P3CFE

Oké, could you explain why it should be differend on the ground (no rotation of rotors), an during powered flight. Its a mechanical linckage from pedals to rotor system. I checked during powered (hover...no wind) flight again, and though the coning effect is correct, if you pause the sim and look at the AOA of the blades, they show the same reaction as on the ground....so opposite from wat it should. If you look at the dynamic coning effect when pushing rudder left and right it looks Oke. But if you look at the AOA just after you kick the rudder and paused you wil see that a lowered AOA wil give a coning up reaction....that cant be right.' The point here is .. (as HungaroJET said).. the animation of the blada angle change is reversed, on ground engines out and also during powered flight.

Hey Guys, Regarding the blade angle change of the upper and lower rotor with rudder deflection... If you are on the ground, engines off and kick the rudder to the left. What do you expect to see, and what do you see in DCS. I think HungaroJET has a point here.

Oké "AlphaOneSix", thanks. I thought the torque from the rotors was very very little because they are free rotating in autorotation, and the torque transfered from the rotor to the airframe is only caused by gearcase and bearings. But i forgot that there are also accessories driven by the gearcase, like generator, Oilpumps and Hydraulic pumps. Makes me wonder howmuch negative torque is generated by the rotor (s) during autorotation, and howmuch is noted by the pilot in real live. Is this effect really simulated in DCS ?? that would really supprise me !! :) Thanks again

Hello, Just to see if i got my facts straight. The Fuselage will turn into the opposite direction of the torque delivered to the rotors. So it will not turn if both rotors are driven with the same torque. If the Top rotor (driven to turn CW) gets more torque from the engine drive train than the lower (Higher pitch takes more torque to keep rpm from decaying), the fuselage wil turn CCW (yaw left). If the lower gets more torque from the engine drive train then the upper the fusalage wil turn right. If there is no torque to both rotors (like in autorotation) there can be no difference in torque, and so , no yaw effect from torque difference. The only way to control Yaw then, is the Rudder on the Ka50 , and so you must have forward speed. Prove me wrong if you think i'm Greetz

Answer for Flaps ??!! Come on now, Dev's must reply on this, so much unclarity about Flaps, that can't be..!! It Is a basic aircraft component and determines flight characteristics that must be known. With all respect, if you develop an aircraft as beautifull as this, to simulate the real thing, with all the detail !, questions like this must be answered, and unclarities cleared out ASAP. If there are no answers given, the value of simulation flight of specific aircrafts is much less. Whe don't want arcade and guessing, but facts and experiencing the real thing as realistic as possible. The questionable behavior of the Simulated Sabre must be corrected or explained, isn't that the whole purpose of creating this historical beauties. Dont get me wrong, I admire and respect the art of making this kind of simulators, I have no Idea of how this is done. (would really want to know by the way !!), but it seems to me that effects of Drag , lift, Moments, torque etc. is just filling in formula's with the correct numbers. Just my opinion, with the hope to get some real and solid answers. Greetz

Thanks Shahdoh, Brakes work great now, with full brakes the wheels tend to block but don't, so..max braking power possible. Almost to easy now, in comparance with real life, according to previous posts. feels a bit like cheating :) Thanks again !!

And..thank you ! :)

Sorry, while i know this reply was off topic, i'd like to react on this. Wind speed has nothing to do with the airspeed of the Blade during flight. The airspeed, indicated on the Airspeed Indicator (when flying fwd. with no sideslip) is the only Airflow-factor that effects the Rotorblades and anything else on the chopper. The movement of the column of Air, where you are flying in, over the ground (wind), is only affecting groundspeed and track. Just to get it straight. Greetz.

Found this read. http://mustanghighflight.com/warbirds/diamondback.html Structural G limits P51D +8 G -4 G Negative G for Max 10 seconds. Maybe you like :)...

I'm not shure how much G you are pulling, but the assumption that you get phisical warning before over g is not allways correct . It takes time for a human to pass out with over G. you could pull 21 G for a split second without passing out, but a long duration of 3 G can cause Gloc. The material overstress, on the other hand, is instantaneously. It would be great though, to get permanent deformation, like bended wings (with all its phisics), before they break....would really really be great. For wat it's worth greetz.

Sideslip to reduce speed An other common way to loose speed, specially on final Aproach for landing, is Sideslip. 1) Apply full rudder (turning the nose away from the wind to keep runway better in view). 2) Roll the aircraft opposite of rudder deflection (cross controlled), with enough roll to counteract the heading change because of rudderdeflection. Result;... Because of the airflow hitting the side of the Fuselage now, you create a lot of drag and because of that reduce youre speed. It is not that comfortable to the passengers though, they wil be all leaning to one side:thumbup: . But in a Mustang you are the only one.......so nobody is wining about it.

