help remove all possible variables. I haven't seen this issue personally but if there is a problem I want it gone, nothing worse than hauling around ordnance you can't utilize!
  14. I just did a quick and admittedly unscientific test. Started airborne with Aim9s and rocket pods. Switched to DM, got tone from the sun and launched both missiles. Then armed the rocket pods with their respective switches, switched from safe to rockets on the rotary, and smashed the pickle. No rockets fired. Pressed the center switch of the DM/DG. Smashed the pickle and the rockets fired. Restarted the mission and went through this sequence again with the same result. I am not trying to discount that a bug is possible here, Beta and all that obviously- but I do think a strong case can be made that if the radar/gunsight is in DM it is not going to let you launch rockets (as designed), which is an entirely plausible situation when transitioning to air-to-ground after an AA engagement.
  15. One thing came to my mind- are you using either dogfight mode during the AA engagement? Page 141 of the manual, item #9 discusses to operation of the "dogfight/resume switch" on the stick. To quote "Center Position (Momentary Press) – Releases DG and DM modes (if actuated) and reactivates normal release circuitry. Aft Position (Momentary Press) – Selects DG mode and overrides all normal release circuitry. Forward Position (Momentary Press) – Selects DM mode and overrides all normal release circuitry." I read this as saying with either dogfight mode in operation, the normal hard point release circuitry is disabled. What if you try tapping the center pos (resume search) and give the rockets a shot? I am away from my machine so I can't test myself but that passage of the manual came to mind.
  16. Thanks for all the great work here MadCat. I'm new to DCS and the F86 but this thread really helped me get my controls working the way I want. I have a few more additions for the F86, all working perfectly. Forgive me if I double up on anything that already exists, I tried to keep it with only commands not on the "master" F86 post of this thread. Taxing and Landing Light Switch {down = nav_lights_commands.F86_CockpitDeviceCommand_LandAndTaxiLights, cockpit_device_id = devices.NAV_LIGHTS_INTERFACE, value_down = 1, name = _('Landing & Taxi Lights Switch - Extend/On'), category = _('Left Forward Console')}, {down = nav_lights_commands.F86_CockpitDeviceCommand_LandAndTaxiLights, cockpit_device_id = devices.NAV_LIGHTS_INTERFACE, value_down = 0, name = _('Landing & Taxi Lights Switch - Off'), category = _('Left Forward Console')}, {down = nav_lights_commands.F86_CockpitDeviceCommand_LandAndTaxiLights, cockpit_device_id = devices.NAV_LIGHTS_INTERFACE, value_down = -1, name = _('Landing & Taxi Lights Switch - Retract'), category = _('Left Forward Console')},Engine Anti-Ice/Screen Switch {down = air_commands.F86_CockpitDeviceCommand_EngineAntiIceScreen, cockpit_device_id = devices.AIR_INTERFACE, value_down = 1, name = _('Engine Anti-Ice & Screen Switch - Extend'), category = _('Left Forward Console')}, {down = air_commands.F86_CockpitDeviceCommand_EngineAntiIceScreen, cockpit_device_id = devices.AIR_INTERFACE, value_down = 0, name = _('Engine Anti-Ice & Screen Switch - Retract'), category = _('Left Forward Console')}, {down = air_commands.F86_CockpitDeviceCommand_EngineAntiIceScreen, cockpit_device_id = devices.AIR_INTERFACE, value_down = -1, name = _('Engine Anti-Ice & Screen Switch - Anti-Ice'), category = _('Left Forward Console')},Pitot Heat Switch {down = air_commands.F86_CockpitDeviceCommand_PitotHeater_Sw, cockpit_device_id = devices.AIR_INTERFACE, value_down = 1, name = _('Pitot Heater Switch - On'), category = _('Left Forward Console')}, {down = air_commands.F86_CockpitDeviceCommand_PitotHeater_Sw, cockpit_device_id = devices.AIR_INTERFACE, value_down = 0, name = _('Pitot Heater Switch - Off'), category = _('Left Forward Console')},Position and Fuselage Light Switch {down = nav_lights_commands.F86_CockpitDeviceCommand_PosAndFusLts, cockpit_device_id = devices.NAV_LIGHTS_INTERFACE, value_down = 1, name = _('Position and Fuselage Light Selector Switch - Steady'), category = _('Right Forward Console')}, {down = nav_lights_commands.F86_CockpitDeviceCommand_PosAndFusLts, cockpit_device_id = devices.NAV_LIGHTS_INTERFACE, value_down = 0, name = _('Position and Fuselage Light Selector Switch - Off'), category = _('Right Forward Console')}, {down = nav_lights_commands.F86_CockpitDeviceCommand_PosAndFusLts, cockpit_device_id = devices.NAV_LIGHTS_INTERFACE, value_down = -1, name = _('Position and Fuselage Light Selector Switch - Flash'), category = _('Right Forward Console')},Generator Switch {down = electric_commands.F86_CockpitDeviceCommand_GeneratorSw, cockpit_device_id = devices.ELEC_INTERFACE, value_down = 1, name = _('Generator Switch - On'), category = _('Right Forward Console')}, {down = electric_commands.F86_CockpitDeviceCommand_GeneratorSw, cockpit_device_id = devices.ELEC_INTERFACE, value_down = 0, name = _('Generator Switch - Off'), category = _('Right Forward Console')},Also, up the way I noticed one of the testers asking what commands were still needed. Hopefully someone here already has an answer, but if not there are a few things I would like to see. -A working button to start the aircraft's elapsed time clock- the bindings already listed in the game control settings (systems tab) don't seem to work. -Pressurization/Life support controls- I can't find any way to bind the pressurization diff switch (2.5/5 PSI iirc), the oxygen regulator lever (starts in the off position on a cold start), the ram/bleed select switch, and even the normal/100% O2 switch, even though I have never found a reason to move it. -Commands to move the manual bombing control panel functions- IE the depression knob, a button to flip the altitude cards, and a button for the mode switch on the panel (bomb/normal I think). I'm talking about the panel on the upper dash at the lower left of the A4 sight itself. Some bindings exist to adjust the bombing altimeter on the A4, but nothing for the bomb panel. Thanks, and thanks again MadCat for an outstanding thread.
  17. Hi All, I was playing around with abnormal/emergency procedures for the flight controls this morning and I may have found an issue. I started in free flight with failures of the primary flight control hydraulics and generator programed. When the primary hydraulics failed, the aircraft failed down to alternate as it should. At that point the generator was failed also. I switched gen to off (just to ensure the battery was on its own) and pulled the manual flight control alternate handle; according to TO 1F-86F-1 this should mechanically force the hydraulic transfer valves to the correct positions for alternate operation and link the alternate hydraulic pump directly to the battery. At this point, the battery should only be able to provide enough current to run the pump for 6-7 minutes (AFM 3-19). However, I was able to retain flight controls for close to 90 minutes. The cockpit warning and caution lights began to flicker and fail and the electrically powered instruments began to fall offline in about 20 minutes, but flight control remained. Interestingly, I also extended and illuminated the taxi/landing lights (ignoring AFM limitation of 185 KIAS) to induce a higher draw on the battery; these lights also remained illuminated at full bright the whole time. I should mention I was in active pause and accelerated time for most of the sequence; I am fairly new to DCS but I assume if the engine consumes fuel in active pause, the other systems should function normally but I may be wrong. It seems to me this indicates an issue somewhere between the battery and the alternate flight controls- I don't see any way a battery alone could power an electric over hydraulic system continuously for that length of time, but of course I could be missing something. Thanks
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