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Captain Orso

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Everything posted by Captain Orso

  1. In-cockpit there are levers with an upward, centered, and downward positions. I have switches on my HOTAS with upward, centered, and downward positions. This is exactly like the F/A-18C's so-called 'Special For Joystick' binds for the flaps; basically two simple On/Off switch binds with the middle position being the unasserted position for each bind, which corresponds exactly to a three-way (On/Off/On) switch. These are simple things which have already been done many times in other modules. This should be no issue to fix.
  2. Thanks for the reply. At any rate, all the information the IFFCC and EGI contain were deemed to be insufficient to make a useful calculation for deploying the CBU-97 without adding a unit to dynamically calculate and control the fall of the weapon, and this compensation is only useful if it also considers the deployment of the BLUs, otherwise the expensive development and deployment of the WCMD would be pointless. See my immediately previous post (video).
  3. The LASTE page shows the waypoint information. The STRINFO shows the steerpoint information. The wind info on those pages are entered and not calculated. If your target is not near a waypoint, you will have no wind information. If your target is in a valley and far enough from a waypoint that the waypoint is not within the valley, nothing in your closest waypoint wind information will be of any use other than coincidentally. Now imagine there are gusts in addition. The WCMD only makes sense if it is compensating not only the fall direction in wind, but also the drift of the BLU-108s while on their parachutes. The effect of wind on the canister is low, because of the weight of the canister (inertia) and its form. A 15,000 foot fall takes 30 seconds. Once the canister deploys (default = 2200 feet above target altitude) the BLU-108s are on parachutes. The BLU-108s are far lighter than the entire canister, plus they are hanging on parachute. The entire concept of a parachute is to increase as greatly as possible the force necessary to move an object through the atmosphere. conversely, wind (movement of the atmosphere over the earth) is equally great. After deployment the first BLU-108 fires at about 17 seconds and the last at about 27 seconds. During this time while hanging on their parachutes, the BLU-108s are blown off target a great distance. With 25 kts wind speed on the ground at the point of deployment, the BLUs drift so far that not a single skeet touches on of the target vehicles in the convoy (see video). If the WCMD does not compensate for the BLU-108's drift while on parachute, it is useless. DCS CBU-105 from 16k+
  4. I've been talking about both. On the one side, arguing that the way it currently works in DCS, can't be the way it works in Real-Life™. Then explaining my experiences in using WCMD's in DCS. No, I'm talking about the IFFCC (Integrated Flight & Fire Control Computer). EGI (Embedded GPS & Inertial Navigation System) is for navigation. If you think EGI is calculating wind speed and direction, then it must be storing the results, and it must be viewable. I'd surely like to know how to look at this information. If you think anything you can discern from measuring your flight heading deviation will be anywhere near close enough to accurately drop a bomb on target from 15,000 feet, I think you have a very vivid fantasy.
  5. Go drop an WCMD in winds and report the results. I'm tired of trying to spoon feed those resistant to evidence.
  6. This thread is about the Litening II Targeting Pod and not the IR-Mavs. The quality of the TGP's CCD feed doesn't even come close to the ancient Zenith BW TV I watched as a kid in the 60's. The contrast is almost non-existent; it's just a green-gray garble of splotchy nothing. The only time I ever use it is if the targets are on a road or parking lot in bright sunlight. Otherwise I almost only ever use IR with Black-Hot.
  7. Oh really. And how does the board computer know the direction the wind is blowing and the strength? If CCIP/CCRP already did it all, there would be no requirement for an extremely expensive WCMD, would there.
  8. That was the whole point of my wish that ED brings the Huey up-to-date with the other modules that emulate this function perfectly.
  9. I didn't realize that the button has a dual function, 1. a physical stop of the throttle grip preventing it from being moved from the powered side to the stop side (does it stop motion in both directions, or only downward?), 2. a controller button, which can be assigned to a cockpit device. Being that as it may, trying to bring every possible function of button and throttle grip movement into some use is pointless mental masterbation. The only problem is that ED needs to program a the throttle-stop button, that when asserted and the throttle is at the stop, automatically moves the throttle grip in cockpit to the stop side of the downward throttle motion and parks it at the furthest extent of motion, and when asserted again, moves the in-cockpit throttle grip from the stop to the idle-stop position, which is exactly the same as it works in the AV-8B-NA, FA-18C, A-10C, and possibly more aircraft, which I don't own.
  10. WCMD actively controls the aim of the bomb while in free-fall, compensating for wind while in fall. CCIP only does the aiming before bomb release. 99.95% of mission have no wind, so you will see little to no difference between a dumb bomb falling and an WCMD, it's because in no wind situations the WCMD has very little to do. If you try it now in wind, you will see that it delivers that canister right on target, even in high winds... and then you'll see the submunitions deploy and float away on their parachute and destroy every civilian vehicle in the neighboring village 300 - 400 meters away.
  11. CCIP is very old - like Vietnam War era old - and a fairly simple calculation - you don't need supercomputers to do it, it's slide ruler stuff. I'm not actually sure tha CCIP takes wind into account. IIRC in the Harrier NATOPS they talk about compensating for windage with CCIP. CCIP only measures the fall of the dumb bomb corpus. If you are dropping canisters which don't then deploy submunitions on parachutes, then the effects of wind on the ejected submunition is fairly minimal. On submunitions on parachutes, it's enormous. IMHO the only logical reason to develop the WCMD is to automate the compensation for wind on the submunitions on parachutes. Since it is GPS/INS controlled, it MUST measure the drift from windage while in fall, and therefore already calculate the effect wind will have the the BLU-108s while hanging on the parachutes and adjust for that while in fall.
