RodBorza

Besides the double binds and curve sensitivity settings, the trim over sensitivity is a very well know problem. You can try this mod, found here. I've tried, and had success on trimming all my war birds straight and level. Also, remember that torque plays an important part on all of it. If you change prop settings, you have to trim; if you change manifold pressure; you have to trim; if you turn...you got the idea. Heck, you even have to trim from time to time because the aircraft gets lighter as it burns fuel. But with the aforementioned mod you can trim the war birds more easily. I even went further and changed the rate of change of the aircraft propeller, now I can se the rpm whatever I want without it jumping like crazy.

Ahh...ok! British wartime engineering strikes again! Thanks again. Indeed, not an easy, intuitive system.

Or so I think they don't... When setting the fuel to 100% on the Mission Editor, the tanks are filled, except tank number 12, the right center tank. Is it, or the fuel indicator is wrong. However I believe that the tank itself is not filling up because the aircraft becomes VERY unstable to take-off, and after the take off sometimes it tends strongly to lower the left wing. Anyway, attached are the mission file and the track for you to check-it out. Mossies in Cyprus.miz Mossies in Cyprus.trk

Happy Birthday Wags!

It has both LOAL and LOBL capacity. LOBL is the easy one. You keep target lock all the way, since detection, launch, and terminal guidance. Similar to launching a Sparrow missile. You need guidance all the way. In LOAL, you can pop-up, sweep the targets, go back in to hiding, ripple the missiles. But the missile does not guide itself on the terminal phase. At least, as far as I know. You need to pop-up again, lock the target, and give it terminal guidance. The pilots receive a counter when releasing weapons, so when it is 10 seconds to impact, the pilot must pop-up, and illuminate the target. The missile seeker sees this radar return and locks into it. Of course, the missile is not dumb. When released, the Fire Computer gives the missile the general area where the target is located, so the missile knows what kind of loft trajectory it must make in order to hit the target. It is said that if the helicopter radar lock is lost, the missile switches to its own internal radar and guides to the target. I really don't know about this, as far as I knew about Hellfire missiles, they needed the terminal guidance illumination in order to fine tune the target location (i.e., in case the target has moved) and to activate the fuse. The Longbow system is a very advanced system that most people take for granted. It is very complex, lots of heavy mathematics involved (the kind you go through school thinking it is boring and unimportant until you discover that most military systems make a heavy use of them). And that millimeter wave radar is a thing of beauty. Autonomous cars use millimeters wave radars for obstacle avoidance, since this kind of radar has great resolution. But they don't have much range, since atmospheric attenuation of signal is heavy at these radar bands. How do they implement a high resolution radar over great distances and bad weather must be a very well kept secret.

A relaxing flight over the Mariana Islands...

Yes, you might be. When coming to land, instead of cutting power on final, keep the engines running. Use pitch to control speed and throttle to control rate of descent. You can/must do this to all allied warbirds. They tend to lose speed, thus lift very fast. The Mossie is very stable at landing speeds, which are around 110 - 120 mph. You can come down at 130 mph, then at final, lift the nose to slow down to 120 and then touchdown at 110 mph. It takes some practice but works well, for the Mossie, Spitfire, P-51 and P-47. But remember, don't cut the engine, keep it with a little bit of throttle until you touchdown, to arrest your descent rate.

I liked the new engine sound. It seems closer to the real thing. It seems smoother.

TGP point track will track the target prior to launch and the Mav seeker will follow. Once launched, it will keep following the target all the way to impact. TV and IR Mavs are guided by contrast, so a (relatively slow) moving target over a field or a road should not present a problem to the missile seeker. Most of the situations are similar to these, so you should not have any problem doing that. Regarding the cluttered tanks... well, it can happen. Let's analyse two different situations: a typical, standard DCS convoy moving along a road. They are fairly spaced, so if you launch two Mavericks, they will follow their respective targets and will hit (that's the beauty of Mavs, they are that reliable). The second situation would be if the same convoy, once attacked, spreads to both sides of the road. Sometimes, one vehicle can be very close to another, and they randomly move once they are attacked. It can happen that mid flight of the Maverick, the target that is locked pass behind a building or another tank. Then, the Maverick would get confused and either lock to another vehicle close by the original target, or lose track entirely. But it is a very rare occurrence. Here's a video, from another life, a looong time ago where I demonstrated a Mav attack on a moving target:

Hello all, I know we have the option for Simple Communication and realistic Communication on the radios. What I wish we had in the Mosquito is a realistic modeling of the T1154/R1155 radio set. It is already very well modeled as the way it is, now in Early Access, but we, nerds like myself, would like to have a complete modeling of the radios. The real operation of the radio set can be seen in the following document, starting on paragraph 126: http://www.vmarsmanuals.co.uk/archive/1257_AP2548_T1154.pdf It is a very complex operation, even to start the set, so an option for realistic, for nerds, and simplified, for those who just want to get in and fly, would be nice.

