flyco

This is a version of a fault that has been plaguing me for some months. If you check your DCs log, I think you'll find that you various USB devices are being re-initialised over and over again, leading to any 'made' switch on that device being 'unmade' and then (sometimes) 'remade'. There has beeen bo acknowledgement of the problem by DCS. There does however seem to be some possibility that is restricted to Windows 10 machines. If so, I suspect that there is even less likelihood of MS acknowledging the problem than DCS.

It's probably an indication of the instability, that the tank,when fitted, had its cock wired shut. And that specific authority from higher command was required before it could be use.

I agree with Neil. Surely the presence of friendly forces counts as collateral damage, without any requirement to introduce 'neutrals'. In any mission brief there should be consideration of inaccurate weapon delivery, and where there is close contact between friendly and enemy targets, this should be specifically identified as a danger to be avoided - that is all. I don't believe that 'scoring' sorties with a +1 for an enemy kill and a -1 for an enemy is necessary. I would not want to fly in a sortie which awarded minus points for children etc. This is a game.

There has been no mention in this thread that I can recall, about the adverse effect of lag. There is of course lag in pilot's reaction time, which is why some pilots are better than others, just as some cricketers are better than others. But in DCS, particularly multi-player, you need also to consider the computer system delays, perhaps up to .1 of a second or more. I see the same thing in the Gazelle, where, when the lateral swing gets going, I have to force myself to hold the stick upright and wait for it to settle down (it always does). I don't know what the answer is other than to be faster but less drastic in control corrections - easier said than done. If you are sceptical about this as an aggravating factor, just think of waiting half a second before reacting, and I am sure you will agree that the Spit would then become totally uncontrollable. Add to this the lack of a reinforcing input from the body's balance organ, and I think it probably already is for me, at the age of 73! And yes, when I last flew a Chipmunk (1967) I could cope as well. But, like they say 'The past is a different country'.

This convoy starts on road and then turns off, at which point I have deifined it as "off road". There just seem to be some areas/points that it will not cross. I solved the problem by trial and error re-routing, but I could detect no obstruction, and it still puts in the occasional zig zag when it feels like it! Still, at least it is now consistent and ends up where I want it, and, by altering the speed a little, when I want it. Incidentally, I can find no mention of a red flag in the manual, although I can see a blue flag - what do,they means and where are they defined? Who knows! At one stage I ran it and followed them using F7, and they were well behaved except when a friendly chopper flew by, at which point the Tunguska in the convoy took itself apart from the main convoy, which scampered around like frightened sheep. I am not totally convinced at times that there aren't little pixies in some of them!

I am trying to move a convoy, first on road and then off road. However, for no apparent reason, it suddenly zig-zags and eventually turns back on itself. On trying to investigate, I somehow prompted the appearance of a red flag, stuck into the map at the point where it started to go wrong. I can find no reference to such a flag. Does anyone know what it means, or why the convoy suddenly deviates from the route?

Even into the 1980s, the RAF instrument test routinely included 'limited panel', in which the AH was either covered or toppled. The latter was particularly testing, in that it was difficult to ignore the faulty indications. Quite a few pilots used to carry a patch taped to the back of their bone-dome, to cover up a faulty AH and so eliminate that potential source of confusion. In practice the turn and slip, combined with the rate of climb and descent indicator allowed quite straightforward IF. It was the recovery from unusual attitudes that was the most difficult - you had to include the g-meter in your scan to 'unload', i.e. reduce to around 1g, to allow the turn indicator to give a useful reading.

It would be useful to know whether this problem occurs in both Windows 10 and earlier Windows versions. On my old rig, running Win 7, I have yet to see this. On my new rig, running Win 10, I get it on pretty much any sortie over 30 minutes or so. I still suspect it is the Windows USB set-up.

