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About Jeffu

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  1. Airbases, Datalink changes, IFF and more. Airbase operations An expected update, airbases now have dedicated ground, tower, and arrival/departure frequencies and menus. Airbases now handle traffic differently, both on the ground and in the air. Airbase ground control will issue better taxi instructions, and will hand you off to the tower frequency when you reach the runway. This is all handled automatically through the briefing process, using the data cartridge to assign each frequency to a predetermined preset, which you can view in the briefing window in brackets. From the manual: "#2, #3, #4 for communicating with the home airbase as you fly out #5, #6 for communicating in flight on the tactical net with AWACS for instance (with #13 if doing an AAR) #4, #3, #2 for communicating with the home airbase ATC upon your return." In addition to the chocks holding the aircraft in place, there is also an EPU ground safety pin that must be pulled before takeoff in the ground control menu. Once you take off, you will be handed off to the departure frequency where you inform them of your flights airborne status and receive departure instructions. Engine temperatures The engine starting procedure can now fail due to pilot error. Moving the throttle out off the cutoff position will cause a hot start condition with engine temperatures exceeding ~700C, requiring the engine to be shut off and allowed to cool. To cool off the engine, you can return the throttle below idle cutoff and leave the JFS running. There is also a chance that this may happen randomly, so you need to keep an eye on engine temperatures during startup. The JFS can run for 4 minutes before overheating and 8 minutes before failing. It can now be recharged by the ground crew. Engine Oil Engine oil pressure can fail to rise high enough to run the engine. If the HYD/OIL stays illuminated and the oil pressure stays below 15 psi then the engine must be shut down and allowed to cool before attempting to restart. IFF has now been added IFF is meant to determine friendly or bogey status, and has two separate parts: an interrogator that asks for IFF codes from airborne contacts, and a transponder that responds to requests from other aircraft. TL;DR Leave the knob on Norm when in flight. IFF requests are made using TMS Left when the FCR is selected. You can change mode requests on the left side of the FCR near the bottom. Options are M1, M2, M3, M4 and M+ (which requests all 4). The most useful mode will be M4. Correct responses will be green circles, incorrect responses will be yellow squares. Incorrect responses do not mean that a contact is an enemy. IFF codes will change over time. Your transponder will take care of this on its own, but to make sure you interrogate for the latest codes make sure you go to the INTG page in the DED (LIST -> RCL) and hit 9 so that the DCPL in the bottom right changes to ALL. This will couple the interrogator to your transponder. Manual time for nerds: M1 is assigned to a team. All the allies share the same code, which is changed every hour as stated in the TIME events. M2 is specific to each aircraft. All aircraft have a different M2 code, which does not change. M3 is specific to each aircraft as well but (unlike M2) rotates every hour. M4 is always assigned per team and the encryption key rotates every 24 hours. If a contact responds to interrogation correctly then a green circle with the requested mode will appear in the contacts location on the FCR and HSD. The contact does not have to be visible on radar to respond. Note that some modes listed above are per team, and others are per aircraft. A contact that you interrogate will not respond correctly to M2 or M3 requests unless you tell your interrogator to look for the response from that specific aircraft. This means that a friendly aircraft might respond to M1 and M4 requests correctly, but not M2 or M3. IFF codes change over time, you can see the full details in your briefing screen, but long story short is you don't have to worry about it: Luckily you do not have to manually input all these settings in the jet; your DTC is pre-programmed with all the briefed settings. Therefore if you do not change any IFF settings manually, the time and position criteria will be defined as per the brief and the IFF settings will change accordingly. All you have to do is turn the IFF MASTER knob to STBY at ramp and turn it to NORM upon taking off. Datalink changes mean scrubs need to git gud The -34 includes the following line in section 1.5.2: Note: IDM operates over VHF or UHF radio, so you cannot transmit on VHF or UHF and send/receive data link transmissions over the same radio at the same time. This means that you cannot rely on the continuous datalink mode available on the FCR page to do everything for you if you want to use the radio, and you will have to request datalink info manually with Comms Left. The manual says: Once powered up, LIST → ENTR will select the A-G DL page. There are now 4 selectable options on this page: COMM (UHF/VHF): this option toggles which radio A-G datalink messages will be transmitted over. Note: everyone must be on the same frequency, whichever radio is used. By default VHF is used for A-G datalink, with UHF used for A-A (INTRAFLIGHT) datalink messages. This can be toggled by moving the * * asterisks around VHF/UHF using the DCS switch and pressing a number key 1-9 on the ICP. Note: while humans can use any radio/frequency, AI are always on UHF TACTICAL (UHF PRESET 6 by default). More to come.
  2. wrong ACDATA files

