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I have marked this thread as acknowledge as the team are aware and will look to make changes in the future. thank you

In the upcoming update of DCS Open Beta, there is a visual improvement to the I-16 cockpit: the appearance and size of the control stick and pedals have been adjusted. Additionally, the option to 'hide' the control stick has been added to improve access to the instrument panel.

Mein Senf @Offtopic zum Thema ! Für mich ist das hier eine Community. Solche Preisvorstellungen kann man bei Ebay und Co vll. verlangen, da scheint es ja öfters mal "den Dummen" zum Kauf zu geben. Aber für mich gehört das hier nicht hin ! Das ist aber nur meine Meinung. Schön weiter solche Mondpreise aufrufen ! @"kein Laberthread" Sprüche und "VHB Sprüche" Vll. will man einfach nur unwissende Community-Mitglieder vor solchen Angeboten schützen. Einfach mal drüber nachdenken ! Ich bin hier raus....

In this DCS: A-10C II Tank Killer video, we’ll discuss the very basics of using the new ARC-210 radio. There is a lot of detail in this radio, particularly the menu system, but you’ll read about this in the manual. For this video, we just want to go over the basics to get you started. The ARC-210 supports both UFH, VHF, and satellite communications, but support for satellite communications will come later along with other aircraft satellite radio communications. The control head is located on the left console, and it replaces one of the two VHF radio control heads. This leaves on VHF, one UHF, and one ARC-210 control head. Let’s look at the most common functions that you’ll use on the control head. In the bottom right corner of the control head is the Frequency Mode dial. The Preset, or PRST, position that allows you to select a preset with its assigned frequency. On the display, the selected Preset channel is shown in the top right corner and the assigned frequency to that Preset is centered in the bottom of the display. Above the frequency is the AM or FM modulation indication. The Manual, or MAN, position that allows you to manually enter a frequency using the five Frequency Selector Knobs. Also, to the left of the display are three line select buttons. If you press the top button, it will select the previously selected frequency. The last two positions allow you to tune the radio to either the 243 MHz or 121.5 MHz guard channels. To the left is the Preset Channel dial. If the Frequency Mode dial is set to Preset, rotating this dial allows you to cycle through the Preset channels. In the bottom left corner is the Operational Mode dial. This can be set between OFF, Transmit and Receive, Transmit and Receive while doing the same on the two Guard channels, and changing your channel presets. To change the frequencies of your presets, the Frequency Mode Dial must be in the Preset position and the Operational Mode Dial must be in the Change Preset position. You can then use the Frequency Selector Dials to change the frequency of the active Preset channel. Along the left side at the bottom are your display brightness controls. On the right side is the squelch switch and the offset button. Pressing the offset button offsets the current frequency to a new frequency, generally in 5 or 8.33 kHz steps. Last is the Menu button that is a rabbit hole of pages that you can explore but not necessary for normal operations. We’ll detail these in the manual. Up on the HUD in the top left corner is the ARC-210 indication. V1 is the installed radio. This will either display the frequency when in Manual mode or the channel when in Preset mode. If you wish to change the frequency, using the Up-Front Controller, or UFC, type in the desired frequency and you’ll see it on the HUD scratchpad at the bottom of the HUD. Once entered, press the COM 1 button. To change the Preset, it’s just as easy. Select Preset mode, type in the Preset channel number on the UFC, and then press the COM 1 button. You can also view all your Preset channels with their assigned frequencies on the new COMM page. Upon selecting COMM, then select ARC210 Presets. You now have all the Preset channels listed and by pressing the NEXT button you can view the second page. To change a Preset frequency assignment, use the up and down arrow buttons to select the desired Preset channel row and you can then set a frequency, name, and AM or FM. For example: change the frequency by typing in a new frequency on the UFC and then pressing the FREQ button. In the same manner, type in a new name on the UFC and then press the NAME button. To switch the Present channel between AM and FM, just press the MOD, for modulation, button. I hope this video was helpful for understanding the basic operations of this new radio for the A-10C.

