RodBorza

Yes, way better. Much more controllable after light on wheels, hover and slow speed. Enviado de meu SM-A127M usando o Tapatalk

The TADS problem may be that you need to bind a HOCAS command to choose the Acquisition Source. It does not appeal as an option in the weapons Page. In order to George find a target, and sort them out, you need to point your visor to the general direction of the target. George does not search and find on his own, you need to tell him more or less where the targets are. Labels, or dota, help a lot in that regard. The last issue is bizarre. Never seen it. If you seat on the CP/G seat with George on, he automatically shuts off. You need to turn the AI on, so he'll drive the helo. But he has no control on search and engagement of targets from that point on. Enviado de meu SM-A127M usando o Tapatalk

I believe Ground Track solves that. It is show as Gtrack on the HSI. Enviado de meu SM-A127M usando o Tapatalk

Even in CDIP mode the system will enter Auto Mode, if you are not nose down enough. So, you have to press and hold it, until the TTL crosses the velocity vector and the bomb drops. Enviado de meu SM-A127M usando o Tapatalk

Enviado de meu SM-A127M usando o Tapatalk

It seems to be working after the update from June 8th. I flew with it a little bit and the Artificial Horizon seems to be working. Can someone confirm that? Enviado de meu SM-A127M usando o Tapatalk

It seems to be working properly after last update. I flew it a little bit and it corrected itself pretty quickly. Someone else can confirm that? Enviado de meu SM-A127M usando o Tapatalk

In order to fire rockets you need to 1) Select Rockets 2) Select delay type (Instant/Delay) 3) Rocket Release Control (single/auto) 4) turn the rocket dial to 1. Maybe you are forgetting this last step.

I was trying some things in the Mission Editor and here is what you could do: setting up a trigger for the tanker that as soon as its fuel level gets below some setting, it sends a message that is no longer available and it goes RTB. The trigger is on the attached mission 'AI Tanker Refuel Test' is called "S-3 No Fuel Warning." The other triggers are an attempt to make the F/A-18s refuel up to 60% only. The problem is that it only works for the lead in the flight, and the wingman either goes full tank or does not refuel at all. I believe the only way to make the AI refuel up to only a certain point is by the way of scripts, something that must be further investigated. Also attached is a mission by SUNSTAG which makes a Harrier AI refuel up to a certain point and then follow the S-3 tanker up to a certain waypoint. It works fine for a single unit, don't think it is possible to a group due to DCS ME limitations. AI Tanker Refuel Test.miz HARRIER AIrefuel.miz

Could you be mor specific? Didn't connect? Didn't communicate? Connected but no fuel transferred? Besides a bug, I can only think about the S3 fuel state. Maybe it didn't have anymore to transfer.

Try setting a S3 as follows: 0) Chosse S3 Tanker. Has to be the tanker, with the NATO symbol with a K inside it; 1) Launch it from the carrier; 2) At the desired waypoint set Advanced Waypoint Actions > Type Start Enroute Task> Action Tanker Add Perform Task > Orbit > Race TrackA Add another action > Set Option>RTB on Bingo fuel 3)Add another waypoint Add Waypoint Action > Perform Command . Swithc Waypoint > the last waypoint That's it. For the F/A-18s: 1) Put a waypoint close to the Tanker Race track Add Waypoint Action > Perform Task> Refueling I think it'll work this way . Tell me if it helped you out.

You can always go to Open Beta. All you need to do is Bound your Steam account to your Eagles Dynamics account. Look for YouiTube videos about it, is easy, and you will have all the advantages of the Open Beta without losing your modules bought through Steam.

You can simulate the physiological event on the Hornet, by turning off the in-game pressurization and the OBOGS system. In the cockpit, on the right hand side, there is a console with a switch that controls the cabin pressure. If you turn it to dump, you'll lose pressurization and the physiological effect will be simulated by a blurred vision. On the left side back, there is a console with the OBOGS system. If you turn the dial all the way down, you will get blacked out vision. Only way to recover is if you get at a very low altitude, like it would in real life. Problem is if you are in a mountainous region, that's a problem. If it is what happened to you, I'm glad you are alive.

"For reasons beyond ANYONE's control"... Was it the... UFOs?

LOL. Third passes are strictly forbidden...

I like his videos. One can learn a lot about the interaction between Pilot and WSO, and how they work together with wingmen and other flights. Very interesting stuff. And I'm amazed at the speed one can make a patch map, and release the radar to the pilot like it is no big deal.

A little bit off-topic, but in case someone doesn't know or haven't heard about: the 10 Percent True YouTube channel brings many interesting interviews, and the most prominent character in that is Starbaby, who was a F-15 WSO. He talks a lot about his time in the USAF, lots of anecdotes, but also shows some videos of attacks he participated in. Anyway, he talks a lot about the Pilot and WSO responsibilities. Other guy who talked a little about it recently is Max Afterburner. He is some kind of Garand Thumb of the sky, but he gives a glimpse of the division of tasks. But basically, the WSO is head down looking at the sensors, finding the target, creating a map for it, and once target designated, the WSO gives back the radar to the pilot, who nows sets it to air-to-air. The WSO now controls the pod, finds and refines the bombs impact point, and is heads down all the way till bomb impact. All the while the pilot is heads up, looking outside for any air to air or surface to air threats. Is is a fine example of two heads working better than one. And Starbaby's stories are very compelling, explaining how bombs miss, how to make bombs not miss, how they attack and re-attack, how they function as a flight (2, 4, 8 elements) and how they avoid ground fire. Enviado de meu SM-A127M usando o Tapatalk

Yep, just to reinforce our views: what we were discussing was not to throw shade at ED or criticize the current state of the Apache. Just nerding out behind the physics of it. Regarding the Huey, I was not trying to make a comparison. It was just an empirical experiment. My thought was: "since American helos do have counter-clockwise spinning rotors, would the same effect show up on the Huey as well?" Well it does, but it is much less pronounced. Which is very cool. Kudos to ED and Belsimtek for that.