Thanks...that did help....logical....but not that easy to find out. thanks again.

question, What does the addition 'Bis' mean with mig 21 and mig 15. tried to look it up ...but that didn't work.:cry: Thanks

Great aircraft to Fly ...much to discover...realy great. One remark though... Was flying high AoA at 250 Km/Hr. Noticed that the AoA Vane was still aligned with the longtiudinal axis of fuselage. It should be aligned with the Airflow direction relative to the fusalage. Also with pitch movements that temporarily would effect AoA, the van is almost static. Hope this can be fixed to show of the aircraft and show how realistic everything is. on this plane is.:) Thanks

Great aircraft to Fly ...much to discover...realy great. One remark though... Was flying high AoA at 250 Km/Hr. Noticed that the AoA Vane was still aligned with the longtiudinal axis of fuselage. It should be aligned with the Airflow direction relative to the fusalage. Also with pitch movements that temporarily would effect AoA, the van is almost static. Hope this can be fixed to show of the aircraft and show how realistic everything is. on this plane is.:) Thanks

Was Flying high AoA (Formation with Apache Helo at 250 km/hr). Beautifull exterior view :) I noticed that de AoA vane was still in line with the fuselage longitudinal axis. IMO It should be deflected much more up (with the vane side). AoA Indicator was halfway the green zone and sometimes close to red. With pitch up and down movement (almost to a stall) there was almost no change in the vane angle, even at higher speeds. Is the movement of the AoA vane not animated ? If not... is it going to be ?..I hope so..:music_whistling: Or is it a bug? Thanks allready for your ideas

Followed this thread wit interest. Shows the quest for reality in simulators...specially DCS. The last answer from " Huggybear" made me think. Whe, as users want the realism so bad that we even want to experience things and situations that a real pilot wouldn't dare to try out in real live, or just does not meet during normal operations. Im my opinion the goal of a simulator is met, if whe as simmers, can experince what e real live pilot goes through and has to do during flight, including the emergency situations which are included in the pilot training in RL. So i Hope that most effort of the devs goes in to meeting the realism as is known from real live. Maybe it is to much to ask to simulate situations after random damage or after an aircraft is completely departed from normal flight envelope. But .just my thoughts..was just wondering !!

This helped me a lot, and made me hit the Friendly target (sorry about that:music_whistling:) much more. Thanks Yurgon !! I did set the lasing time at 20 sec. approached the ship from behind, placed the tgt pod spi about 300 ft behind the stern of the ship (in the water), pickled at 8000 ft and when the Lasing started placed the spi on the bow of the ship. The LGB 12 hit direct on the bow....Great:thumbup: this worked several times. The same sort procedure, flying in at the front of the ship always failed...the GBU did not see the Laser. Makes you wonder if this must be done in Real Life also .. thank you all for sharing youre thoughts in "how to Kill a friendly" :)

No Luck Tried the whole flight again, but this time very random results.:cry: Tried different spots to lase...but 1 out of 4 GBU's react on lasing, no matter what i do. Starting to suspect a bug. Maybe somebody want to try the mission...and see what is wrong. Thanks 1.ShowoffA10.miz

sunk the Ship Oke, guys...thanks for thinking with me. Checked al the items and posibillities you told me and could not find anything wrong. But ...i sunk the ship ...:thumbup: I first Lased the bridge area of the ship...though lasing, the GBU did not react. Then I discovered that lasing an other part of the ship (like the ships hangar) did make the GBU react (wiggle itself onto the taget). Is it possible that the reflection of the laser spot on a complex surface shape (like the bridge of the ship with all of its masts and antenna's) is defracted, so that the GBU does not see it clear enough ??. It seems reasonable, But ..is this really coded into the Game.:shocking:....if so....GREAT !!:worthy:

Was trying to hit ship with GBU 12. Did set Auto lasing to 15 sec. Had Point track with with target pod. Confirmed flasing L in Targetpod MFD. Bomb missed.:cry: Tried it several times and noticed with external weapon view, that the GBU 12 did not steer when lasing. It did not react at all and just followed a balistic track. Am i doing something wrong ?? Thanks for any input.

Okay, As for the Extreme High wind setting...i was just trying stuff out :book:. Thanks for the answer Boris, and I stand corrected for my mistake that the airspeed indicator starts at 0 Kts, You are right It starts at 50 Kts !! So the m/s to Kts calculation in DCS is right, (how could i ever doubted that :smilewink:). And as a reply on youre edit i can say that it does shows as indicated airspeed in the aircraft on the airspeed indicator (needle about halfway between 50 and 100 Kts ). CDU knows current wind (only during flight) by comparing groundspeed and Track with Aircraft heading and True Airspeed. When the aircraft is on the ground the CDU can not calculate wind. Greetz.

Wind in m/s are knots in sim ?? When i start a mission at the beginning of the rwy, with the wind exactly on the nose and the wind in mission editor set at 50 m/s . I get an Airspeed indication of just below 50 KTS ?? 50 m/s should give an Airpeed of 97 KTS.:huh: If this is a bug, I hope it will be fixed. I can imagine that this fault can induce all kind of errors in flight dynamics and weapon trajectory calculations. Anyone with the same opinion ??

Thanks for the effort guys, Was focused to much on VHF AM, and further more i dicoverd a hint of dyslectia on myself !! 151 is not the same as 251. The 251 should have gave my the clue of UHF usage. But i tried it out...en got almost a tank full at the first run, thanks to you both :) Cheers Cheers

Oke thanks allready, The John Refuel miz is mine, The AAR etc..is downloaded. Both don't work for communication with tanker. Hope you can help. 1.John Refuel.miz AAR_Refueling_practice.miz