To put the TLDR first, our huey is underperforming by 3400lbs while being provided a lower available power than the real thing, and made slower than it's actually supposed to be at low altitude (which is where it normally operates) So what are my sources? Before that, lets start with a very simple summary of HOW WRONG the module's performance actually is. null Now, I won't act like that's the whole story with all the context, because it's definitely not. There are things like the transmission limit to take into account. But those sources, lets see them. Here are the 3 main sources, there are several other minor sources as well, however the majority of the data comes from these 3 documents. null So allow me to clarify something, our huey is one with a 1990s refit, it is the one with composite blades. You may have noticed, one of those sources explicitly mentions the composite blades in the title. That source is a performance profiling of our exact model of huey. Refits and all. Now, there's something else to talk about, the huey's operations manual. You might be familiar with this chart. This chart is useless. This chart doesn't tell us where the transmission limit is, it doesn't tell us how much engine power is being used to generate those speeds, it doesn't tell us ANYTHING. That chart is a significant misrepresentation of the huey's performance capabilities, because all that chart shows is a paper limit on the huey's speed. Vne, Velocity, never exceed. A scary term, used to define a speed you are to not exceed for assorted reasons. For the huey, the Vne is in place to keep the pilots from accelerating into retreating blade stall, nothing more. It's a paper limit to keep the pilots safe, it tells us NOTHING about how the aircraft performs. However, if you look at the bottom of that chart, "Data basis AEFA Project No. 84-33" Go back and look at top of the source that mentions the composite blades, that is AEFA Project No. 84-33. The data from that document was used to generate that chart in the manual. So before we go farther, how do we corroborate all our sources to make sure they're on the same page and providing us valid information. Cross checking. Take one set of data, and see if the patterns within it match the patterns in another set of data. We can do that. Here is the overall performance of a huey with the standard blades at 7,500lbs, derived from the data within the UH-1H flight profile performance handbook. Pay attention to the density altitude of 7500ft, you see where the yellow and red (transmission limit and power limit) lines intersect, that is where the engine can no longer provide enough power to max out the transmission. Now here is the hover performance chart from the composite blade document. Look at the rightmost line. "2ft IGE, standard day". You might have already noticed it. Incase you didn't. So our documents are in agreement, what do we do with this information? We start comparing it to the performance of our huey in DCS. Lets start with a more complete performance profiling of the real huey with the standard blades, once again, this data is derived from the UH-1H flight profile performance handbook. This data is for a huey with non composite blades. So there are multiple plots here, let me walk you through them. The first one that likely sticks out is the blue line since it's away from all the others, that is the Vne. The fact that it is placed lower than all the other data reminds us of the chart in the manual. I said that chart was useless, because as you can see by this graph, every single other plot of data performs significantly over what the Vne would have you believe. The next two that likely stick out are the red and teal lines. These are the performance of the DCS huey plotted onto the same graph, the red line abides by the incorrect EGT limit placed upon the module, the teal line ignores said limit and properly maxes out the transmission where it can. Next would be the green and yellow lines, the green line shows the maximum power the engine can normally push, regardless of any other factor, at sea level that would be 1340shp. The yellow line shows the maximum CONTINUOUS power the engine can push. This means the engine can run at this power setting indefinitely without much issue. And finally, the orange line, this line shows