GumidekCZ

@FlankerKiller its not about if the Flares work in DCS and how they work (we all know about that stupid "random" game). Please take your time and read carefully what I have written above. Look at the weights.. now the Honet is using M206 like flares - lighter and lower aproximated lower efficiency than what it should have in DCS

Bump Hello ED? Mustang need some LOVE

COVERT selector knob - basicaly selects, which lights the pilot wants to be switched from "naked eye visible" into INFRARED SPECTRUM (same spectrun as LITENING pod IR designator) - VISIBLE THROUGH NVG (Reafuel, lower wingtip lights, low formation light are not capable of IR emission). By switching between BRIGHT and DIM the pilots can set intensity of Covert lights IR emission. WHEN? ED, WHEN? we are waiting.... (:o)

Bump We still don't have any tool how to setup fighter to fighter Tacan for AI pilot in mission editor with proper +63 channel difference rule. I still have to set same Tacan CH to get Yardstick on my AI lead aircraft. We all know that it's wrong. We are patiently waiting for this feature in ME since A-10C was released.

May be you can help here, @NineLine PLEASE!!!

Thats because these two effects are STUPIDLY connected by single switch in DCS options. Wake turbulence set to off = Badly modelled Burble off

NOT IN SINGLE RW VIDEO of any airplane landing on carrier can be seen similar effect we STILL have now in DCS. THERE SHOULD BE NO, NOSE PITCHING UP near the end of the deck. I was hoping that yesterdays Hornet FM update would fix this idiotic behavior, but unfortunately not Im still patiently waiting, for fix. Then, and only then I will turn Turbulence effect in settings back to ON - so stupid than vortex behind big aircraft and burble effect behind ship is bound together and not divided into 2 separated setting switches.

YEAH, on of biggest mistake Western countries did in WWII ... together with selling plans by Brithish of their jet engine to Russia.

As title say: , I want to get rid of RU skins in any default ED missions RU skins ONLY for RUSSIA MADE PLANES PROPER SKINS BY NATION WHO MADE THE PLANE (not in licence)

Generaly Rockeye (MK 20) have fron fuze modelled for every module here in DCS, not just F-15E. IRL for MK 339 MOD 1 fuze, you can load two separate values of Arming Delay corresponding to the primary (AD1 - NOSE) or secondary (AD2 - NSTL) option timers - both timers set on ground. As you cycle inflight between NSTL and NOSE, the function times change to reflect this. TAIL select = DUD. Rockeye was fitted only with a primary and secondary timed delay fuze, which had to be both preset on the ground. Settings from 1.2 to 100 seconds. The fuze is preset at 1.2 seconds for primary delay, and the option delay is preset at 4.0 seconds. If you want the munition to function at a particular burst altitude (BA) to optimize coverage, you need only load that altitude in the SMS and the pull-up anticipation cue will function to let you know when you reach that (minimum) altitude. In this sense, the pull-up anticipation cue is not trying to satisfy a minimum fuze arm constraint, but is trying to indicate the optimum release point to ensure the correct function altitude. https://info.publicintelligence.net/USNavyRocketBombFuzeManual.pdf

As title say When RBL selected, after few seconds it will switch to BOL because of some instability. If you watch the HSI page, Harpoon symbology will flicker there. Track: Harpoon_RBL-unstable__BUG.trk

Because My June 2020 report still not solved and I found even more strange BUG behaviour, Im opening new report topic. Old one: Me flying MAG 270° (Caucasus map 276,2° TRUE), Harpoon set by UFC to fly MAG 270°, but instead of that, Harpoon fly its TRUE HDG 270° New find: Me flying MAG 260° (Caucasus map 266° TRUE), (Avionics set to MAG) Harpoon in BOL mode set by UFC to fly bearing 260° Than I switched avionics to TRUE and on HSI the line of Harpoon flightpath is correct ... 260° of TRUE, but after launch, the Harpoon will fly 254° TRUE. Thats radiculous! The missile should fly on type of bearing (MAG or TRUE) selected in avionics in time of bearing enterd in UFC. If MAG/TRUE changed in A/C HSI page after that, nothing should change - the bearing is already in memory of Harpoon INS. There is no command that should change it. track attached Harpoon_BOL_bearing_BUG.trk