  12. It's far less a question of trim, but of maneuver. Even with the aircraft trimmed perfectly, maneuvering is greatly affected by imbalance.
  13. Hi Fredert, thanks for the reply. Yup, all you've said checks out. It does require some minimal hands-on work, but better than nothing. Thanks
  14. Be aware though that currently the WCMDs do not correct for wind correctly; they only correct for the fall of the canister. They however do not take into account the drift of the submunitions on parachutes after being ejected from the canister. A good breeze can blow all of the 10 BLU-108 sticks so far off target that not a single skeet will find an intended target.
  15. The weights of the AGM-65s on page 5 are completely off. D and H models weigh 485 lbs, and G, K, and L models weigh 650 lbs.
  16. Which ultimately means, if you want to use Autolase AND keep your aircraft balanced, you have to use the "manual" default profile, which means, before every drop, you must set Autolase and LS Time again and again for every bomb. From my reading on the AGM-65s on a LAU-88 using Quick Draw, the LAU-88 allowed the AGMs to rudimentarily communicate with each other, so that the next AGM had the same aim and the previous AGM. With GBUs that is completely superfluous. They drop as dumb-bombs. Their laser codes are actually entered on the ground by the ground crew. I know the weight difference between Mk-82s and AGM-65D/H (I like to call them the baby-mavericks ) are minimal (just ender 500 lbs) but why unnecessarily exacerbate a situation without having a gain for it? I kind of feel like this when the IFFCC keeps picking the next bomb from the same TER .. in the square hole..
  17. The CBU-105 has the WCMD (Wind Corrected Munitions Dispenser) tail. If it only takes the hull of the weapon into the correction, but not the munitions itself, then the design is half-assed and defeats itself. The pilot could compensate for the wind without the WCMD tail attached too, but that was not what was paid for.
  18. I'm not flying the F-16, but the subject is the CBU-105, which I'm using i the A-10C II. This is one of the few places dugussing the CBU-105 in heavy wind situations. I'm flying the CSAR VULTURE MP mission. Wind at 600 feet is 6 knts and at 1600 feet 25 knts. The mission takes us into the mountains W-NW of Kutaisi. The main valley floor is at about 1600 feet, so everywhere there is 25 knts wind. Dropping a CBU-105 onto a stationary column of vehicles, the free-fall of the WCMD works like a charm and the canister diploys directly over the columns. Well, almost like a charm, because when the 10 BLU-108s deploy on their parachutes, they are immediately caught by the 25 knt wind and blown a couple hundred meters in the wind's direction. When the BLU-108s spin-up and deploy their submunitions, they are already so far away from the columns, that not a single puck is aimed at any one of the 8 vehicles in the column. I can post a video if anyone feels the need to actually see this. In my mind the WCMD can only make sense if it also compensates for the drift of the BLU-108s on their parachutes, otherwise the weapon is useless in heavy winds and greatly diminished in lesser winds. I would like to hear from ED whether this situation is known, whether it is WAD, and if not WAD when a fix might be forthcoming.
  19. Doesn't sound like these two would actually have a lot to do with each other, but they do. You can create or modify a profile for GBUs implementing Auto-Lazing On and LS-Time. Then when you select this weapons profile and you drop a GBU, the auto-lazing process takes over the activating of the laser for you, as designed. However, if for example you have two hardpoints of 3*GBU-12 each opposite each other on opposite wings, the board computer picks which weapons it will drop, and it ALWAYS picks ALL the bombs from one hardpoint on one wing on one side of the aircraft first - absolutely no attempt to keep the aircraft in balance. Am I missing something? Is there a way to tell the board computer to select the bombs alternately, one from one wing, the next for the other wing, etc?
  20. Interesting, how do you avoid accidentally hitting the physical end of motion and activating the button? This is exactly why the real huey throttle has the idle-stop; so that you cannot accidentally hit the stop. All the jet aircraft that I fly have this stop emulated too (Harrier, Hornet, A-10). Moving your physical throttle controller all the way back is coordinated with the in-cockpit throttle. In the actual aircraft you then must operate a finger-lift - or similar mechanism - to move into the actual stop position. This is emulated by pressing a key on your keyboard or a button on your controller. In-cockpit you can see the throttle actually move backwards to the stop position. I have a Thrustmaster Throttle, and the TM Warthog Throttle has a neat way of emulating this. The throttle has an indent you can put in at either the upper or lower end of the throttle movement. If you implement this, you them must calibrate your throttle by moving the throttle lever from the indent to the furthest forward during the calibration. After calibrating, if you lift the throttle over the indent and pull it back to the furthest of its physical motion, the throttle emulates pressing a controller button specially reserved for just this. This virtual-button is assigned to the stop position button of the throttle in DCS. So, when you pull the throttle back to the indent it is the same as the in-cockpit throttle being pulled back to the idle stop. When you lift the throttle lever over the indent all back to the physical stop, in-cockpit it activates the finger-lifts and moves the throttle past idle-stop to the full-stop/engine-off position, and -voila- exactly as in real life. This is what I am desperately missing in the Huey.
  21. Thanks for replying again. Still crashes. I tried with just --server, still crashes. I've tried with just DCS.exe without parameter, still crashes. Where is there a setup guide? My installation doesn't have one. Yeah, I see how to clear the list of mission out. Isn't there a possibility to just start the server while not starting a missìon?
  22. Thanks for the reply! I copied the original desktop icon and changed the target to "C:\Program Files\Eagle Dynamics\DCS World OpenBeta Server\bin\DCS.exe" "--server --norender --webgui". This crashes after 30 to 60 seconds. I have no idea where to put this code.
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