the safe limit of the transmission, specifically, 1158shp, or 50psi on the torque indicator. This is the huey's military thrust it can use this power for 30 minutes. This is not the LIMIT of the aircraft's performance, the transmission CAN PUSH HARDER, it just does so at the risk of being damaged. Yes, this means that, per this data, the huey should be able to reach 141knots in level flight. Something you'll notice, the teal line, our huey's performance, can't even reach the transmission limit at sea level. While, conversely, our huey's performance actually PASSES the real huey's maximum possible performance at higher altitudes. So, from this alone, you can see that the module's performance accuracy is not great. But that's not the whole story, that's just for the standard huey, and we haven't even gotten into engine performance per speed yet. We'll do that now. Here is a chart from the composite blade document, it shows the level flight performance in speed compared to the shaft horsepower generated by the engine to achieve said speed at a gross weight of 9500lbs at sea level in 15C temperature air, ISA conditions. On it, you will see a pink data plot. That is our huey measured by the same metric. 9500lbs, Sea level, 15C air temperature, ISA conditions. You'll notice that our huey isn't even performing as well as the huey with the standard blades, let alone the one with the composite blades. But first, how did I get the horsepwer data from the DCS huey, we don't have access to that data. Except we do. We are given the torquemeter, which when combined with the rotor RPM, we can derive the current SHP put out by the engine. As per our previously unreferenced source "Helicopter drive system load analysis". Pages 43-44 detail a formula to do exactly that, derive shaft horsepower from our torquemeter reading, and rotor RPM. Here is that formula. SHP=3.88*((10^-3*Rotor RPM)*((17.76*Torquemeter Torque)+33.33)) Now, you'll notice that graph shows the composite blades as being measured with the rotor at 314rpm, that's ok the difference in the result isn't exceptional, however here is a table showing the same data and including 324rpm on the composite blades. So, 639shp to push the helicopter to 100knots at sea level at 15C at a gross weight of 9500lbs. That would be 26.745psi on the torque indicator in the cockpit. As you can see by the pink line on the graph, however, we didn't even get close. We hit 36, possibly 37psi on the torque indicator at those parameters. Level flight, 9500lbs, sea level, 15C, 100knots. 36psi at 324rotor rpm, as per the formula, is about 845shp, over 200shp too high. Now, we can use this formula to find something dire. Lets make the huey as light as we can and see how it performs. 6100lbs, all it has is about 9 minutes of fuel Sea level 15C 100knots level flight about 30.5psi in those parameters. 722.8shp at 100knots. The real huey pulls 639shp in those parameters at 9500lbs. Our huey, at 6100lbs, is performing WORSE than the real huey at 9500lbs. Our huey is underperforming by over 3400lbs at low altitude. That is unacceptable. Interestingly, these high torque values also explain why we need an unrealistic amount of left pedal, which when combined with the incorrectly modeled tail rotor, brings about some interesting comparisons. So, now that we have the well documented performance profile from the standard blade huey, honestly, we could just use that one for our huey and it would be fine, the overall speed differences shouldn't be drastic, it'd be far more accurate than what we have now. As for why our huey overperforms so much at high altitude, I don't know. All my efforts were aimed at understanding its performance at low altitude as that's generally where players utilize the aircraft. I suspect it may be a combination of the engine not losing enough power at altitude and rotor mach drag not being modeled. However, for now, I believe this should be sufficient to warrant the developers looking at it. Please. Properly implemented, our torque indicator should actually max out at around 58.15psi while the N1% (gas producer) gauge reads 100% As it stands, we are using too much power, to generate too little speed, at too high of an EGT, causing us to have even less power. We are underperforming by over 3400lbs at sea level, it needs to change.