    Some mods or changes to the game will affect the files that contain data for aircraft, most servers will not allow modified files to help prevent cheating. Do you have any mods installed? Have you made any changes using the Avionics configurator?
  3. Text about purpose of blog post One aspect of getting involved in Falcon that can't be learned or prepared for in single player is the configuration and use of voice comms. Here I attempt to describe basic and advanced configuration and use of IVC. Setting up the IVC Client Basic Setup Input and Output In the "Sound Devices" section at bottom of IVC Client program, select your microphone in "Capture" list and speakers/headphones in "Playback" list. This is usually the only required setup step, and if you have the correct things set as the default devices to use then even this should take care of itself. Advanced Setup, in \Bin\x86\IVC\IVC Client.ini Inserted at the bottom of this section is my own configuration file Sidetone and sidetone accesories We can add a Sidetone that will let us hear our own voice when we transmit. We use the "tone = " option in the .ini, and set it to "loop:#", where # is a number. To find this number, right-click on the volume icon and select playback devices. Click on your playback device of choice (here it is "Speakers"), and in the "levels" tab find your microphone. Each entry has a number starting from 0 at the top, and in this instance our microphone would be 1. Following the above, we would set our loopback in the .ini file using "tone = loop:1". We can also use "toneVol" option to raise or lower the sidetone volume. Usable values as defined in the manual are +6 to -6. I use "toneVol = +6". Loudness Setting "loudness = 1" adds compression to incoming audio, making it easier to hear other players. Outsiders Using "outsiders = all" is the best option for listening to players who are in 2D while we are flying. Other options are detailed in BMS-Manual.pdf on pages 257-258. Using IVC in the map screen Connecting When connecting to the server, enter the IP address of the IVC server as well. Once clicking connect, the game should take control of the IVC Client window and connect to the IVC server automatically. For most users it's not necessary to touch the IVC Client window beyond the initial setup steps. F1 and F2 Once in-game and connected to the server in 2D, the F1 and F2 keys let us communicate by voice to others who are either in 2D with us, or in the cockpit and have their UHF radios tuned to preset 13. F1 will communicate with anybody in-flight who is on the UHF 13 preset, F2 is for 2D only. Make sure you use the right one, if you have a conversation in 2D using F1 then people in-flight will be able to hear you. Using IVC in flight Coordinating with other players None of this is useful unless everybody knows how stay in contact with everybody else. Members of each flight need to know what VHF channel to use to talk to one another, and multiple flights should know which UHF channel to use to coordinate with one another. Using preset channels We normally use preset channels for radio comms. By default the F16 has a frequency assigned to each preset, we don't normally change any preset other than setting UHF 15 to the tower frequency. To change preset using the ICP, press COM1 for UHF or COM2 for VHF and type in a preset, 1 to 20, and press ENTR. For most uses, UHF is set to 13 once in-flight to talk to other flights or to anybody in 2D. Using frequencies We use sometimes use frequencies when having radio problems, sometimes there are issues with somebody's presets and they have a preset assigned to a different frequency. To change frequency, press COM1 for UHF or COM2 for VHF and type in a frequency, without the decimal point. For example, to dial in the Kunsan tower frequency (292.3) we would type in 2923 and press ENTR. Talking Once we're in the cockpit, we use the Comm switch to broadcast on UHF or VHF. When we do, either UHF or VHF will be highlighted in the DED depending on which one we're using. See the first "Keybindings for new players" post for more details on the Comm switch. Comms volume Comm1 volume is for UHF, used mainly for inter-flight comms and for AWACS. Comm2 is VHF and is used for communicating with your flight. The tiny volume knob on the backup UHF panel balances the volume between AI radio comms and player voice comms. Guard frequency UHF guard frequency is 243.0 MHz, all UHF receivers also listen to guard frequency by default, making it useful if we need to transmit to as many people as possible. VHF has a guard frequency as well but people must choose to listen to it. We can transmit on Guard by switching either COMM mode knob to "GD". Backup Radio 87th Tripp made a good video on the backup radio.
  4. Falcon BMS. Is AI buddy lasing possible?

