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More exact coordinates for example CD 56781234 are 56780 meters East, 12340 meters North

What specifically did you want to know?

Mainly just see what it looks like when combined with everything else we are doing to land. I land regularly without much difficulty, but I rarely show the green ball when I do it. I'm one of those that the realism is the most important part, so I want to do it 'by the book'.

@@hololightful Ok, lots of text incoming. The short version is that AOA is controlled by your speed. Assuming you've got everything else under control, the bottom (up-facing) arrow means you're too fast and the top (down-facing) arrow means you're too slow, so adjust your speed accordingly. Adjust it promptly in the latter case, because you might be about to stall and die. The long version is that AOA is controlled by your elevator, either by stick pressure or trim. At the same time, vertical acceleration is controlled by lift, which is controlled by AOA and airspeed. This means that at any time you can pull back on the stick to get yourself on the correct AOA, but if you're going too fast above the ideal approach speed it'll launch you into the sky. The better method is to pull back on the throttle while trimming nose up to keep the flight path marker (FPM) on the horizon line until the green circle is illuminated on the AOA indexer, and then add just enough power to maintain that airspeed. Once you've done that, you can control descent angle mostly or entirely with the throttle: by reducing your airspeed slightly, the FPM will start moving down the pitch ladder as your descent rate increases, and it'll stop when you return the airspeed back to its trimmed value (that is, whatever the airspeed you were at when you trimmed it to be stable). The reason we use AOA instead of just saying "you should land at 130 knots" is because the correct landing speed can vary greatly depending on aircraft weight and configuration. Additionally, you're a lot less likely to accidentally find yourself dangerously slow on approach if you're keeping an eye on the AOA, because even if the aircraft doesn't stall you might end up with a tail strike from making up the lift deficit by having your nose too high. Carrier aircraft also have a special need to pay attention to AOA since they need to maintain a specific attitude to ensure the hook is in the correct position relative to the pilot's view of the meatball. It also helps if you're flying several different aircraft, since the AOA indexer always works the same way. There's no need to memorize a bunch of different numbers for approach speeds if you can just watch the AOA. Does that answer your question?

Just so everyone's on the same page, when I start at the EG37 square looking for EG3775, the 7 in EG37 is the first digit of the northing coordinate (the 75), and not the second digit of the easting (37). I realized weeks after posting it that there's room for confusion there. With that in mind, the description in the video is still correct.

@@scavenger3171 No it isn't. The easting coordinates is the first half of the numbers; in this case the 37 , and the second half, the northing, is the second half: 75. He picked a bad set of numbers; not a problem for an old pro like me, but confusing (and he is wrong) for newbies. If he had used 3677 as the 4 digit grid coordinates, it would have been simpler to understand; the 36 are the easting coordinates and the 77 are the northing coordinates.

@@richtxn47 Maybe I'm misunderstanding what you're saying, but starting from the southwest corner of EG37, finding EG3775 means going 7/10ths east and 5/10ths north, as it says in the video. Since the final location of the cursor is EG 37147 75451 (aka EG 37*** 75***), this must be correct since it got to the right position. If I'd backed out to the EG square instead of staying with EG37, then your statement about going 37/100 to the east would be correct, but I didn't, and the leading 3 is built in from the smaller square. If that's not what you meant, please clarify.

@@scavenger3171 You have the grid square EG...…… now, break the coordinates into halves : the first half is the horizontal, so move eastwards to the approximate point of 3.7 (if the scale is 10), or 37 (if the scale is 100). You are still on the horizontal line, almost 40% of the distance left to right. Now, move UP 75% towards the top horizontal line of the grid square. Your location is west of the center of the grid square as you did not go further east than 37% of the distance. Then, moving up, draw a vertical line from there to the top horizontal line of the grid square and move your pencil tip up from the bottom horizontal line about 75% of the distance. Your location is WEST and slightly higher than the center of the grid square. You always move right and up.

