Xupicor

That's on startup for me, didn't check shut down.

Both engines, in-cockpit with the canopy open, last time I checked was a few days ago. Haven't checked with canopy closed.

I've got 19 rotary encoders here, but the one knob that's most closely placed to where the F-5 depression knob is in the pit is an analog axis. I know I can just bind any one of the rotaries I have. I'd like to see the axis work properly, though.

In a module where iron bombing is so reliant on the depression tables you would think a reticle depression knob would be important to get right. However, unfortunately, the binding for an axis for sight depression is not working as you would expect it to. You have to keep the knob centered for the in-cockpit knob to keep a fixed value. Any deflection on the physical knob and you get a constant movement of the in-cockpit knob, the speed depending on the amount of deflection from the center point. Surely this isn't right... Can we get a properly working absolute value sight depression knob?

Yeah, there's definitely quite a delay between the trigger pull and firing the minigun. I'd guess it's because it needs to start rotating at a set speed first before it starts firing?

So... I tried to get it to do that strange oscillation thing I described before (sadly, I haven't saved a track and the hidden temporary one was already overwritten) but couldn't do it today. But I also trimmed the rpm to above 100%, and I'm pretty sure the time it happened it was shy below that (not by much though). Not sure if it would have anything to do with that. I'll try to catch it to post it when it happens next time, in the meantime though, here's a short vid of manhandling it:

I'll give it a try after work.

I gave it another try, this time around I kept the axis display on. It was much smoother today, I'm not sure if anything changed -- I played on the same instant action mission as well as on Normandy 2, and the roll axis was behaving a lot better, the display showed smooth deflections and I didn't feel any kind of random laggy behavior from yesterday that CommandT was describing. Yes, I do counter the roll moment, the thing is, yesterday if I would do a momentary push and release to left or right - most of the time it would be a momentary change. Some of the time it would deflect, get stuck deflected (at least it felt like that), push me a lot more than I'd ever want and then force me to make a big counter. Again, I didn't see this behavior today... So not sure what's going on there. I know, not very useful feedback, that one. I tested the ground effect some more and maybe I was too hasty yesterday. I kept it at a low descend again and it finally did settle into hover, even if only a couple feet over the ground. I guess I wasn't careful enough yesterday. So that seems OK. So today I kept a deliberately light touch, didn't try whipping it around or anything, no j-hooks, no big turns, no power slides. I just took a very gentle approach and I could fly around rather OK. Touch and goes, gentle turns, I took a sight seeing flight over London, it wasn't bad. It feels very touchy but not impossible to fly at all (zero curves here on a Rhino). The thing is, after maybe ten minutes of having this pretty cool experience I was in a coordinated turn, rather gentle, and pulled on the collective just a smidge -- and the helicopter went wild. It felt like it was swinging on a pendulum kicked by a pissed off cow -- it would wildly oscillate in both roll and pitch axis. I deliberately kept the cyclic steady to see what would happen - it just oscillated as if it was getting wide uncommanded inputs (PIO kind of style) until it crashed. No inputs were visible on the axis display though. So I'm not sure what's going on with that... RPM was at 98% or close to 100% at the moment of collective adjustment that started it off. The model looks very nice, weapons work, it flies, but... I'll probably give it more time. Commendable attempt though. Can't imagine making your own flight model for a helicopter. Right on.

I also get very inconsistent, chaotic roll behaviour. Moreover, is there ground effect implemented in the flight model? Seems like I can have a very low descend speed, 100-50fpm, and it just hits the ground. I would think at that speed out of ground effect it would gently settle into hover when in ground effect. And yes, the throttle axis binding doesn't seem to work. Buttons work, though.

I can take off just fine and it while a bit touchy it flies ok, BUT I also observed that "stickiness" of the roll response. It feels like sometimes the helicopter doesn't quite respond to the inputs given, like as if the cyclic stays deflected on the roll axis for half a second or more, but not at all times, which can make for a chaotic ride and makes any kind of precision flying quite hard. Taking off, though, is OK, no issues there.

Just allow for multiple bindings. A binding pressing the button with cover snapping back automatically on release (already there), a binding that ONLY presses the button without touching the cover (not there), a binding that lets me put the springloaded latch in open position when it's held and doesn't just close on itself, a binding that lets me open the springloaded latch and closes it itself (already there). Binding to get flaps lever in up position, and not just "move it up" from whatever position it has now. I have three position switches, let me use them properly! Those little things can get really annoying and are taking away from otherwise great experience. They force us to dig in the belly of DCS just to get custom bindings for ourselves, which is not even always possible. These things are sadly still not there.