Yep, it is a great video. Learned a lot from it.

Easy on theory, hard to do in practice. But it can work. In your example, the target would be 270 degress of beacon 01 and 180 degress of beacon 2, right? So the antenna should be turned 90 degress relative to the nose of the aircraft. Could work. Heck, you could even make this more complicated, with the target being, let's say, 330 of beacon 1 and 240 of beacon 2. With the same 90 degress antenna position. Navigation has to be very precise though. As the use with the aerial; the position of the antenna should be pre-briefed beacuse doing this calculations on the fly can get complicated very fast. Would be easier in multiplayer, when you have one flying and other player monitoring the radios.

After much testing and fiddling around with .LUA files, I got to this conclusion: The Remote Indicator Compass only works as it should if you are perfectly straight and level. From what I've read, you use the gyro compass for navigation most of the time. Even if drifts. On the ground, you rev up the engine, set the right heading and disregard the Remote Indicator Compass. It does not work well on the ground because the aircraft is inclined, thus the equipment is not at its optimal position. Once you are in the air, trim the aircraft straight and level. If you are having trouble trimming the warbirds, check this post: Once trimmed and in level flight, you can use the Remote Indicator Compass to check/calibrate the Gyro Compass (every 15 minutes or so). The Remote Indicator Compass won't work fine while banking or making turns. I tested it in the P-51 and it works fine. On the Mosquito I still get the 20+ degrees of error. Don't know why. Modern aircraft like F-5 and the Huey which have the Remote Compass do not have this problem because they are sitting more or less level with the ground while on the ground. Also, as being more modern, DCS lua files uses a error factor (K_deviation) of 0.9 instead of 0.74627 as it is used in warbirds. If you want to check it out the files are located on: P-51D [Your Drive]:\Eagle Dynamics\DCS World OpenBeta\Mods\aircraft\P-51D\Cockpit\Scripts\RemoteCompass_AN5730 UH-1H [Your Drive}:\Eagle Dynamics\DCS World OpenBeta\Mods\aircraft\Uh-1H\Cockpit\Scripts\RemoteCompassTransmitter

Hey Nealius, I'm following various of your posts, and I am noticing the same problem. The directional gyros need to be set with the engine revved, to ensure proper suction (as you did with the German plane) Pure magnetic compasses, on P-51, P-47, Spitfire and Mosquito work as they should, showing proper declination (6 degrees in case of the Caucasus) The Remote Indicator Compasses on P-51 and Mosquito are broken, for whatever reason, I find the same 20 degrees of error between them and the pure magnetic compasses.

@Mikke_EAF331the solution shown is for using buttons as trim. But if you use analog axis, it is a way better solution than using buttons. With axis you can fine tune the trim very well.

I believe it is possible, but I still have to test it in multiplayer. Also, I think they used this for bombing raids, with one aircraft acting as a Pathfinder unit and the others following its signal.

Same problem as the others. For me it is a very sensitive REACTION to movement. One click and sends her going up or down in a very high pitch rate. I use an old CH Products FighterStick USB with 36 curves and Y saturation in 53.

Take a look at this: Yep, I was having the same problem with the overly sensitive trim.

