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Not if you are hitting max refresh, and not if you are using reprojection. Using VD on my settings and hardware I am either hitting 72fps at 80-90% usage (I try and aim for 72fps with overhead), or if things get particularly busy I drop below 72fps and GPU pegs at 98-99% usage. That's expected. VD is far better at just maxing out the GPU than Meta link is mind.

You can monitor GPU usage quite easily and see when it can't keep up. DCS VR being primarily CPU bound hasn't been true for over 2 years, since the introduction of MT. Before MT it was heavily CPU bound while still heavy on the GPU. Now it's vastly more likely to be GPU bound, except for unusual missions. Many VR users are also using quad view, which increases the CPU load and decreases GPU load. The only reason quadview gives such performance gains is because we have the available CPU overhead to exchange for GPU gains. Even a 5800X3D which is fairly dated will not struggle to keep up with DCS VR atm for the most part, even with quad view enabled. This is why I've been saying the FPS graph in DCS is misleading, if you've been led to believe you were CPU bottlenecked when you were not.

DCS: MiG-29A Fulcrum | Cold Start, Taxi, and Takeoff DCS: MiG-29A Fulcrum | Cold Start, Taxi, and Takeoff In this DCS: MiG-29A Fulcrum video, we’ll learn how to cold start the Fulcrum, taxi to the runway, and takeoff. If you have not already done so, you may wish to first review the MiG-29A Introduction video to acquaint yourself with the cockpit layout. In general, starting the MiG is a rather simple affair, particularly if you bypass the rather extensive tests and checks we’ll be reviewing. Let’s get started. COLD START We are sitting in the cockpit of a MiG-29A at Herat airfield in western Afghanistan. First, if the wheel chocks are not already in place, press forward slash (\)to bring up the radio menu, select Ground Crew, select Wheel Chocks…, and then Place. Next, go back to the Ground Crew radio options and select Ground Electric Power…, and then On. We’ll now have external electrical power supplied to the jet. To enable the electrical system, flip the ground battery supply switch on the right wall. To make it easier to see the instrument panel and lower, center post, mouse-click the base of the control stick to hide it. Check to make sure the volage meter indicates around 28 volts. Next, also on the right wall, lift the “Tomb” cover to enable all the electrical power switches. Also, at the back of the right console, set the Navigation, Gyro Standby, Gyro Main, and Aircraft Systems switches on from the bank of system power switches. On the clock, press the right button to start the stopwatch, which is the lower, smaller gauge in the clock. After 30 to 40 seconds, the gyros will have power, and we can begin the heading alignment. Mouse click and hold the Magnetic Heading Slave button below the HSI while pressing the Compensation Zero button on the Navigation Panel. If easier, you can press J for the Magnetic Heading Slave button and 9 for the Compensation Zero button at the same time. Confirm that the HSI needle aligns with your true heading, in this case 8-degrees. Back to the system power switches, set the Prepare switch to Operate (OPER). The FAST PREP, or fast preparation, light will illuminate once the inertial navigation system is aligned. In the meantime, press the Lamps Test button to ensure that all indicator lights illuminate around the cockpit. And then press the flashing Master Caution Light to reset it. On the True Air Speed indicator, confirm that the Mach needle is showing 0.2 and the TAS shows between 110 and 190 as indication of proper operation. From the Radar Altimeter, set the bug to 200 feet, and check that the Test button indicates about 50 feet. On the Combined Pressure Indicator, check that the Hydraulic needles are in the red, PAK region. Below the AEKRAN display, press the AEKRAN CALL button, and a short while later, you should see SELFTEST followed by AEKRAN READY, on the AEKRAN display. This can be either in English or Cyrillic based on