DCS manual, after reading up to page 67 currently...a few questions

A few questions please:

1. P. 58 #18 While holding up the FCS BIT switch [Y] on the right wall, press the FCS OSB on the BIT / FCS page at the same time. What does this do? Is it implemented?
   
2. P. 52 #9 The Velocity Vector can be caged and uncaged to the center of the HUD with the cage/uncage button on the throttle. Doesn't that defeat the purpose of the Velocity Vector?
   
3. P. 54 #6 Once right engine RPM is over 60%, rotate the BLEED AIR knob 360 degrees clockwise, from NORM to NORM. I understand what BLEED AIR does but what's the purpose of the 360 turn from NORM to NORM on startup?
   
4. When on the runway is there a way to mark your plane's exact position with a waypoint? I'd like to be able to run a course line up the middle of the runway for landing guidance?
   

Thank you.

Watch/do the training videos included with the Hornet and all your questions will be answered...

1. Yes. The aircraft conducts a bit test of the flight control surfaces (ie: moves them around a bit).

2. Not really. It's to make sure that, during your approach turn to carrier for the best example I can think of, you can still easily see the data you need. You would then uncage the HUD as you roll into the groove.

3. The Bleed Air valve is closed when the Fire Test A and B are performed after turning on the battery, it needs to be reopened by rotating the knob.

4. You might be referring to Markpoints, which haven't been implemented yet, but when they do will allow you to create a waypoint at the aircraft's current location.

1. Yes. The aircraft conducts a bit test of the flight control surfaces (ie: moves them around a bit).

2. Not really. It's to make sure that, during your approach turn to carrier for the best example I can think of, you can still easily see the data you need. You would then uncage the HUD as you roll into the groove.

3. The Bleed Air valve is closed when the Fire Test A and B are performed after turning on the battery, it needs to be reopened by rotating the knob.

4. You might be referring to Markpoints, which haven't been implemented yet, but when they do will allow you to create a waypoint at the aircraft's current location.

Thank you LooseSeal this was most helpful.

3. For some reason I thought the left engine uses the bleed air from the right engine to start when it's cranked and if the Bleed Air isn't rotated then the left engine wouldn't start...I think I've misread on that!

4. Yes I was referring to mark points which I believe was capable with the M2000.

Thanks again.

A few questions please:

 

1. P. 58 #18 ..
   
2. P. 52 #9 The Velocity Vector can be caged and uncaged to the center of the HUD with the cage/uncage button on the throttle. Doesn't that defeat the purpose of the Velocity Vector?
   

It prob differs per year and which squadron.

Real pilot AE W vid shows he always flew in with HUD caged, there's an indicator in the HUD when caged where the actual vv really is.

 

It prob differs per year and which squadron.

Yes there is a ghost indicator, so they use both. You're saying they never uncage it. I thought it was only caged when turning on final approach.

Not sure what you mean "It prob differs per year and which squadron"

Yes there is a ghost indicator, so they use both. You're saying they never uncage it. I thought it was only caged when turning on final approach.

 

 

Not sure what you mean "It prob differs per year and which squadron"

- with 'flew in' I meant final approach

- caging the HUD is done when braking 180 your down leg turn in left and braking, so to see the HUD properly, across 90 across 45 and uncaging in the groove, supposedly

- "It prob differs per year and which squadron" it is noticed on the interweb different squadrons and different years have different rules for their pilots.

AE W who flew 20 years ago even mentioned 'it's up to the pilot to decide how he wants to fly' which is something I sincerely doubt these days (as in civil flying).

He also mentioned an 'experienced LSO' can see from the plane behavior where the pilot is looking and this LSO has the authority to send you off the ship to 'refresher course' land side.

In his time it was forbidden him, unlike what is said on the DCS forum today 'to fly the notch'. When the LSO notices the pilot does that he will down score, reprimand or much worse. They had to fly the ball.

(So it now depends if you want to fly 'historically' of 'contemporary' ? :smartass: :) )

- with 'flew in' I meant final approach

 

- caging the HUD is done when braking 180 your down leg turn in left and braking, so to see the HUD properly, across 90 across 45 and uncaging in the groove, supposedly

 

- "It prob differs per year and which squadron" it is noticed on the interweb different squadrons and different years have different rules for their pilots.