Wow! Cool, man! I didn't know it was possible with existing ILS frequencies. I'll try that out. No glideslope information, only localizer iformation. I believe that they would have an NDB station on the heading of the runaway at some pre determined distance, like it is on Caucausus. Most NDBs are 1 nm and 0.5 nm from the runway threshold. Then it is a matter of coming at the right altitude (that would be 300 feet AGL at 1 nm, when you cross over the first NDB). Then you would control your descent manually, as it is done in GA aircraft. "also the beam approach is something totally different, right?" Yep, an independent system. "my question is, why would you fiddle with turnin the antenna instead of juat using the needles?" Well, that's a great question. I believe that there are two different situations: Known and Unknown navigation. Or Pre-Briefed and On the fly, name it as you may. For the first case you would keep the antenna locked at zero degrees and use the needles to help you out. In this case you would know the general direction you would need to go, only using the Radio Nav to fine tuning it, and avoid wind drift and other errors. So, coming out of England, one would tune in an Brit NDB on the way out, halfway to France the Navigator would tune a radio station to a city and from there is using a little bit of everything to get to the target: visual, dead reckoning and radio nav to fine tune and correct it. Bombing done, time to get back, using the needles. The second case I believe would be if one got lost, due to any number of factors. If that's the case, the pilot and the navigator have to make some maneuvers, as described on this page here: http://www.tuberadio.com/robinson/museum/R1155/ You go at some direction, fiddle with the antenna, find the relative direction you need to go, the pilot maneuvers towards the station, you lock the antenna at zero, and then you repeat the process until you find your way home. As a side note, I have already had a lot of admiration for the Mosquito and its crews. Their missions were legendary. Love the fact that it is a granddaddy of the F-15E, another aircraft I love. But what seems to be a roomy cockpit and that the Navigator is doing nothing changes when you start learning about these things. Imagine yourself flying at night, low-level, poor visibility, trying to trim out this thing that is churning fuel like crazy and ruining the aircraft balance per the minute. Now you are in a cramped cockpit with all the survival gear, maps, flashlights, water and whatever they brought with them. Then you have a big tube radio heating up the back of your head. And to add to that your crewmate is all twisted, with his left arm behind your neck, fiddling with antennas and radios so you can find your way home. Those guys were amazing.

Another one from the same site, about the R1155 receiver: http://www.tuberadio.com/robinson/museum/R1155/ This site has the following information: "D/F CONTROLS It has several controls for D/F which are enabled by the MASTER switch. In the BALANCE position, a dummy aerial coil is switched in, and the receiver electrical characteristics can be balanced by observing the Visual Indicator and adjusting the METER BALANCE control until the Visual Indicator needles intersect on the centre line. The needles can be moved up and down the centre line with the METER AMPLITUDE control. This may have to be adjusted later when the strength of the homing signal changes. In the VISUAL position, the aerials are connected, and the difference in the phase of the signals from the aerials shows the deviation from a course to a transmitter, which enables the aircraft to fly toward it, and home in on it. This uses the loop aerial and the fixed aerial. to do visual homing, switch to VISUAL. Set the loop "athwarthship" (ie to a zero scale reading) and ask the pilot to alter course until the needles intersect on the centre line. Then alter course slightly and observe the deflection. If the course is offset a few degrees to the left and the needles cross to the right, then this is the correct course. If they intersect also to the left, then the station is astern, and a 180 degree turn should be made. The METER DEFLECTION control can be set to HIGH or LOW which narrows the cardioid aerial pattern for easier homing. The SWITCH SPEED can be set to HIGH or LOW which changes the switching rate of the multivibrator. Since the multivibrator can be heard as a buzz on the received signal, the radio operator can listen to CW or voice, and change the buzz to make the signals more intelligible (HIGH for CW and LOW for R/T), during homing. The last position is a "FIGURE-OF-EIGHT" position (shown on the front panel as the number eight symbol) and this uses the loop aerial only, to determine transmitter direction, the 8 representing the loop aerial pattern. Since the transmitter direction can be true or reciprocal, an AURAL SENSE switch can be set to L or R to determine the correct direction. This switches in the fixed aerial, and will make the signal louder or softer. To do this, first select the FIGURE-OF-EIGHT position and rotate the loop to a null, and observe the loop scale reading. This will be the true course or the reciprocal. To determine which, rotate the loop Reducing the scale reading, and push the AURAL SENSE switch to R. If the signal increases, the course is Right. This is the RRR rule (Reduce, Right, Right). If it decreases, rotate the loop through 180 degrees and repeat the procedure." And: "VISUAL INDICATOR This is used for homing or D/F. The instrument is normally in front of the pilot and/or the navigator. When the aircraft is flying towards the homing signal, the needles cross on the centre line. If the aircraft deviates, then the needles cross to the left or right of the centre line to indicate that you are off course, and need to correct. If they cross to the left, then you need to turn to the left to correct your course, and similarly for the other side. As you approach the homing transmitter, the needles will move higher up the centre line. You can reduce this with the METER AMPLITUDE control. If the homing signal seems too broad to get an good course, then the METER DEFLECTION switch can be used to make it more accurate by switching between the HIGH and LOW positions. This control makes the cardioid pattern sharper. As you fly over the homing transmitter, the needles will collapse, and then restore to their original level as you fly away, however the sense is reversed" Contrary to what I posted before, the correct use is when the needles are crossed. They go up or down depending if you are nearing or going away from the station. Everything is (almost) clear now, time to go for some flight testing. Regarding the T1154 information about it is hard to come by. Will keep searching.