your preference. Internal fuel with no centerline external fuel tank you should be about 2,700. On the Navigation Panel, confirm that the waypoint / aerodrome 1 button is illuminated. We’ll now test the standby gyro by setting the main gyro to standby and confirming that our HSI heading is the same. Once confirmed, we’ll re-enable the main gyro. On the HSI, set the course switch from automatic to manual, and then rotate the course knob to set our takeoff and landing course of 188-degrees. Then, set it back to automatic. On the back of the left console, confirm the oxygen valve is open and the mix is set to 100%. We’ll test the toe brakes now, you can press W, and expect to see around 8 kg/cm2. With the feet off the brakes, the value should be 0. Energize the radio equipment by enabling the radio switch on the systems power panel. We’ll now turn on the Recorder from the systems power panel. Along the forward section of the left wall is the canopy lever. Right mouse button click on it once to partially close it, and then a second time to fully close it. Look to the right wall now and note that the canopy sealed pin will recess when sealed. The canopy lock light will also extinguish. I already have the radio channels preset for the mission, so we’ll now open the radio message, contact ATC, and request engine start. From the start up panel on the right console, we’re going to do it the simplest way. Make sure that the Start Up Mode switch is set to the center, Both position. Next, press Right Alt and Home to move the left throttle from OFF to IDLE and then press Left Shift and Home to set the right throttle from OFF to IDLE. Now, just press the Ground Start button on the Start Up panel. From here, the aircraft will start both engines for you, starting with the right engine. As each engine starts, you’ll see the right and left engine start lights illuminating on the Telelight panel. As RPM rises for each engine, the hydraulic system light will extinguish, and hydraulic pressures will rise on the combined pressure indicator. As the RPM for each engine reaches 35%, its intake ramp will close, as indicated on the intake ramp position indicator. At the same time, the “gills” on top of the leading-edge extensions open. Once both engines are started, the engine start lights should both be off, the EGT at idle should be around 300-degrees, and RPMs between 58 and 72% We’ll now contact the ground crew again and ask them to disconnect ground electrical power and the onboard generator is supplying all the juice we need. With both engines up and running, we’ll now run through a few post-start procedures. I’ll also make the control stick visible again by clicking on its base. First, using the trim hat on the stick, set the pitch trim all the way forward and then all the way aft and check stick travel. Once complete, trim to center until the STAB TRIM NEUTAL light illuminates. Next, do the same thing with the trim hat left and right to test aileron trim. Once complete, enter aileron trim until the AIL TRIM NEUTRAL light appears. Last, using the rudder trim switch at the bottom of the left quarter panel, set it to the maximum left and right and then center until the RUD TRIM NEUTRAL light illuminates. From the system power switches, enable the Automatic Flight Control System, or AFCS, switch. This will initiate a self-test and the DAMPER light on the autopilot panel will flash. Once the BIT is complete, the DAMPER OFF extinguishes, the DAMPER light illuminates on the Telelight panel, and the DAMPER green button stops flashing and is steady. We’ll now do a quick Automatic Direction Finding, or ADF, check by setting the ADF/RSBN switch to ADF on the Navigation panel. Then, set the UHF/VHF radio panel on the left console to ADF mode. We’ll then hear the inner ADF beacon code. We’ll also see the yellow needle on the HSI align with the selected ADF beacon. With that check done, set the radio back to non-ADF mode and the navigation panel back to RSBN. Enable power to the SRO-15 radar warning receiver by selecting the RWR power button. Let’s run a self-test by first holding the Test