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Nice vid indeed. You'll usually feel the rumble of the turbulent air coming off the wing impacting the horizontal stab. Then you have the feel of the controls going all mushy on you. The buffet would be right after the point where the instructor says, and I quote, "Get ready for a buffet". :thumbup: It's not something you'll see in a vid, unless the camera mount is shaky. Also of interest is the fact that he stalled out closing on the top of the loop, caught by the instructor in approximately 90 degrees of roll - and he wasn't flying when it happened. Interesting how he has the tail off the ground in about five or six seconds, after only 200 m of ground roll - with very little swing. I doubt it's at 61"/3000 either. That's not something that's doable with 100% consistency in DCS at the moment. If he couldn't do it 100% of the time, we wouldn't see him doing it at all in such a rare aircraft. (You also see plenty of people doing formation takeoffs in vintage Mustangs on Youtube. Not something they'd do if directional control was much of a challenge.) The wheel landing is certainly not easy to replicate in DCS at the moment either.

Tom, just wanted to let you know that I immensely appreciate your input in these forums! Cc on the snap rolls - now I remember reading that. Different manual - I grabbed the one closest at the time which was the F-51 one. Thanks for pointing that bit out. Sorry to hear about the plane. Doesn't look too badly damaged though? Do you know what happened? Emergency off-field landing I take it, as it doesn't look much like a runway? I also found this interesting PIREP on flying mainly the SNJ and the Mustang. In your blog, you point out the importance of aileron into the wind. Try that in DCS: P-51D, even in a 70 mph true crosswind gale, and you'll find yourself lifting the downwind wheel pretty soon and very abruptly - to the point of losing control (admittedly, I still have to put in some work there, it may be possible to get used to). Ailerons neutral works though. Anyone say beta? :) Cheers, Fred

Rudder hinge moments are on the list of unfinished work. That's the fancy name for control forces increasing at high speed. I'm hoping this means we will see rudder effectiveness decrease significantly with speed in future releases. Right now, you can put everything on the stops at all speeds. Not even the strongest among us could do that in the real thing. :)

Rather benign, if you ask me. I've flown worse. There's a stall speed table as well. Flaps down, gear down, light (8000 lbm) stall speed is stated at 87 mph. Add a thousand lbm for 94 mph. Sim stall speeds seem plausible to me, without double checking for exact weights. Nothing about snap rolls per se, but they very specifically warn about the characteristics in a power-on spin, which probably is good to take to heart before attempting snap rolls. After all, a snap roll is effectively a spin entry. Ooooh, this is a good one as well, while we're at it: Sound anything like the squirrely beast of present? Didn't think so. But, it's beta and the control surface hinge moments are right in there in the list of WIP. :)

Corner speed, for max instantaneous turn rate, is usually at manoeuvring speed, Va. Below that, you will see the stall before exceeding the design loads of the aircraft. Above that, you may bend metal or pop rivets before stalling the wing.

In the industry, if you talk about 'stall speed' without further qualification it is implicitly understood that it's the 1G stall speed. If we are to erase all simplifications and cover all the details, a single constant critical angle of attack is also a simplification. :)

Thank you!

Not in the least, as that is the Way Things Are. You appear to argue that a crosswind is a special case? Rest assured it is not - completely insignificant until you try to adjust your trajectory to match that of the unmoving ground, at which point wind does become a factor to contend with. Before that, a steady wind is merely a navigational concern. We know that GS is in there somewhere, as we see it directly represented in the movement of the aircraft. Other than that, the implementation is all up to disguession, even though observation can give us a pretty good idea of what must be in there. Cheers, Fred

S'just TLAs and ETLAs. ;) Attitude Indicator, artificial horizon, horizon gyro... "flight indicator" is a new one to me.

And the AI alignment issue... ?

Only that unless your aircraft is tethered to the ground like a kite, your engine will still have to provide the power to oppose the drag, even when your ground speed is zero. As previously stated, no aerodynamic effect from the wind. :)

Naw, dunno why that one is so hard to track down. Seemed to be a wee bit more complex than one would have thought at first look though, with different errors all over the place rather than a single systematic error. I think they have a mag var matrix in the code somewhere which can either give you incredibly detailed map variation fitted to all the available data points and the earth magnetic model of choice, or very intricate and hard to track down errors. :D DDSSTT is right though - the magnetic headings (still) do not match the real world. The runway at Batumi is at 110 rather than 126. Ooops! No deviation chart or table in the manual as far as I can find either?

@GripenNG: I'd describe it as the aircraft (and the wing, hopefully) travelling at the same airspeed as it would had there been no wind, just 20 knots slower across the ground. But you've got the gist of it - wind has no effect on stall speed, nor will manoeuvring your aircraft in wind have any effect on your flying, as far as aerodynamics go. Only changing wind speeds/directions (e g gusts) will affect you aerodynamically. Gillar nicket. ;)

@DDSSTT: Hmmm... could be that the variation is still not accounted for the way it should. Gonna have a gander at that eventually.

Aaaah, the much dreaded and oft discussed non-significant downwind turn is rearing its ugly head again! But if I am taking off from a conveyor belt, with an aircraft full of chicken, and as I turn downwind all the chicken take flight inside the cabin... ? Will it then be Bernoulli of Newton causing the lift? :sly:

Gyro spinup time was my first thought as well. Turns out this is not the case. Even after two minutes of high-power engine runup, with the suction well in the top range of the green, the effect persists. Ditto after a circuit, where the gyro should have had plenty of time to get up to speed. I think I have it nailed down though. On startup, the gyro aligns itself with the XY (horizontal) plane of the aircraft, rather than the true horizontal plane as it probably should. This results in the AI indicating the ground attitude as a bank angle as you turn 90 degrees to the either side, and as negative pitch if you turn 180 degrees around. In other words, the effect is due to gyro axis alignment in combination with heading changes rather than accelerations/yaw rates. Any devs or testers listening? This one in the tracker already? I somehow don't think they'd design the gyro to align itself with the airframe... OTOH, you never know! (BTW, this effect becomes very easy to perceive as I'm doing the merry-go-around thing on the runway after landing in the attached track.) Cheers, Fred Gyro spin.trk

Lubey, got a track? I'm not seeing anything of the kind. Is it off in pitch, bank or both for you?

Have you noticed the knob underneath the directional gyro, used to adjust it so it will match the magnetic remote compass? ;) (Yes, this is what most small-plane pilots do all the time in real life.)

For those with sticky toe brakes there's hope. Check this thread: http://forums.eagle.ru/showpost.php?p=1398682&postcount=27

If you post a track, some kind soul might be able to take control and verify that it does the same on his/her system. Just a thought. :)

Enemy air defences deny use of the airspace to your side. If you need that airspace and cannot do without using it, then what you are saying is true. If you can work around using that airspace, the above does not apply and you are probably often better off just leaving them alone, unless working around them is too taxing on your resources.

In real life, you can (and should, if not 100% certain) always ask for repeat of any and all statements given. Adding a semi-detailed "say again" feature would enhance realism. "1. Say again coordinates 2. Say again remarks 3. Say again threats." Oh... and then a modifier, which everyone loves: "4. Words twice." Means means you you say say every every word word twice twice, to to mitigate mitigate poor poor readability readability. ;) Cheers, Fred

Buy the book instead of relying on a crappy downloaded OCR version and all shall become clear. Paying for Shaw's work is well worth it, and will avoid both confusion and embarassment.

Is dispersion modelled? I seem to be able to completely miss ground targets with great precision - but that may just be me. :)