Regarding the A1271 Beam Approach Receiver. It is a early form of ILS, that used aural signs to guide pilots in for landing. Not directly tied to the R1155. This site has good information about it: http://www.tuberadio.com/robinson/museum/command_SBA/

Hi Charly, Coincidentally I was fiddling around with the radios yesterday. I got to the same conclusions as you were, and my observation are: a) The T1154 Power switch has to be ON. There are two switches, one is the Low voltage Circuit, and the other is the High Voltage switch. They are located on the right hand wall, below a brass knob; There is a third switch, but that is for the Transmitter function. Don't know if it has to be on or not. b) The T1154 Master Switch has to be to Standby in order to be able to use the receiver set Correct. c) To track the direction of a radio signal, the aerial type selector has to be set to DF (Direction Finding), the frequency has to be set on the R1155 box and the R1155 has to be set to Figure-of-Eight. I didn't tested it, but for me the tuning worked at the first setting and A.V.C. d) Turning the DF Loop Antenna will make the audio signal stronger or weaker since you change the orientation of the antenna. From the source of the "weakest" signal (not the strongest, as I initially thought), you can determine the direction of the radio signal source. Yes, and you can see where the signal is coming from RELATIVE to the aircraft by unlocking and turning the ADF antenna wheel. But there is a catch. Once you turn to the signal source, you must take the antenna back to the zero position, in order to have the best signal while flying towards the radio source. Regarding the Direction Finding Indicator above the panel, I observed the following: 0) Set the radio frequency to the desired station. 1) Set the Master on the R-1155 to Visual; 2) Set the Aerial Type to D/F 3) Observe the needles getting out of their resting position, when they are crossed as shown on the picture you sent, to the direction of the station. If you are centered, both needles will point more or less to the center. If you are left of the station, the left needle will cross over to the right half of the indicator, and the right needle will be more or less centered. If you are right of the station, the right needle will cross over to the left half os the indicator, and the left need will maintain the same position (more or less). I tested it on the ground in Batumi, where there is a station at the end of the runway (430kHz - LU morse code), very easy to pick it up. I started out at the ramp, then taxied out to the runway and to the end of the runway. The needles moved accordingly. Then I switched to a station to Kobuleti (870 Khz - KT morse code), and it picked up and moved the needles accordingly. The best place to test it, in my opinion, is the Caucasus map where there are a plethora of NDB stations. Of course, before switching to a new station, you have to be out of the Visual mode, back to tuning mode, then back to Visual again. Regarding the Transmitter, I believe it transforms the Mosquito in a flying Station, similar to a modern TACAN (minus the distance functionality). I believe this functionality can be used in pathfinder missions, where a Mosquito can be the Pathfinder and others can homing on this one. I didn't tested it in Single Player, but I believe it can be done in Multiplayer, with one Mossie being the transmitter and the other the receiver.

Is it a bomber? Because it sure does not behave like one! Yep! I'm very satisfied with it. Oh yeah, there are some quirks here and there, but it is only a matter of getting used to it. It is fast, of course, turns in a dime (very surprisingly for an aircraft its size), and those 4 Hispano cannons...oh boy! They shred enemy vehicles like they are nothing. It likes to be low level, and to attack successfully, you have to be low, real low. I was recovering from strafing runs at light pole level. But it is a great airplane, no doubt about it. The only annoying thing is the negative g starvation problem, but: 1) ED said they will tune it; 2) Well, we always wanted a 'as real as it gets', don't we?I I guess I'll have to learn how to be a better Mossie driver. (and yes. I learned somethings, how to avoid the negative g's, by avoiding some maneuvers. It becomes a second nature thing after a while) The only thing I didn't get it right is the bombing. Either the 250 Lbs fall long and the 500 lbs fall short. But practice, practice, practice is the way with all things DCS.

Well, don't know in real life (I believe no one without a secret clearance knows) but in game it works as follows: old systems like SA-2 and SA-6 can be fooled by it, and won't engage, newer systems like SA-10 will engage. And of course, those pesky SA-15 will engage anything and everything in range. Wanna ruin a SEAD flight day? Setup a mission with one SA-10, two SA-15 and two Tunguskas defending an airport. Set them up all RED condition and Free to Fire. They are ready to go at any moment. (in DCS if you leave them in Default State they will take some time to wake up and engage, thus giving some leeway to the attacker). The only way, in game, to defeat such a configuration is to come real low, behind some terrain or trees, release some Snake-Eyes or Mk-20 and hope for the best. Good luck!