switch to the right in the AUTO position. Upon doing so, the function light, off the nose of the aircraft symbol, will extinguish but all the other lights will illuminate. After a few seconds, the function light will illuminate, and you can release the switch. You can also repeatedly move the switch to the right to manually test the azimuth indications. The knob allows you to adjust the panel’s brightness. From the Flaps panel, set the flaps to the takeoff, left button. Note that although the left and center flaps buttons are marked as down, they are different. Left is for takeoff, and the center is for landing, they have different scheduling, particularly for the leading-edge slats. Moving to the back of the right console again, we’ll enable the Weapons and Armament Control System, or ACS, switches. Check that the neutral stabilator, aileron, and rudder lights are all lit on the Telelight panel and press the AEKRAN call button until all messages are cleared. Bring up the radio menu again and contact the ground crew to remove the wheel chocks and then ATC to request taxi to runway. TAXI Time to taxi to the runway. We’ll first test the toe brakes by pressing W and advancing the throttles to about 80% RPM. When ready to roll, release the toe brakes and bring the throttles back before getting too fast. Once at the hold short, turn on the pitot heat, arm the ejection seat, contact ATC again, and request takeoff. Once cleared, enter the runway and align yourself down the centerline takeoff course. TAKEOFF Takeoffs and generally performed at military power, but afterburner should be used if the aircraft is heavy loaded like today. The real MiG-29A has a latch that must be lifted to move the throttles in and out of afterburner. This can be done automatically or based on an input as selected from the MiG-29A Special Tab Throttle Auto Latch option. When checked, you can move the throttle in and out of afterburner without having to activate the latch with the 0 key. Ensure that the flaps are set to the takeoff position, left-most flap button, and confirm with the flaps, slats, and gear indication. Wipe the controls and check that stab, aileron, and rudder trim is neutral on the Telelight panel one more time. Confirm your takeoff and landing course on the HSI, the altimeter is zeroed out, and the FEEL UNIT TAKEOFF-LANDING lamp is lit. It’s a sunny day, so let’s lower the visor. Start the stopwatch with a click of the right clock button. While standing on the brakes, gradually run up the throttles to military power as the nose strut compresses. Confirm that the EGT gauges are in the yellow region and that there is no more than a 4% RPM difference between the engines. Release the brakes and engage afterburner. Use gentle rudder inputs to track down the center of the runway. At 230 to 250 kph, apply back stick with 8 to 10 degrees of pitch, or keep the horizon right above the IRST sensor as a rule of thumb. Maintain this climb angle and retract the landing gear at 10 to 15 meters of altitude. Confirm that the landing gear is stowed on the flaps, slaps and landing gear indicator and that the hydraulic pressure is normal on the combined pressure gauge. At 100 meters, raise the flaps by pressing the right flaps button. Once you’ve reached 500 kph, adjust throttles to 83 to 85% for an efficient climb rate of 5 to 7 meters per second. … and that is how you cold start, taxi, and take off in a MiG-29A Fulcrum. Before I leave you, a common question we got from the previous Introduction video was the ability to display either Cyrillic or English cockpits. We’ve made both an option. From the MiG-29A Special Tab, you can select ENG or the default Cyrillic from the Customize Cockpit option. This determines the language of the cockpit. To determine the language of the avionics systems like the HUD and AEKRAN, go to the Gameplay tab and select either English or the Native Cyrillic from the Avionics Language option. I hope you enjoyed this video, and I’ll see you next time. Thanks. NOTE: This video was created with a pre-release version, and elements will likely change at release and after.