Hello Brad, That's understood. I imagine you (and ED) guys work hard to address this issues. I've tested it on the Huey, and yes, it does roll to the left, but almost immediately compensates for it and keeps flying happily. Gotta love them Hueys! Anyway, I was just trying to understand the physics behind it, well...because helicopters are cool, ya know?

Interesting. Is this information publicly available? Can I find it online, not being something exclusive of the manufacturer? I still would like to see a video explaining it. It'll take your time and effort, not having too much video at the start, but could be left for those who are curious about how helos work.

You are welcome. No, I'm not a flight instructor. I'm an electrical engineer with great interest in aviation, and in aviation engineering in particular. I do have a post-graduate certificate in Aircraft Flight Safety and Airworthiness, however. But what I learned in my post graduate studies is that I don't know anything and must be always learning and relearning things. Interesting. I must confess that since watching Casmo's video I was very much bugged by this. I thought on giving an explanation in a comment to his video, but I was not quite sure what was going on. Now, it seems that we are getting somewhere. So I was not so far off. Regarding the controlled use of controls, yes, they must be done VERY gently. I made a series of tutorial videos on how to fly the Huey. They are on Brazilian Portuguese, so it may be hard to understand. Anyway, on the video below, at 6:05, I tell people to "Not be Tom Cruise". I mean, not yank at the controls like Tom Cruise does, because helicopters have very fine controls (as many real pilots state). I believe people are used to fast jets and when coming to helicopters are "tomcruising" the controls too much, causing strange issues. <

Well, I must confess that I've given much thought about it. Yes, the effect may be exaggerated due to some problems with the flight models and SCAS code, but I believe there is a reasonable explanation to this. I don't know if I am right or wrong, but it is a good nerdy exercise to think about these things. So, here we go. When travelling forward, a helicopter suffers dissymetry of lift. For U.S. helicopters where the rotor spins counter-clockwise, the advancing blade on the right side of the helicopter is faster than the retreating blade on the left side of the helicopter. This causes a dissymetry of lift, where the right side has more lift than the left side. This should make the helicopter roll to the left, but due to the gyroscopic effect, the force is felt 90 degrees later, so, the helicopter should pitch up instead. This dissymetry is compensated due to blade flapping, which is the freedom of movement of the blades up and down. The explanation for this is not that complicated, but takes a good amount of effort to explain it, so I recommend reading the FAA's Helicopter Flying Handbook, pages 2-19 to 2-23, where it is beautifully explained step by step. But in order to simplify things, blade flapping lets the blades angle of attack (AOA) to be naturally adjusted, leaving the advancing blade with less AOA, thus less lift, and the retreating blade with more AOA, thus more lift. This leads to the balancing of the lift on both sides of the helicopter disk, allowing the helicopter to fly in a controllable manner. What I think is happening when you push the cyclic violently forward is that for some seconds, due to blade inertia, blade flapping is nulled. If blade flapping or its effects are inexistent, the helicopter has more lift on the right side than on the left side. It would cause the helicopter to pitch up and to the left, similar to what would happen in a retreating blade stall situation. Also, there is the effect of the tail rotor. In a U.S. built helicopter, the tail rotor pushes the tail to the right, in order to compensate for the main rotor counter-clockwise spin. So, if for some reason the main rotor pulls up, the tail rotor would help cause a left roll in the helicopter. And, what is happening may be everything I said above or it is just a small, unforeseen error in the fly-by-wire system logic. Maybe it sees some situation it doesn't like and command a roll to the left in order to compensate for something not needing to be compensated. It has happened before in the real world, so must also happen in the virtual one. Well, that's my two cents on the issue. P.S.: I'm sorry. I didn't understand what you wrote in your first post. I thought you would like an explanation to the problem, but what you want is to make a video explaining it. Well, I would like very much to see a video explaining this phenomenon. P.S.2: I tested it out in the Huey, and at high speeds, around 130 kts, the Huey does roll to the left if you push the cyclic forward violently. But the effect is not that pronounced and the Huey compensates for this command very quickly.

Besides that, it is very important to note if you are using the drone as JTAC in the day or at night. In daylight DCS native JTAC works fine, at night they cant see nothing more than 300 meters away.

Thank you ED and NineLine. Now the ammo is much more effective, and more coherent with historical reports from pilots flying these machines. I've always heard that once the target was aligned, it would only take a second or two to shred an enemy fighter to pieces, being either a German or a Japanese one. Now it is much more close to it than before. And...if anyone complains that the ammo now is too OP...please don't listen! Thanks!

I don't recommend removing the springs from the joystick, unless you have some manner of maintaining it in position as walker450 did. I usually use the Default setting (or Instant Trim - FFB Friendly as it is called on the Apache). However, I'm getting used to the Central Position Trimmer mode, since it is more smooth on the controls when trimmimng the helo. Regarding the pedals, it is the opposite. I strongly recommend removing the springs, since it will help a lot when flying helicopters and warbirds. For modern jets, most of the time you just have to maintain them in the center position, only using them mostly for ground steering.