ExA4K

ATP-56(B), Part 2, Chapter 5. Radio Procedures 506. d. Air-To-Air (A/A) TACAN (1) To provide A/A TACAN ranging, the tanker and the receiver (one aircraft per receiver and tanker formation) should tune the assigned A/A TACAN channels 15 min before the RVCT. The two designated channels will be 63 channels apart with the receiver setting the lower channel and the tanker the higher channel. The majority of receivers use the Y- channel but some only have X-channel capability. (2) A/A TACAN should be left in the A/A setting until the receiver reaches astern (boom) or the observation position (drogue) And many more references throughout to the tanker setting up the A/A TACAN I'll join the chorus: Like many others on here who have done this IRL by saying its NOT "correct as is", and all inter-plane TACAN homing is done on the A/A setting. Some tankers have bearing capability allowing use of A/A range and/or bearing, but any TACAN equipped aircraft can utilise the 63ch ranging split to set up a Yardstick plan.

+1

Interesting that a Lockheed Martin test pilot states the contrary for having to check against the roll inertia (like a conventional control system): https://www.codeonemagazine.com/article.html?item_id=174

Apparently not!

Norm Align Status Code 6 (0.6 Times the Normal System CEP) is displayed following a full Enhanced Interrupted Alignment. To do an EIA: you need to do a full NORM alignment (code 10 and flashing RDY/ALIGN), set the INS knob to NAV, taxi within 10 mins to a new heading at least 70 deg different set the INS knob to NORM allow the alignment to continue for at least 4 mins

Hi JNelson, and thanks to you and the team's solid work on this module. The K had the same basic airframe limitations as the rest as it was based on the F. The subsequent Kahu variant that I flew was a substantive avionics update, but the underlying engine/airframe combo remained untouched. The 360deg roll limitation wasn't a hydraulic limit, it was an aerodynamic and handling one. Full control throw was always available, but continued high rates of roll would lead to aerodynamic cross coupling and potential loss of control thanks to the adverse aileron yaw (aileron drag causing yaw opposite to the direction of roll).

Test flying schedule from NATOPs (section III, part 6) showing slat rigging check with 1/2 extension at optimum. IRL the simultaneous and smooth movement of both slats was assessed in accelerated and unaccelerated flight which is no problem when simulated here.

I don't recall that there was any appreciable pitch/power coupling and there was negligible difference between the 2 variants. Like your recollection, mine is that the longitudinal stability (speed stability in pitch) was slightly less positive than depicted here - in that it was easier to hold a constant aimpoint with smaller pitch inputs while using power to get to and hold optimum AOA. However, the aircraft was definitely positively stable. It will be interesting to reassess the approach stability in the sim if the slat positioning can be corrected on approach as there's obviously an interrelationship with high AOA, high drag, and high power setting. Directional stability-wise, the TA-4 was definitely not as positive as the single seat model, thanks to its longer nose and bigger canopy forward of the COG. Nose high, low speed departures during BFM were fairly much a non event in the A-4 but had the potential to get a bit more sporty if mishandled in the T-bird. A-4s Forever!!

Great work on getting the Skyhawk V2.0 out. I have really enjoyed exploring your module's updated features and extended flight model. I was fortunate to fly the A-4K for the RNZAF (20+ years ago, airfields only, obviously not from a carrier), so would like to offer some constructive feedback on some areas of the DCS FM. Slat rigging - The slats should be rigged to be at 1/2 extension when on speed in the landing configuration. They are extending way too soon in the current implementation and are fully extended at speeds significantly faster than optimum AOA. This manifests in high drag, too high power settings on final and buffet that didn't exist IRL. I'm not sure if this is a limitation of flight model or an area that can be further tuned. Trim / Hori Stab - Currently too effective. Setting the trim at the correct t/o setting of 8deg NU leads to the uncommanded nose up at rotate or cat shot, where you would actually need a small pull on the elevator to fly the jet off the runway at Vr. Currently approx 6 NU seems to work "about right". Roll rate onset - The A4 was certainly responsive in roll thanks to the big ailerons, small wingspan and long control column. You could always tell a pilot on their initial conversion sorties as they twitched from side to side on their first few climbouts. However, the current FM seems to have too low inertia and drag for the roll rate onset up to the theoretical 720deg/sec. The real aircraft would have a bit more resistance to getting to the high sustained roll rate. Thanks again for all your hard work in getting the Community A4 to where is stands today.

The standby compass (or wet compass) should show magnetic heading, but it appears to be showing true heading in the F-16. After alignment, the HSI will show magnetic heading - which should match the standby compass heading (IRL within a degree or 2). The DED INS page shows the True heading, and this matches what the standby compass is showing. In the attached image taken while stationary, the mag heading is 300 and the true heading 305 deg and the standby shows a heading of 305.

The HSI shows Mag heading, (calculated from INS true heading and adjusted from a MagVar look up table). F-16 manual refers: Compass Card. Arrayed around the periphery of the HSI, this is a compass that rotates such that the top of the compass indicates the aircraft’s magnetic heading.

The standby compass (or wet compass) should show magnetic heading, but it appears to be showing true heading in the F-16. After alignment, the HSI will show magnetic heading - which should match the standby compass heading (IRL within a degree or 2). The DED INS page shows the True heading, and this matches what the standby compass is showing. In the attached image taken while stationary, the mag heading is 300 and the true heading 305 deg and the standby shows a heading of 305.