Further, Mission Editor presets are coming for all three A-10C radios. Kind regards, Wags

To be fair, the Viggen FM was recently updated and corrected after 6 years of release after they show up with documentation.

I'm running the slick huey with the IR suppressor and to get 9500lbs you can use an internal cargo trigger to add weight to the aircraft. At full fuel (7438lbs), 935kg should get you to around 9500lbs That configuration at 6100lbs would be somewhere just under an extra 2psi, the drag curve doesn't extend that high up so you have to eyeball it. at 9500 it would be +1.2psi \ Even with the corrected torque value our huey at 6100lbs is performing how it should be at 9500lbs. We are underperforming by 3400lbs Something is wrong, power we should be getting just isn't there.

First, you're referencing an outdated version of the huey's manual, yours only has changes 1-18, afaik 1-20 is the most recent, granted I've only found one with 1-19. Second, I didn't use the operating speeds chart as a reference, I refuted it as a viable reference for the reasons you stated. It tells you the fastest you're ALLOWED to go, but not the fastest the machine can physically push itself. It cannot be used as a reference for the actual performance of the machine. Third, you're measuring against the nose pitot IAS, our huey has the pitot on the roof, so the inner scale is the correct one, not the outer one. So it should actually read 100knots at sea level, if not 101. Fourth, add more weight, at 9500lbs in a 100knot sea level 15C cruise, as per YOUR chart, you should be at about 29psi You won't be Fifth, "The shaft horespower equation, which good for approximating things, doesn't take into account all the various other factors that effect performance of the aircraft, so i'd be careful in it's use. It can definitely get you in the ballpark, but it's typically off by a fair amount." If the aviation engineers figuring this out by hand so that they can properly profile the load placed on the drive system say it's good enough. It's good enough.

tim is of course highly trained in the field of aeronautical engineering

I posted this up on hoggit a few days back, figured I'd slap it up here for anyone fortunate enough to not use social media. This is a bruteforce method that will reduce the draw distance of all planes / ground vehicles etc, so keep that trade-off in mind. Open your graphics.lua file in the DCS config folder, find the line with all the values for your current view distance setting (low, medium, high etc), these values start on line 177. Find the "objects = {3000, 80000}" line for your current view distance setting, and alter the second value down from 80000 to your desired distance. I'd suggest starting at 60000 and see how it goes. This sets the distance in metres at which all ground/air vehicles start getting calculcations done for them, in the direction you're facing in a wide arc. Hence why looking in certain directions on busy servers can tank your frames despite nothing apparant being visible, as the CPU is choking on all those distant objects. Changing in-game settings never alters this value, so you have to do it in the .lua and probably re-apply it after each patch. You can drop it a lot more aggressively if you're doing rotor gameplay or you have a particularly old CPU, drop it far enough and spotting can become a problem however. If you're on VR or generally struggle with shadows performance currently, you may see a greater improvement.

@Tim_Fragmagnet thank you so much for all your dedication, patience and perseverance

В ближайшем обновлении DCS Open Beta содержится визуальное улучшение кабины И-16: поправлены вид и размеры РУС и педалей. Также добавлена возможность «прятать» РУС для улучшения доступа к приборной панели.

A reminder that people also stated the Gazelle flight model was correct based on "feel", feel means nothing if the numbers don't match.

Tim's dedication to correcting the Huey is absolutely admirable

Heatblur about to drop a surprise in the next update

Alright how about one more test this time we'll cross reference 2 different datapoints We'll run the huey at the same parameters as usual, at 9500lbs, and we will normalize to about 33psi, as per the chart, this should get us about 110knots It doesn't. OK now lets cross reference something Lets run the huey at 6100lbs, and normalize to about 33psi, this should blast past 110knots and should even pass the Vne Except we don't. Our huey, at 6100lbs, at 33psi, can't even reach the speed it should get at 9500lbs at 33psi Do you see what's happening now? Where is the power output? We are underperforming by over 3400lbs. How does the our DCS huey at 6100lbs 33psi, perform how the real huey should at 9500lbs 30psi. A heavier weight, at a lower power output.