    No, the AI exist just to make things explode when they feel like it.
  5. Mouse and Keys

    Hello, I don't think mouse control is possible because it's used to look around and click cockpit buttons. Keyboard flight controls can be set in-game, in section 6.03. Double click on the binding you want to change and press whatever key you want.
  6. Fuel Tank Selection

    The F-16 drains centerline tank first by default. Know and love the Fuel QTY SEL panel, the switch toggles external tank behaviour, rotating the knob will display the amount of fuel remaining in whatever you select using the needles on the fuel indicator.
  7. Waiting to fly

    I use the HOTAS X, basically the same stick, with mouselook and a separate program called joy2key to map the lever on the back of the throttle to the airbrake. Keyfile is attached (BMS - Basicnew.key). In this image (template from a forum somewhere), the first command for each button is in the normal state, the second command is used by holding the pinky switch on the back of the throttle. I also overrode some of the default keys (numpad is ICP, Enter and . work to enter and delete data, + and - for data up and down, spacebar activates the maintenance light when battery is on) The only thing I don't have on here are toe brakes and landing gear (I use racing wheel pedals for differential braking, and I've had one too many incidents accidentally lowering gear at speed), but this should keep him on the stick 99% of the time and not having to reach for the keyboard. BMS - Basicnew.key
  8. RTB

  9. OCA Strike

  10. OCA Strike

    Strike on an airbase that was launching pesky MIGs
  11. Changes in server

    Other than bullseye, everything looks fine. The majority of squadrons still have plenty of aircraft after normal combat losses. Even the Harrier squadrons look topped off, I would normally expect a few to be missing given how easy they are to crash.
  12. DL(DataLink) what is it?