Unfortunately that one doesn't work for FC3 airplanes. Need to bound the other R1 PTT for them. Hope VoiceChat gets some worked done on in the future, especially debugging it. We're switching back to SRS because not one session in the last couple of weeks had VoiceChat work flawlessly for everybody.

We haven't had a session in weeks where at least one player wouldn't have difficulties either hearing or transmitting to other players, and that's with five to ten people. VC is so unreliable lately that we're probably going to switch back to SRS.

Why is the analog airspeed indicator showing CAS? Is that some quirk of the version of A-10A we have in DCS, a quirk of the FC3 systems modeling or just something that slipped under the radar all those years ago? So, we flew A-10C and the A-10A side by side yesterday and found that our airspeed indicators differ in what they show us a bit. It led me to manual hunting and from what I found, long story short: - DCS A-10A has both analog gauge and HUD showing CAS (as per DCS A-10A manual), - DCS A-10C has analog gauge showing IAS, HUD showing IAS by default but there's an ability to change the HUD display to CAS (as per DCS A-10C manual) In case of A-10A it might not be entirely correct, not as is. A real life A-10A manual I'm looking at references two different versions with different HUD, where one is showing IAS ([61], earlier version) and the other... Well, it's more complicated with the latter one, but that's the one that looks more like our DCS A-10A is using (that's referenced as [62]). Now, most if not all illustrations and written procedures (both normal and emergency) that are in the manual are referencing speeds in IAS (until you come to math exercises where the topic of IAS, CAS, TAS and GS is handled), so it would be reasonable (to me) to have IAS display somewhere in the airplane, and a reliable, primary one. HUD was, according to the manual, not supposed to be relied upon completely -- quoting the manual: "WARNING • The HUD is not a primary flight instrument and should not be used as a substitute for the airspeed indicator and altimeter for takeoff and landing". I would think that the primary airspeed indicator would be the analog airspeed gauge like it is in A-10C, and the following is why I think so. From the A-10A manual: Again, [61] here references the version with the earlier HUD which has airspeed tape with IAS speeds (look below). [62] references the latter version with the CADC and the HUD looking closer to our DCS A-10A. In [61] the HUD mode selector switch in FLT provides... In [62], the version that interests us more, the mode selector switch is a little different. Instead of FLT setting there's a NAV setting, which is... Then, also in [62] we have a "function selector switch" which features a TAPE option. To quote the manual yet again, with TAPE: Now, this can be interpreted in a number of ways, but I'd lean on the interpretation that the default numeric display is IAS and the optional tape gives you CAS. A bit later on you can find that the optional tape (as if there were doubts) is CAS for sure, and the deliberate looking omission of any qualifiers like "calibrated" from other mentions of airspeed seem to be indicative that either IAS is meant or the distinction isn't relevant to the context of a sentence in question. In context of describing airspeed indicators, be it HUD or analog gauges, this distinction would be very much relevant, so it's just a little bit strange they didn't clarify it more. So in progress of making this post I've become less and less convinced that the HUD in DCS A-10A should show CAS, by default anyway, but it's not entirely clear. SME opinion would be nice to have. In my interpretation: - in [62] it very well could be IAS in the numeric view (as it's not ever mentioned that it's CAS) and it should be CAS for sure with the optional TAPE switched on, as that's what they outright say it is in that mode. We don't seem to have a function selector available to switch the TAPE on, though. - as for the earlier HUD in [61] it should be IAS as per what's written, but that doesn't seem to be the one we're flying, so this is just an aside. Adding to the evidence, though, that IAS on the HUD is not out of ordinary for A-10As. - lastly, and most importantly to the topic, I did not find and indication that the primary airspeed indicator, the analog gauge, is showing anything else than IAS in either A-10A [61], A-10A [62] or A-10C, since it's described as getting static pressure and impact pressure from the pitot tube and isn't described in the manual as being corrected in any way to display a calibrated air speed. Furthermore, in "CAUTION LIGHT ANALYSIS" section you will read that when CADC caution light is on, indicating CADC failure, your corrective action should be to "Monitor pitot-static airspeed indicator and select STBY or PNEU on altimeter. Deselect mode C on IFF." (3-43) It very much looks like the primary airspeed indicator should be purely IAS, and not CAS as is at the moment. I like the new textures on the FC3 aircraft and that work will surely bring more people to fly them if only because of the nostalgic value for the aircraft in it or the time spent in the oldie goldie times of Lock On. It would be nice if some kind of work was put into reviewing the systems modeling in these aircraft as well, at some point. With the amount of work ahead of ED I'm not going to fool myself into thinking that this post will trigger an immediate action, or one being realized this decade, but hey, you have to start somewhere. If you, dear reader, have made it this far, you deserve a heartfelt thanks. Enjoy your Sunday, folks. :)

What stick are you using? On VPForce Rhino or DIY base that uses the VPForce kit, just run TelemFFB alongside (https://github.com/walmis/VPforce-TelemFFB/blob/wip/README.md) -- it's almost a given that the airframe of your choice will have a guns effect on the stick, and if not -- you will be able to add one.