I'm not talking about true airspeed for the inner scale I'm talking about the roof pitot scale You're flying too slow in your tests. your indicator should in fact actually read 100 if not 101 knots IAS at sea level for a TAS of 100knots. The pitot was moved to the roof because it was more accurate than the nose pitot. Our module has the roof pitot. This thing Also if I do the 7500lbs cruise at sea level 15C at the correct IAS 0 We get 34psi

New screenshot with a better view of the AI Zero in action (from Facebook):

Sorry, but that is incorrect. Tanking from the pit was not a problem; even as a WSO I was able to do it. During normal refueling, the WSO watched the boom and could tell the pilot when he was in the proper fore/aft position; once connected, he watched the "barber pole" marks on the boom and kept the pilot in the correct positon with trend information - much more accurate than the lights. Remember the director lights were made for big aircraft - bombers and transports. There is a funny story about an F-4 crew that wanted to play a joke on their tanker; the WSO (who was pretty experienced) setup his flight jacket so it looked like he had his hands up on the canopy bow (where WSOs usually kept them) while he actually flew the jet - you can't see the back seat controls from a tanker; meanwhile the pilot also had his hands up on the mirrors, occasionally waving at the boomer. So from the boomers perspective, it looked like the F-4 just flew itself into position and refueled, unassisted. I REALLY wish I had a picture of that! Vulture

and I believe I have found the sticking point I'll ask you again, try it at 9500lbs. While speed is part of the problem, the main problem is the total engine output. The problem is lift capacity. As modeled, our engine pushes the torque to 50psi at 100% N1, meaning at max output, our engine is only putting out 1158shp. That's the problem, because it's SUPPOSED to be able to push 1340shp, pushing the torque all the way up to 58psi. As modeled, our huey is performing like it's 3400lbs heavier. Also If I do the 9500lbs cruise test but instead normalize to the proper PSI for 100knots

Credit where credit's due, a lot of effort went into this report. Even after 7 years, It is important to challenge the developers work and not to take everything we see at face value. In the end it makes for better products and benefit us and ED. So Im intrigued about this report, but let the helicopter experts discuss. Hopefully someone from former BST can chime in.

Introduction SharkPlanner has started a MOD for entry of waypoints into ABRIS and PVI-800 of DCS Ka-50 attack helicopter. The mod enables entry of: waypoints into ABRIS/PVI-800/NADIR fix points (used for INU/INS corrections) target points (used for autopilot ingress, SHKVAL slewing and DL operations) review of elevation profile along route Meanwhile SharkPlanner supports additional modules... FAQ How does it work? SharkPlanner runs as a LUA script hook and is able to utilize DCS's native UI in order to deliver minimalistic UI without requiring external application. Does it break integrity check? No, SharkPlanner is not deployed in your game installation folder. Do I need binary/exe? No, SharkPlanner runs within the DCS, and as such does not require external tools to run. Which DCS versions are supported? Minimal requirement is 2.8 either stable or openbeta. Which airframes are supported? BlackShark 3: Ka-50 version 2022 BlackShark 3: Ka-50 version 2011 BlackShark 2: Ka-50 Combined Arms (only information gathering) Gazelle: SA-342L Gazelle: SA-342M Gazelle: SA-342Minigun F-16C JF-17 Thunder How do I report bugs? Open the issues, read existing open issues to quickly figure out if your issue is already reported, and if you find none create new issue. Please try to be precise and provide the steps for reproduction and if needed: screenshots if available links to video if available mission file if available (needs to be renamed into zip, I recommend my_mission.miz.zip) dcs.log, located at %USERPROFILE%\Saved Games\DCS.openbeta\Logs or %USERPROFILE%\Saved Games\DCS\Logs If you do not have github account you can post error report here and I will create the issue on github page. Installation instructions Download the latest release. The needed package is named like this: SharkPlanner-VERSION.zip Unpack the content of the zip file into %USERPROFILE%\Saved Games\DCS.openbeta\Scripts or %USERPROFILE%\Saved Games\DCS\Scripts depending on version of the DCS you are using. Start or restart DCS Usage instructions Start DCS Hop into your Black Shark Switch to F10 mode Hit: CTRL+SHIFT+SPACE You should see a crosshair in the middle of screen. Above crosshair the following buttons are located: Hide, Add, Reset, Transfer as well as label showing current and maximal number of waypoints. Use your mouse to zoom and pan to your point of interest, and use Add button to select your waypoints. Once you add at least one waypoint, you can click on Transfer button and SharkPlanner will start entering waypoints/fixpoints/targetpoints into ABRIS and PVI-800. It is recommended to do this on ground for maximal accuracy. If you would like to create a new route, hit Reset and go to step 5. To hide SharkPlanner hit again: CTRL+SHIFT+SPACE Removal instructions To remove SharkPlanner: Delete file %USERPROFILE%\Saved Games\DCS.openbeta\Scripts\Hooks\SharkPlanner.lua or %USERPROFILE%\Saved Games\DCS\Scripts\Hooks\SharkPlanner.lua depending on version of the DCS you are using. Delete folder %USERPROFILE%\Saved Games\DCS.openbeta\Scripts\SharkPlanner or %USERPROFILE%\Saved Games\DCS\Scripts\SharkPlanner depending on version of the DCS you are using. Restart DCS if it was running Kudos TheWay is a very cool project which enables entry of waypoints for a rather large number of DCS airframes. My initial motivation was to provide the ABRIS support as code contribution to TheWay, but ABRIS proved to be very challanging to implement within existing framework since coordinates entry can be done only non-numerically through dials. This limitation has resulted in large changes that could not be easily harmonized and tested with existing code base. Please note that TheWay remains to be the most comprehensive software for waypoint entry in DCS and is highly recommended to use for all other supported aircrafts. You can use both SharkPlanner and TheWay as long as you remember not to invoke transfer of waypoints at the same time! DCS Scratchpad provided the idea how to inject the UI and trigger it with a keyboard shortcut.

