Aim Cfg Cs 100 Hsl REPACK 🠮

Aim Cfg Cs 100 Hsl

you can enable the movement of the hcu via the move stick button. the move stick button has a timer on it which has a maximum of 30 seconds to turn on, off or reset. the timer has been implemented to prevent accidental movement of the stick when the aircraft is not in x mode (autopilot off) and therefore more time is required to move the hcu to control the tid cursor.

the two control elements just to the right of the elevation vernier control are the elevation quarter-points. in the radar mode the range and rate verniers are set to the relevant half-circles on the other two axis and the tcs mode rotates them clockwise so that the fourth quarter-circle is centered on the cursor. moving this quarter-circle with the rotary encoder and the elevation vernier controls will change the lock-on range and rate and the deflection of the cursor. the sixth and ninth quarter-circles are the slider controls for changing the elevation angle control loops, around the rising edge of the elevation lobe (se, or normal). in the radar mode the first slider controls the antenna tilt relative to the azimuth rotation, for example when steering north the radar will tilt away from the aircraft heading as the radars would point towards north when tracking north american p-51 mustangs. the second slider controls the steepness of the elevation lobe. higher values change the shape of the elevation lobe from an undistorted half-circle to a straight line. as a result only the first quarter-circle is visible at the maximum tilt. lower values invert the shape back to a half-circle. in the radar mode the third and fourth quarter-circles are the rate verniers for the range and rate range loops. in the radar mode the range loop is moved along the horizontal axis from left to right and the rate loop rotated through the vertical axis from bottom to top. when both rotational and translational axes are moving they operate independently. in the radar mode the last and least visible quarter-circle is the scan button, it tells the radar to “spin” the antenna baseplate for the current lobe. the slider controls will not move in the radar mode. in all other modes the last quarter-circle is the ddd sweep button. it tells the radar to first lock on to the first acquisition gate in the ddd mode, switch to the second acquisition gate in the tid mode, and then try to lock on to the last acquisition gate in the tcs mode, simulating a 3d sweep from the nose to the tail of the aircraft (the only exception being the 10/40 mode in which the radar is always locked onto the last acquisition gate until the mission is completed.) the ddd and tid modes are used for while-scan acquisition, the tcs mode is used for real time tracking when only single gate ddd and tid modes can be used, and the 10/40 mode is used if (and only if) double gate ddd and tid acquisition modes are not available.

the system offers four broad modes of radar operation, the f-14 has four primary modes which can be selected, depending on the available modes: modes 1 and 2 (classical ddd and ddd/tid modes) mode 3 (fas®c s/c full electronic combat support mode) mode 4 (tcs mode)
when using the tcs slave to radar option the two auto modes will automatically try to lock on to the stt target as soon as it exists and the tcs has been slewed to that target, enabling a fully automatic track of a target locked in stt. additionally as soon as a track is acquired from an stt lock the tcs will compare its own los to the radar los to check if the correct target has been locked, if the two los differs by more than a couple of degrees during a 3 second window a new acquisition will be attempted. the manual mode will also slave to radar los but will not lock on, instead just following the radar los.
the proximity switch is a mirror image of the measurement switch. its use is not intuitive. its a relay that determines if the weight on wheels switch is active. a 1 = on, 0 = off, a = auto. if the weight on wheels are missing, the meter reads zero, but as soon as a piece of non-conductive weight is attached, the meter will trigger. this is caused by the metal part of the wheel filling the switch in a conductive relationship. from this point, it will turn on when a conductive weight is added to the wheel. the weight on wheels switch works best when the runway threshold is to the left of own aircraft. the only exception is that on single engine aircraft the threshold is to the right to accommodate engine operation. the weight on wheels switch function is not altered by the hot or cool functions. the hot function will move the visual indicators left or right to compensate for the location of the switch.
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