RedBjorn

Oh hey look, it's the track recording gatekeepers. You're like the mall cops of DCS. Also, I had the same problem with Petrovich.

Just wanted to chime in.... First, thanks for fixing this. Much appreciated. To the folks that acted like there wasn't an issue, were jerks, etc., welp... Guess you were wrong, eh? c:\gloat.exe

Yup. This is why I don’t come onto the forums. Potato described it clearly. I’m out. I won’t argue.

Yaw harder, back and forth, while Petrovich is locked onto anything (the ground is fine). Hit the limits. Bam. Now your site is permanently locked to a new center point, that isn’t the front of the aircraft. It’s changing the null/neutral position. Super easy to reproduce.

It seems it’s causing a new center, which kicks it 30 degrees offset. Petrovich isn’t automatically closing the shutters on that yaw axis either. It’s certainly possible this could be intended, but the effect is *very* poor, and doesn’t give player feedback in a way that makes it look like an intentional simulation.

If this is intended, I’ll be shocked. It is physically impossible to see your pylons.

No.

I sat down and ran this test multiple times, and can almost reproduce it on command. I had to try it more than once, the first few times, but now can reproduce it with ease. I couldn’t find a way to fix it.

Damn bro, you must have a strong back. That’s a lot of heavy lifting on behalf of ED. I’ll need a track of your lifting please.

Probably related to this:

If you load a mission with the rear gunner, he is available to command like normal. If you add him to the helicoptor from re-arm, he does not show up in the sub menu and only the left hand gunner is available. If he's on the helo from mission start, removed, then re-added, he again is not available.

Ditto. I can do this as well. Once done, it cannot seem to be undone (although I haven't tried a repair on the vehicle). I can quite literally see behind the helicopter, pushing past 90 degrees off to the right and seeing the pylons (this is NOT mechanically possible). I was able to reproduce it using the methods described above. It might be hard to explain, but essentially this means once it's been done, you can now ONLY target things directly forward or off to the right. In reproducing this, I was simply yawing and letting Petrovich hit maneuver limit.

One of the issues that the Mustang always seemed to have throughout development was torque rolling in a landing configuration (flaps down, gear down, roughly 25 inches MP, high 3,000 RPM). It was infact so bad, along with yaw issues, that the designers added a dorsal fin as early as the B/C models as the aircraft (designed to combat this somewhat, and reduce adverse yaw), during a quick application of power, could roll over onto the cockpit and kill the pilot. There’s a crash not long ago that did exactly that, killing said pilot and damaging another Mustang, even with the aforementioned installation of the fin. Try it sometime. Go up to altitude, setup yourself in a landing configuration and speed, and throttle up as if you were going around. It waffles, and the torque movement should be more significant, and require far more pilot awareness, and rudder and aileron input. This is a very dangerous condition, and many pilots have been trained to apply the power far more smoothly and anticipate this movement in the case of a go-around. This is exacerbated with fuel in the aft tank or with lots of fuel in the wings, and a partial reason why most Mustangs today have the aft tank removed. Now, I’ve worked with a LOT of companies such as A2A Simulations for years in the past, have hours of archived cockpit footage in these birds, and have extensive experience with the Mustang, writing technical manuals, and even working with multiple pilots such as Dudley Henriques and Vlado Lenoch (RIP). Frankly, I’ve come two two conclusions. First, things such as p-factor are severely underwhelming, not particularly dynamic, and it’s most apparent at low speeds with the onset of high power at low speeds, and second, ground handling is not particularly good - so bad in fact that I nearly didn’t play DCS initially due to poor ground physics. I would like to see these topics revisited. Further, having conversed about the 190, and studying the rear wheel schematics, I fully support what Potato is saying here. That wheel, as far as I can tell, will right itself with little to no input from the pilot after a small rollout. Edit: The control locking of the 190 during a torque roll also seems incorrect to my intuition. During this maneuver, I’d expect “some” control with aileron, but as is, it’s like you’re completely locked out and the aircraft spins like a top. If true, this is the kind of thing you’d see in pilot reports of the aircraft. I’m not aware of any such reports. Edit 2: To clarify, in my initial observation I’m not strictly discussing p-factor. I am just using the Mustang as an example that the effects of propellor driven aircraft with this kind of power don’t seem particularly dynamic and should be revisited.