You forgot Corsair,WWII Mariana's and PTO

Octopus-G I-16 update to next open beta.

you know you can add this to autoexec.cfg in your /Saved Games/DCS/Config/ Folder? graphics.options.objects = {3000, 80000}

100% agree, we need more assets from that era, I'd also love to see a KC-97 or KC-135A

Currently work on hold for private reasons, i should resume on it quite soon and yes there will be a Roland.

I may have some good news shortly! F-15C MSIP is progressing well and getting close to release state.

I would like to respectfully rebut the above. For reference, exhibit A, it is dated 1988, but is distrobution A. The below screen grab is from page 37 of this PDF: https://www.uh1ops.com/_files/ugd/9f78cd_60998a9ed26b4cbe8a65351e9cc076e9.pdf Using the correct Chapter 7 for CB (as was referenced in the original posters post) I took the charts and based on 7500lbs, "slick" (i.e. no hardpoints): 15 degrees celsiuus, Sea Level 5 foot hover torque of 25.5 psi 100KTAS (96kts IAS) torque of 25psi I then set this same configuration up in DCS and flew it. At 5 foot in DCS I found the helicopter to hover at appx 25.5 PSI, which is pretty dead accurate with what I calculated. I then accelerated until to 100kts, and noted i was pulling about 30 psi of torque. I reduced torque until I got to around 25.5 psi and found I was at about 94 knots. I'm pretty sure the airspeed guage is indicated airspeed, so that puts me within 0.5 psi of torque and 2 knots of airspeed from the reference. This would also be really, really close to reality as well, enough so that I could safely say your assertion is way, way off. The primary error that led to the entirety of the discussion being invalid is that the primary refrence was the airspeed operating limits chart out of chapter 5, which is the Vne chart for the helicopter. It tells you the fastest you're allowed to go for the input conditions. This is why there isn't a torque associated with it. The shaft horespower equation, which good for approximating things, doesn't take into account all the various other factors that effect performance of the aircraft, so i'd be careful in it's use. It can definitely get you in the ballpark, but it's typically off by a fair amount. Attached are the various supporting screen shots and chart references to support my statements above. My first image is the Distrobution Statement from the reference doc. The next is the hover chart for a composite blade helicopter. Next is the torque value from DCS at 5-foot. Next is the cruise chart for SL and 15 degrees C followed by the cruise torque and airspeed in level flight. Finally I provided a picture of my configuration.