    It meant that the AGM-88 Datalink mode isn't supported. The Datalink is covered in the -34, section 1.4 and is pretty straightforward. It's used it to transmit aircraft position as well as A-A and A-G targets. To initiate A-A datalink, hold and release comms left for a single update, or press "ASGN" first in the A-A FCR to change to continuous mode to run repeating updates. A-A datalink will allow you to manually assign targets to flight members (1-2-3-4 on A-A FCR) as well as show contacts from other flight members automatically. A-G datalink (comms right) can either be used to transmit A-G FCR cursor position when FCR is selected, or to transmit your current steerpoint whenever your HSD is selected. When receiving steerpoints, they're automatically stored as steerpoints 71 through 80, and the message on the HUD when you receive one will tell you which number to switch to (MKPT# DATA, see page -34, page 43).
  13. The goal of BVR is to kill the other guy without him killing us back. That's pretty much it. We'll start with the weapons. There are missiles like the AIM-7 that require constant radar guidance in order to hit their targets, and there are missiles like the AIM-120 that don't. The former is mostly useless and easily defeated. We only care about the latter type here. The 120 is initially guided through datalink from the firing aircraft, until it reaches the point where the missiles own radar can take over and guide it to the target aircraft. This doesn't always have to be the case though. If the firing aircraft cannot maintain missile guidance, the missile will attempt to guide itself using the target aircraft's last known position and heading. This makes the AIM-120 sort of like an air to air cruise missile. The upside and downside is that there is no launch warning. Newer enemy aircraft will have similar weapons available. You may get a hint or two if they decide to crank left or right after firing, but you must always assume that if you're within firing range then so are they. The only other way to know for sure is if the missile is already tracking you. When we engage in BVR we need to take into account several things: How close is the target? Is it a MIG-29 or a Su-27/30/33/37? If the target doesn't go defensive before your missile begins tracking on its own, it will afterwards. How much energy will the missile have left when it reaches the target? When do we go defensive? Are there any friendly aircraft in the target area? Are we sure the target is an enemy aircraft? 1. If a peer adversary (one with similar capabilities to us) gets too close, we have to assume that it has already fired at us and take immediate defensive action. If it's further away we can assess the threat and engage it. 2. The RWR in the F-16 variants flown in the standard Korean theatre show both the MIG-29 and all Flanker variants with the 29 symbol. This is vital to keep in mind as the MIG-29, while still a major threat, is fairly simple to shoot down (Correction: later versions of the MIG-29 have access to the AA-12/R-77, which has a longer range than the AIM-120 as modeled in BMS and similar capability), whereas the Flanker has capabilities which rival our own and needs to be taken much more seriously. 3 and 4. The best way to defend yourself is to not be shot at in the first place. Other than that, the best way to defend yourself is to go defensive as soon as possible. We need to guide a missile and so does our target. The longer we guide it the better the shot quality will be and the more we put ourselves at risk, and this applies for the enemy as well. You might guide the missile for 5 or 10 seconds and hope it hits as you burn away, or you might choose to take your chances and wait as long as possible until you hear the RWR audio tone of an incoming missile. This also applies to the enemy. If we launch from too far away our missile will not have enough energy to catch the target when it decides to turn and run. 5. If we leave our outgoing missile to its own devices, it will attempt to find its way to the target and hit anything it sees. You may be tempted to help out someone who got a little too close to the enemy, but if your missile tracks him instead he's toast anyway. Again, this also applies to AI aircraft, so spacing and situational awareness can be very important as you don't want to take a missile that was meant for somebody else. 6. No clue, go and find out. We either have to rely on an AWACS declaration or use our targeting pod in air to air mode to gain a visual confirmation of our target. A third option is our FCR, which may be able to display aircraft type at the top of the MFD in certain situations, but don't count on it. --- The engagement process will be explained through video (below) of an actual engagement that occurred shortly after takeoff and caught us off guard: At 25 seconds, a threat appears just as we make our fence in call, which delays our response. At this point, all we have is a 29 partially obscured by a friendly on our RWR. I could have used the TGT SEP button to separate them, but I didn't consider it necessary. 40 seconds: After the fence in call is taken care of, we need to find the threat aircraft. The RWR is fairly accurate at longer ranges, so all I have to do is search in the general heading. Once we find a contact in the right direction, we ask for an AWACS declaration, which my wingman receives first because I have text turned off and have to wait for the audio. At around 55 seconds I call for my wingman to go spread, and then give him permission to take a shot if he has one. At 1:13 you can see me switch to Track While Scan on the left MFD, which will let me fire on multiple targets if necessary. 1min 20: I pull up according to the steering cue and send a missile downrange. My normal criteria for a launch is below the circle on the range scale, but as a bit of a bonus the bar jumps upwards to account for our slight loft. After launch I immediately pull off to the right while maintaining lock on the enemy aircraft in order to reduce the closure rate to the enemy (and therefore the chance of being hit) as well as drag any potential incoming missile outwards into a lead pursuit and waste some of its energy. 1min 45: I make the decision to abandon my missile and go defensive with 6 seconds to go (M06, below the range scale), assuming (correctly) that I've been launched on and (incorrectly) that a missile would be stopping by to deliver mail shortly. It turns out I could have waited another ten seconds or so, but I didn't take any chances. When going defensive I dive down and away to force the missile into thicker atmosphere to waste its energy while maintaining moderate G (under 5) and speed (under 550kts) to avoid damaging stores or the aircraft and forcing an aborted mission. This defensive maneuver is also shown in a second video I'll put below as well. This move is not safe below 16,000 ft. over enemy territory, as MANPADS will take you down. This limits the effectiveness of the tactic and means we have to be even more cautious over enemy territory. At 2:35, the missile has been defeated and the enemy aircraft has been shot down by #2, though we don't know it right away. I turn back in prepared to re-engage and look around, while #2 eventually calls AWACS who confirms no more threat. Other times the only way you know for certain is when you look all over and can't find it anymore. Below is a more extreme version of the defensive maneuver, which includes an emergency jettison: Hopefully this will be of use, and will prevent people from dying while playing with military combat aircraft on the internet. Other BVR tactics are available, some of which require extreme bravery and testicle radius.
  14. Falcon BMS Multiplayer IVC Comms SOP

    Yes, another thing to add would be to not check in with your flight until the DTC is loaded, so you don't get into contact and then wonder why the radio stopped working. Other great things to add would be enabling loudness = 1 in the IVC.ini file, as well as learning to check for a stuck mic.