From my flying previously, at lower altitudes, leaving the oil cooler and intercooler at 50% is fine, intercooler can even remain closed. One thing you should check is Cowl Flaps. I had to adjust them constantly not to overheat or undercool the engine. Also feel free to upload a track showing a seizing engine of yours so we can pinpoint exactly where the issue was.

Hmm, I wonder if it’s more of sub-1500m problem The dampeners do have filters that correct for altitude, Mach, IAS, AOA. Since it only reacts to movement, if it was too strong it could reduce max G. Unfortunately most dogfight and gun servers are at such low altitudes

Around 970–980 TAS, IIRC. So lowish 900s IAS?

...not to mention that your settings compared to your hardware capabilities might be the issue...

Hey LouP, Just came across your posts as I’m trying to get my head round which engine power settings to use. (See my previous posts that we currently have a mix of three different sources available that all differ). Are you saying that having the oil and air coolers whacked fully open is the key at the moment? I’ve been flying them on neutral and never had a temp rise issue but still get engine seizes regardless of engine settings and paying OCD levels of attention to the gauges. I’ve been finding the majority of time it’s after I’ve lowered (slowly and controlled as per the manuals) the rpm to say go to eco cruise or come into the landing pattern. Cheers!

Is your previous campaign still useable or has ED updates broken it?

That's the job of IC to check for modded files and lock them out of pure servers.

If like me you are staying away from the NVIDIA App, then it might be that your Nvidia profile is doing an override and using the dll from the display driver instead of the one you copied in the bin folder. Unless the Nvidia driver you have installed contains the latest DLL, this will not work if override is on. I use nvidia profile inspector to direct which dll to use, i.e. the one from the driver (override=on) or the one from the bin folder (override=off).

Confirm. Thanks)

Nach langer Aufbauphase ist es nun endlich soweit, die Ausbildung der ersten drei IP´s auf dem Muster AH-64D hat begonnen. Unsere neue militärische Heimat, der Heeresflugplatz BUECKEBURG bietet uns hierfür alles was wir an Infrastruktur benötigen. Angefangen vom Platz für die 1. Staffel "Warheads" welche in Zukunft bis zu 6 Maschinen AH-64D "Apache" ihr eigen nennen dürfen, weiter über Übungsmöglichkeiten auf dem Flugplatz selber aber auch in unmittelbarer Nähe, wie beispielsweise der Übungsplatz SENNE (ED-R 18) und auch MUNSTER/BERGEN (ED-R 27 u. ED-R 28) sowie Tieffluggebiete und Außenlandeplätze (ALP). Sehr Zentral gelegen, wird uns die Lage zukünftig sicher des Öfteren zu Gute kommen wenn es darum geht mit anderen Verbänden im deutschsprachigen aber auch im europäischen Raum zu üben. Der Heeresflugplatz BUECKEBURG bietet uns weiterhin genügend Platz um das Geschwader in der Zukunft um weitere Staffeln erweitern zu können. Die Planungen hierzu laufen bereits, Stand jetzt ist dies jedoch noch etwas Zukunftsmusik. Unser Fokus liegt aktuell auf der Ausbildung der IPs für die 1. Staffel, ist diese vollumfänglich abgeschlossen, öffnen wir die Tore für potenzielle Anwärter auf dem Muster AH-64D. Wir werden vorerst keine Fliegerische Grundausbildung in dem Sinne anbieten, viel mehr werden wir eine tiefgreifende Systemausbildung auf dem Muster AH-64D Blk. II durchführen. Angefangen bei Aufbau und Konzept des "Apache" über fliegerische Standardverfahren, fliegen bei Dunkelheit und eingeschränkter Sicht bis hin zur taktischen Ausbildung im Flight. Sinn und Zweck dieser Ausbildung wird es sein, alle Piloten in der 1. Staffel des vHSG-23 auf einen gemeinsamen, sehr professionellen Ausbildungsstand zu bringen. Ziel ist es im Austausch mit anderen Verbänden an diversen Übungen teilzunehmen. Alle fliegerischen Aktivitäten innerhalb des Geschwaders stützen sich jederzeit auf unsere Flugmuster SOP. Eine in meinen Augen ganz besondere Info möchte ich hier zum Schluss noch loswerden. Die 1./JG71 "Richthofen" hat vor kurzem ein besonderes Projekt an den Start gebracht, den GCWNTS - Germany Cold War NATO Trainings Server. Dieser Server bietet uns als Geschwader Heimat und das in einem ganz besonderen Umfeld. Zusammen mit anderen Staffel, Geschwadern und Squadrons wollen wir zukünftig unsere Flugabende gemeinsam fliegen. Auch wenn die unterschiedlichen Verbände teils verschiedene Homebases nutzen, so ist es doch eine ganz besondere und immersive Erfahrung einen belebten Funk genießen zu können. Die Map ist wirklich schön durchdacht und nach möglichst realem Vorbild gestaltet. Der Discord Channel bietet die Möglichkeit Controller Unterstützung für ATC, Lufträume und CRCs zu requesten. Ist ein ATC verfügbar, "bucht" dieser sich ein. So entsteht ein tolles System der Nachfrage und Angebot für realistische Verfahren rund um das Thema ATC. Weiterhin besteht die Möglichkeit sich für ein Flugvorhaben ein Übungsgebiet zu "reservieren". Das ganze zielt wie gesagt auf Full-Real Verbände ab und bietet eine extrem tolle Umgebung. Ein ganz besonderer Dank geht an Nils von der ERSTEN (1./JG71 "Richthofen") für die Einladung und vor allem die Umsetzung dieses Projekts. Ein herzliches Dankeschön und ein dickes Lob vom vHSG-23.