@@richtxn47 That's all correct. Starting from EG, to get EG xx yy, I would start at the southwest corner, go xx/100 east and yy/100 north. But the example in the video doesn't start from EG, it starts from EG37. To get EG 3x 7y, I go x/10 east (in this case 7/10) and y/10 north. The 3 in the easting gets ignored because it's already part of the square I'm using. As long as I don't leave the square altogether, the first digit of the easting coordinate will always be 3 and I only need to worry about the second digit. Using your earlier suggestion of EG3677, starting from the southwest corner of EG, I then go 36/100 east and 77/100 north. BUT! Starting from the EG37 square, I go 6/10 east and 7/10 north, because the 3 in 36 and the first 7 in 77 are built in.

IIRC, this movie was made before the Nevada/NTTR map was released for DCS, and the Caucasus map doesn't include those approach plates. As far as I know the information for that sort of pattern work just isn't available. It's one of the reasons I included the disclaimer about this being more about the systems and less about procedure.

Sc Avenger totally messing with you hahaha

haha, yeah, I figured. I occasionally toyed with doing a video that covered that stuff though after Nevada came out, so it wasn't an unreasonable question.

That's right. Being barely a hundred feet over the ground, unable to see the runway, and in a descent can all get pretty nerve-wracking!

It sounds like maybe you need to set some axis curves. Go into the control setup, select the axis you want to tweak, and press "axis tune." Real life controls have a much larger "throw" than most game controllers which can make joysticks weirdly sensitive sometimes. By adding a few points of curve on every axis, the stick will become less sensitive toward the center and more sensitive around the edges, meaning that you'll still have the full range of control motion but fine movements around the center will be more precise. Hope that helps! You might also want to visit r/hoggit on reddit to talk to the DCS reddit community if you need more advice.

Thank you, I'll try that and see how it performs.

064 came from the kneeboard (0:45). If you want to take a closer look at the kneeboard pages, they're in the /DCS World/Bazar/terrain folder, and there's a more updated pdf in /DCS World/doc/charts. It'll be the three-digit bearing with the arrow next to it near the end of the runway. If it shows two numbers, use the one without the T (T = true, you want magnetic). Since in DCS you'll usually be landing at the same airport you took off from, you can also cheat a little by setting the bearing right before takeoff. If you're lined up properly with the runway your heading should be the same as the runway's, so you just turn the knob until the arrow lines up with your current heading. Just remember that it'll be backward if you end up landing the opposite direction, and won't match at all if you land at a different airfield.

confirmed best ils tutorial

If you've cleared everything out, it should come back on its own after a few seconds. Check the three minute point on the video: using the UFC to change modes brings up the data entry (the "scratchpad"), but after I stop messing with it the compass indicator comes back after about three seconds.

+Sc Avenger I recreated my problem I had earlier. Accidently hit LTR button under function. As long as the L still shows up even after hitting clear it won't come back. You must hit LTR again to make the L go away. Been dusting off my controls and playing online in the open conflict server. It is fantastic for every module dcs offers. Realistic and fun. Pvp and co-op.

OpenConflict is one of my favorites. Maybe I'll see you there.

+Sc Avenger awesome I go by Oscar Juliet. See you around.

When I set up to record the last approach, I started in the air and forgot that the air start doesn't change the barometric altimeter setting away from the default to account for changes in weather. Kobuleti (the airfield) is actually about 50 feet ASL. If you request landing from ATC, they'll tell you the altimeter setting, but bear in mind that the setting they give you will be so that your altimeter will read zero on touchdown. If you're at a higher altitude airfield like those in Nevada in hot weather the setting ATC tries to give you might be beyond the range of your altimeter. I've gotten out of the habit of asking, or really having anything to do with ATC. The radar altimeter correctly shows the altitude AGL though. The number below the (baro) altitude on the HUD is the pitch angle, and the number below that in small text is the radar altitude (e.g. 440R for 440 ft AGL). Because I changed the setting through the test page, the radar altimeter tape shows just to the left of the baro altitude on the HUD, marked in hundreds of feet.

If I'm not mistaken, the altimeter setting provided by ATC will adjust the altimeter to show field elevation at touchdown. For instance, when landing at Denver International (approx 5,430') your altimeter should show about 5,430 or so at touchdown after you have made the ATC provided adjustment. In fact, small uncontrolled airports, with a unicom service lets say, have an altimeter in the airport office, and when an airplane calls in for local traffic advisories the attendant will set the altimeter to the field elevation and read the corresponding barometric setting and relay it to the incoming pilot. Radar altimeters are completely different, of course, and simply show altitude above ground. Anyway, that was a cool approach! What were your weather parameters?