A lot of firsts in this one. First actual attempt at AAR in A4. First actual attempt at making a DCS video out of it (though raw footage of the AAR is on the channel as well).

I realize it's a bit late, but if you haven't yet -- look up https://github.com/Quaggles/dcs-input-command-injector + https://github.com/Munkwolf/dcs-community-keybinds There's a bunch of custom bindings of this kind and with a little know how you can add your own as well.

That's awfully fast for a Huey. Comfortable cruising speed is somewhere around 90 kts, usually speeds above 115-125 kts are literally off the charts (on performance charts for UH-1H), 140-150 kts is in some serious overspeed territory, I'd say. Turning with those speeds alone will give you trouble if it's not smooth. As you know, jerking the cyclic even with much lower speeds is not a good idea. 1. We can ignore the very chaotic hover but you shouldn't. Start with smooth take off into hover. Slowly raise collective, at some point you'll be light on your skids - stop there and find a good stick and pedals position where the helicopter doesn't move, then slowly raise collective and correct as needed. This will teach you to do smaller corrections, smaller movements. It's a foundational thing, learn to fly a smooth stable hover, fly around slowly in ground effect, maybe 10 feet over the ground. You're moving the cyclic forward and aft A LOT, looks like large overcorrections, basically the helicopter is doing whatever it wants and you're behind the curve trying to react -- you need to be in control, you need to smooth it out and then with practice you'll be able to predict what the helicopter is going to do with a given input. For the moment just start with stable hover and slow taxing around to where you want to take it. 2. Just before you mast bump you enter a turn at quite a bank angle and what causes the mast bump directly is your momentary movement of the cyclic forward - you enter into negative G territory which is not something you want. If you have to enter in such a high bank angle turn then don't try to leave it early by pushing the stick forward. Take the turn into completion, the moment you enter such a turn you have to smooth your controls out. Keep the back pressure through and slowly bank out of the turn back into level flight. Any abrupt forward cyclic movement risks instant mast bumping in that situation. Let me quote the UH-1H Operator's Manual: Now just think how many times you break those in that clip. I'm not saying you can't break the rules, but if you turn 60-90 degrees bank, pull hard on the cyclic and then release it a bit -- you're at a very high risk of immediate mast bump. That's basically going a) b) c) on that list. : ) That's why I recommended above to focus on hover and taxi to smooth over your controls first. For a slick, this is more or less the controls for hover. If you set them close to this before you pull on the collective you should be less likely to veer off in any direction. Your situation will of course be different every time, but it's roughly "a bit" aft and left.

@Flappie took a while but I just did an extended test with a human copilot. Switch changes and needle positions, not to mention the fact the engine started and rotors were turning, was correctly called out by my copilot. Looks like the sync was proper, basically instant. We didn't find any problems. Might test again from the copilot position, but as far as the problems that popped out pre-Christmas period, those are fixed! We can now do a proper cold start, fly around and land without issues. Fingers crossed it stays that way. Nice job, devs!

Are you sure you actually turned it on? - Radar Altimeter Power Switch: On (that's on the dome in the back, a lonely switch, needs to be ticked back towards the cargo cabin) - Set low limit with the knob on the side of the gauge I had no issue turning it on just now.

It's also about the setup a bit too, having an extension or a long throw base like the Rhino helps a lot. In opposition to what @ebabil said, uh... many years ago, you can take off smoothly and without the helicopter acting like a "stallion". No matter the setup though, it takes practice. I'd guess ebabil is flying it a lot smoother nowadays than when he started too.

Yes, I'm using Quaggle's input injector mod as well now. You can copy/create whatever bindings from the game's lua to a custom lua file in Saved Games and set up custom controls that don't get wiped with an update - you just reapply the mod and it loads in your custom bindings. Still need to know a bit about bindings and lua, but it works great.

Wouldn't it make sense to set tail fuse as "plugged" by default then? Is there a detailed explanation about what those fuse options mean and do? I can't find anything about bombing in the Spitfire manual at all.

I'll try it out over the holiday period. I'm optimistic after that above report, though.

I don't get that behavior at all. Are you sure you don't have a spurious axis on aileron or rudder that's interfering? With 100km/h I can't imagine you're talking about anything else but a take-off roll -- if anything, there's a tendency to aileron roll left if you pull on the stick instead of letting it rotate on its own. Can you upload a track?