Well, this document for Mi-8 describes in more detail everything I tried to explain above. Aerodynamics_Mi8.docx Особенностью работы НВ является инерционность его лопастей. Поэтому начало взмаха лопасти отстаёт от начала изменения угла установки на угол азимута приблизительно 90° −σк, где σк − характеристика регулятора взмаха. Это создаёт неудобство управления, так как не обеспечивается независимость каналов управления вертолетом. Конструкция системы продольно- поперечного управления вертолетом включает в себя так называемое опережение управления, назначение которого: -обеспечить полное соответствие наклона равнодействующей НВ Rн отклонению ручки циклического шага (РЦШ); -исключить взаимовлияние продольного и поперечного каналов управления, вызванное инерционностью лопастей. Опережение обеспечивается: смещением пальцев крепления тяг продольно-поперечного управления на 21° против вращения НВ (рис. 32), а также подбором характеристики регулятора взмаха (угла σ). TRANSLATED: A special feature of the main rotor operation is the inertia of its blades. Therefore, the beginning of blade sweep lags behind the beginning of attitude angle change by an azimuth angle of approximately 90° -σk, where σk is the characteristic of the sweep regulator. This creates inconvenience control, as it does not provide independence of helicopter control channels. The design of the system of longitudinal and transverse control of the helicopter includes the so-called control advance, the purpose of which: - provide a full correspondence of the slope of the equinoctial force of main rotor disc Rn to the deviation of the cyclic pitch stick; - exclude mutual influence of longitudinal and transverse control channels caused by blade inertia. The advance is provided by: shifting the longitudinal-transverse control linkage pins by 21° against main rotor rotation (Fig. 32), as well as by selecting the sweep regulator characteristic (angle σ). Fig. 32 Control advance mechanism

Drawing from which I measured the angle of pitch horns 36° (Tau) and falp stiffening angle 26° (Sigma) HOW THE ANGLE σ1 BETWEEN PITCH HORN AND HORIZONTAL (FLAPPING) HINDGE IS AFFECTING THE BLADE ANGLE ф : (ΔΨупр - is the offset angle of swash plate control = for Mi-8/24 it is the 21° ) Угол опережения изменения циклического шага лопасти определяется коэффициентом компенсатора взмаха лопасти (к), углом поводка лопасти σ11 и средним углом поворота (отставания) С0 лопасти относительно вертикального шарнира [6]: ΔΨупр =< σ11 - С0 - arctg(k) (1) Компенсатор взмаха в системе управления лопастями несущего винта (рис.29) - это особая кинематическая связь угла установки лопасти ф от угла взмаха лопасти β НВ при ее вращении в своей плоскости, обеспечивающая автоматическое уменьшение угла установки лопасти при взмахе вверх и увеличение его при опускании лопасти. Это нужно для регулирования и ограни чения взмаха лопасти в плоскости ее вращения. DeepL translation: The advance angle of the blade cyclic pitch change is determined by the blade sweep compensator coefficient (k), the blade leash angle σ11 and the average angle of rotation (lag) С0 of the blade relative to the vertical joint [6]: ΔΨупр =< σ11 - С0 - arctg(k) (1) The blade sweep compensator in the main rotor blade control system (Fig.29) is a special kinematic link between the blade setting angle ф and the blade sweep angle β HB during its rotation in its plane, which provides automatic reduction of the blade setting angle during upward sweep and its increase during blade descent. This is necessary to regulate and limit the blade sweep in the plane of rotation.

Better drawing, with Mi-8/24 offset angle of wash plate precceding control ΔΨупр = 21°.