This is a nice idea but it is not fixing the issue with the FOV vs Font size in the Chinook. I have tried with a font size 46 and if you increase the font size in this lua, there are some important data fields that are "boxed", for instance the magnetic heading in the PFD where you cannot see the whole number well since the digits are too big. I do fly helicopters with glass cockpit in real life (AW139) although not the CH-47, and numbers and fonts are made to me easy to read at one glance. Having to play with snapview or zooming inside the cockpit although a temporary solucion should not be "the solution". I hope the devs can take a look at this at sometime since this the the human-machine interface and at this time is not optimal. Other helicopters sucj the Apache or the Kiowa also have MDF that contain easy to read information the way it should. Please when possible, fix this. Thanks!

And looking at your dismissive replies one can't help but wonder if you're so happy with DCS, why do you troll these forums looking to invalidate the opinions of others, instead of playing DCS? The way to improve things is by providing feedback. You might not face the issues they are. Please stop the "if they don't have bread, let them eat cake" attitude. This is the WISH list forum, you gain nothing from crapping on others. ------ Adding to the points put forth by OP: Native exports of MFD/UFC/DED/CDU etc. A second monitor is probably the cheapest way to enhance the DCS experience. The folks at Helios have already found the way to make it a seamless process, but it breaks IC in some cases. All ED would have to do is to add a couple of lines of code to each supported module, which they have been reluctant to do. With the Chinook, ED has regressed a bit and disabled the export of all but one MFD. From what I heard the code is already there, but commented out. I understand it's an early access product, but is exporting the remaining displays game breaking?

Dynamic weather that changes mid-mission is currently not possible. I do have some ideas to make random weather at mission start possible. I will see what I can do.

What was your speed? I did between 900-1000 kmh it seems be oddly limited to 7.5-8 G

THE MASS BRIEFING IS PREPARED!!! Iniochos_2025_Mass_Briefing.pdf

In the picture the rocket power switch appears to be in the off position.

Yes, I know. But I get lost in the count after I’ve used all of my fingers and toes. Wait! As long as it’s north of 18/sec, I should be okay. Good thinking!

Night flying with the Crystal, for me looks like peering through a smudged window for black levels...I am looking into this as well, as it's likely a setting I messed up somewhere or ignored. Inside the cockpit seemed normal, but I will have to verify as I was too busy getting distracted by the "fog" I did have an older Quadviews/OpenXR setup, and recently uninstalled that to use the Pimax version builtin. I will do some testing today or over the weekend, see how far I get.

@diego999 Outstanding! I would have never figured that out! I do wish stuff like that was in a wiki (updated) or some sorts of knowledge base. Thanks dude!

e.g. Some require more redfor ff modules but others complain about pushing out new modules for sale instead of working on the core features. When they change the DCS core, mission creators complain about discontinuity. When they add a new module half of us cry out for siutable assets. And when they have done all of this you come around and complain about to much required hard drive space. Its impossible for them to do it right, since everyone has his own opinion of what is right.

Most common cause is DLSS dll substitution request in Nvidia App. By doing that the dll near the game exe will be ignored and the one from Nvidia drivers package will be loaded instead.

Just count seconds for every 360