 

AE W who flew 20 years ago even mentioned 'it's up to the pilot to decide how he wants to fly' which is something I sincerely doubt these days (as in civil flying).

 

He also mentioned an 'experienced LSO' can see from the plane behavior where the pilot is looking and this LSO has the authority to send you off the ship to 'refresher course' land side.

 

In his time it was forbidden him, unlike what is said on the DCS forum today 'to fly the notch'. When the LSO notices the pilot does that he will down score, reprimand or much worse. They had to fly the ball.

 

(So it now depends if you want to fly 'historically' of 'contemporary' ? :smartass: :) )

Thanks for that update...so much to know

What does the centre push pin do in the bleed air knob?

2. It would be difficult to see the E bracket, for example, when turning in crosswind/final with the VV being at HUD limits in windy conditions; hence caging the VV to the middle makes it a lot easier, among some other things.

2. It would be difficult to see the E bracket, for example, when turning in crosswind/final with the VV being at HUD limits in windy conditions; hence caging the VV to the middle makes it a lot easier, among some other things.

Thanks...I just thought not seeing the VV would make it difficult to know where your plane was heading in the turn with a crosswind.

Thanks...I just thought not seeing the VV would make it difficult to know where your plane was heading in the turn with a crosswind.

You still can, the HUD shows a 'shadow' vv, a cross, where the actual vv is.

A few questions please:

 

DCS manual, after reading up to page 67 currently...a few questions

 

I strongly recommend you put that pamphlet aside and dig in to the NATOPS ;)

You still can, the HUD shows a 'shadow' vv, a cross, where the actual vv is.

Yes it's mentioned as a ghost VV...thanks.

I strongly recommend you put that pamphlet aside and dig in to the NATOPS ;)

I have the manual. My concern is reading one thing in the NATOPS and another is actually being modelled in the sim, especially in this early release.

What does the centre push pin do in the bleed air knob?

afaics. the only use I've found is to hold it down (after starting the right engine with ground air), crank the left engine and hold down until the engine catches. i.e. wait till rpm 20% then right/alt/home whilst holding the push button.

don't know what it means tho :dunno:

afaics. the only use I've found is to hold it down (after starting the right engine with ground air), crank the left engine and hold down until the engine catches. i.e. wait till rpm 20% then right/alt/home whilst holding the push button.

 

 

don't know what it means tho :dunno:

Thanks...so it's an instant full bleed button?

Thanks...so it's an instant full bleed button?

I don't know. However without that button pressed I couldn't get the right engine to start spooling. I also had to hold it down (after moving the throttle to idle) until rpm was 60%. Hope that helps.

Sent from my SM-A310F using Tapatalk

I don't know. However without that button pressed I couldn't get the right engine to start spooling. I also had to hold it down (after moving the throttle to idle) until rpm was 60%. Hope that helps.

 

 

Sent from my SM-A310F using Tapatalk

Sorry I should have said "left engine"

Sent from my SM-A310F using Tapatalk

I don't really understand the bit test, the manual is unclear. Is it fully implemented and how do I utilize it?

Sorry I should have said "left engine"

 

Sent from my SM-A310F using Tapatalk

You have to rotate the bleed air clockwise:

"L BLEED: Left engine bleed air valve is automatically closed due to

the Fire & Bleed Air Test switch or bleed air leak or fire has been

detected in left engine bleed air ducting."

Chuck's Guide p.25

I don't really understand the bit test, the manual is unclear. Is it fully implemented and how do I utilize it?

Yes it is implemented. BIT stand for built in test. So the BIT, or wipeout as it is called, is a test of the FBW system of the hornet. In our Hornet it is faster than what I remember and the controls don’t move in the same fashion. However I say that with the caveat that I worked Lot10-12 mostly with few higher Lots the last few years I was in.

Yes it is implemented. BIT stand for built in test. So the BIT, or wipeout as it is called, is a test of the FBW system of the hornet. In our Hornet it is faster than what I remember and the controls don’t move in the same fashion. However I say that with the caveat that I worked Lot10-12 mostly with few higher Lots the last few years I was in.

Cheets, but how do I initiate the BIT test?

Cheets, but how do I initiate the BIT test?

There is more than one, for which system do you want to perform a BIT?

There is more than one, for which system do you want to perform a BIT?

I'm assuming at jet start I would normally just push "auto" and let the BIT do its thing?