Most of the time in real life that's correct. The pressure you've just described is called QNH. Oddly, DCS World's ATC gives QFE or Field Elevation pressure, so it reads zero on touchdown rather than the airfield altitude. In other words, instead of altitude above sea level, it gives you altitude above ground level with respect to the airfield. We can hope that we'll start getting QNH settings when the developers release the ATC overhaul. Feel free to google QNH and QFE to know more. One of the top results should be a detailed explanation from the Eagle Dynamics forums. Iirc it was the heavy winter weather preset with the wind redirected down the runway (since the video is meant to be about the ILS and not "check out my cool crosswind landing") and a fairly thick fog. 500 ft visibility or something like that.

I've never heard either term (QFE, QNH) used in real life, although all my time was General Aviation/Commercial in the US system or its equivalent. And I must admit more than just a few years ago. You typically would get the 'altimeter' from ATIS prior to taxi or from Approach or your destination tower when inbound like "King Air Seven-Six Tango, turn right heading zero-two-zero, cleared for the ILS runway Zero Five Approach, maintain four thousand until established, altimeter two niner niner two, tower one one eight point three". Or something similar. From a simulation standpoint, I suppose ATC instructions should be 'regionally-authentic'. I have a couple of other minor terminology type complaints - but it's probably better for me to just shut up at this point (grin).

+Gvhjvff Gvfuhh Multiplayer's included with the free version of DCS, as are the SU-25T Frogfoot attack plane and the trainer version of the P-51 Mustang. A lot of people have moved to the version 1.5 open beta, though, so if you have version 1.2.16 there might not be a lot of people playing online. You might want to go through the training missions and spend some time with the mission editor (it's easy!) before you move online. All the fighters are payware though, but I've seen the F-15 and migs on steam for as little as $5, and the Flaming Cliffs 3 package includes a whole bunch of them.

+Sc Avenger thank you ,for which planes have free trainer ?. I want to play su free without keyboard with real bottoms on it ,how I cane change controls to real bottoms on jet su-25? ,.thank you

+Gvhjvff Gvfuhh The free planes are the Su-25 and the TF-51 Trainer Mustang (it's basically the same as the Mustang but without the guns and no fuselage fuel tank). The TF-51 has full realistic controls, but the Frogfoot only has the simplified Flaming Cliffs-level controls. The full-realism planes with highly detailed controls and clickable cockpits are payware.

+Sc Avenger ow!!! I want crack I don't pay. but haven't any way to play realistic without pay???

+Eric Mudama Yeah, that's an artifact of me being in a too much of a hurry to get back into the fight after changing aircraft. This was actually our second attempt at doing this mission at night, and after being kicked around the first time I got sloppy with those sorts of things. Though it turns out that there's a way to adjust the HUD brightness directly without having to adjust the goggles: LAlt-x and LCtrl-x. The knob is on the far side of the sight armature (by the switch that turns the sight on and off) so it's kind of a pain to get to since virtual pilots can't feel around back there, but it's definitely something I should keep in mind for future night missions in the Huey. Thanks!

I'd call that a matter of style as much as anything. The TGP's Point mode does a pretty reliable job of centering targets. And I did use narrow FOV for the first demonstration.

Sc Avenger JDAMs are coordinate seeking weapons - giving them the best coordinates possible is important. NFOV = larger target for the TGP to track = better quality coords. And firing the laser is mandatory.

Neal Sheeran As long as the laser fires and the TGP is pointed squarely at the target, it shouldn't matter. The markpoint is still generated as a 10-digit MGRS coordinate no matter what your zoom is and those coordinates don't change as the zoom does (notice the bottom of the TGP screen). Combined with the JDAM having a CEP of 5 meters, zooming all the way in doesn't really add much.

No offense taken, it's a pleasure to debate with an informed individual. Besides, a tutorial video could do far worse than having people go into long explanations about the subject matter in the comments.

Indeed.