Здесь вопросы пользователей и ответы разработчиков должны быть. Идите словоблудить в другую тему профильную. Я спросил про Sufa, а теперь моего вопроса и не видно будет.

Мы не будем упрощать ни F/A-18, ни F-16, чтобы они "соответствовали" Су-33 и МиГ-29. Поддержка же упрощённой авионики отнимала слишком много сил от других задач, а с учётом того, что сильной и главной стороной DCS World как раз является точность и подробность моделирования, мы и решили от неё (упрощённой авионики) отказаться.

As in the title. In the light of upcoming F-4 Phantom I kindly ask for EC-121D Warning Star (College Eye 1967 Mod) as AI I think these asset will be crucial. (As Well as TPQ-10 radar). Those planes served as AWACS (before these name even came to life) from 1954 to 1978 in USAF (and to 1982 in USN).

The AAR disconnect test is currently missing. This is part of the Startup Checklist. It would be nice to have it: - On the ground open the air refuel door-> RDY light on (we already have that) - Press A/R DISC button on Hotas -> DISC light on, RDY light off; 3 seconds later, RDY light on, DISC light off.

K-300P Bastion-P 1.1.0 released! Changelog Version 1.1.0 Release version

A sign of life!

With the new knowledge of our torque being too high for any specific speed, you may want to look into this thread as well.

The E-121 would be awesome. Here are some assets I want to see added USAF B-66, F-105, A-37, F-102, F-106, B-52D, B-57 USN planes A-3, A-5, A-4, C-1, E-1, S-1 helicopters H-3 ships SBC-125 Essex USS Midway USS Iwo Jima, maybe a Essex LPH like the Valley Forge would be awesome Vietnam era forestfire I mean forestall (maybe heat blur could modify the 1980s) USS Oklahoma City (I know she's a Galveston class USS New Jersey (she has to be on the list) Allen M. Sumner-class destroyer especially the Maddox Charles F. Adams-class destroyers Leahy-class cruiser USS Long Beach

Both PF and PFM had the RP-21M, but in regards to the former one, it was introduced later in the production or during major overhaul. I have somewhere a list of modifications. Or I can just go through manuals and see if I can observe differences in description. Nothing can be off beyond the extrapolation of the weight at landing with 7% fuel since specific number is listed only for 25% remaining fuel (6800 kg). If you don't like the numbers, you can take it with Mikoyan OKB: Internal fuel weight in the bis is 2400 kg, in the F-13 its 2080 kg, so 320 kg.

Ich habe jetzt einige Wochen die 6900 XT und bin sehr zufrieden. Eigentlich Fan von Team Grün im GPU Bereich, aber der Preis hat es entschieden. Der Umstieg von SteamVR auf OpenXR hat mir keinen Leistungszuwachs beschert, ist aber angenehmer in der Handhabung. Was jetzt am dauernd am Limit ist, ist meine CPU. Ich könnte da auch nachrüsten, aber der Leistungszuwachs wäre nur gering. Gerade im Multiplayer und mit VR merkt man das Limit. Die GPU könnte noch, aber die CPU ist der Flaschenhals. ALSO ED...komm rüber mit der EDGE Engine. Es wird wirklich Zeit! Ich möchte dauerhaft 45 FPS in VR.

Great work @Tim_Fragmagnet

wow someone at ED should really do something about this

RAF, ML897D, late 1943 https://www.digitalcombatsimulator.com/en/files/3329271/

It’s not biased at all. It was also the case for the Apache competition, where I (on my old account) and somebody else both did a set of South Carolina National Guard liveries. And if anything, that inspired me to do an even better job, idk that I would’ve been one of the winners without the DIRECT competition driving me forwards.

Avionics Bay Open

I’m not offended the least bit, I didn’t start all this