The official RAF Pilot's Notes include the following note at the start of the 'Handling' section 'Except for'special operations as directed by the appropriate Area Commander, the rear fuselage tanks must not be used and their cocks should be wired OFF.' The Notes also say that 'When the rear fuselage tanks are full there is a very marked reduction in longitudinal stability, the aircraft tightens in turns at all altitudes and, in this condition, is restricted to straight flying, and only gentle manoeuvres; accuratentrimming is not possible and instrument flying should be avoided whenever possible.' The tanks are not fitted on the 'tear drop' hood version, presumably because the reduced aft keel area would further reduce the directional stability to an unacceptable level. I would have thought that this implies that the C of G is very close to the aft limit with rear tanks full, and that the tanks are restricted to ferry flights and flights where there is a long transit before reaching an operational area. I certainly am assuming that the tanks (if they are there at all in the simulation) are not routinely filled or used.

The button under the DI is simply a lock (In) unlock (Out) button, which 'cages' the gyro. You should lock the DI (i.e. push the button in) before landing, aeros and combat, because shocks may damage it - most of my landings are far more traumatic than dogfights. Actually, as I recall it we used to leave the DI working (in aged - button out) for circuit work, and only cage it (push the button in) before aeros, stalling and spinning - I never flew anything other than unofficial dogfights. To use the DI, you set it to the correct heading by turning the knob, and then set it free to indicate by pulling the knob out.

Great explanations. Haven't heard it so comprehensively explained since I did basic basic flying training ground school in 1962. I hope you're going to cover 'asymmetric blade effect', and the different wheel loading due to the torque. I seem to remember that there was a list of 10 causes of swing on take-off with a tail-dragger, but I'm damned if I can remember them all now. And I certainly couldn't explain them so well.

I have never flown the Spitfire, but I have flown the RAF Chipmunk, the same aircraft type used by the RAF BOBF to stay current on tail-draggers. I say this because I think that the simulation of the brake/rudder interaction on the DCS Spitfire may not be correct. On the Chipmunk, you taxied in a very similar way, setting the brakes and then using the rudder. However, unlike the DCS modelling, the brakes were not 'On' when the rudder was centred. The hand-brake was partially applied (setting 2 notches down wind if a cross-wind was going to be present for the landing). Then, on applying rudder, the brakes for the relevant wheel were progressively applied, the degree of application depending on the amount of rudder applied. Thus you were not taxying against the brakes when going straight, as you are in the DCS model. I would be grateful if someone with first-hand knowledge of the Spitfire could check this. I can't help feeling that taxying perhaps up to a mile or more, with partial brakes applied, would soon overheat them. As I say, on the Chipmunk, the brakes were off until the rudder was significantly deflected from the neutral, and then a progressive degree of braking was applied as more rudder was applied. This also encouraged students to 'Lead with rudder, you buggar!' As at least one of my instructors was prone to roaring.

The official way to set the DI to the correct magnetic heading is as follows: Turn the compass rose (the outer ring with the figures on it) until the parallel yellow lines on it align with the white lines on the compass needle within the instrument. Then read off the magnetic heading from the lubber line, which should be engraved on the far side of the compass - pointing to the aircraft's nose. In the DCS version, this lubber line appears to have been omitted, but it is easy enough to estimate it. This heading should then be set on the DI. For accuracy, the aircraft must be flown straight and level in unaccelerated flight while the compass settles - good luck with that. Also bear in mode that the DI will drift with time, and should be updated every 10-15 minutes or so. I learned to fly on a Chipmunk in the 1960's, and we used an identical set up. Fiddly but certainly useable, even for relative beginners. However, the best method of retaining orientation is to use the sun, certainly for the initial orientation - then use the compass to set up the DI. In a dog-fight or zeros always be aware of where the sun is so that you do not drift too far over 'enemy lines'.

I have always thought that Beurling's nickname was 'Screwball', or were there two aces of that name?

Yes, AP129 was the RAF's pilot's bible. It came in two volumes, one about 3"-4" thick, and the second about half that size. It was certainly comprehensive but would be well out of date by now. I certainly wish I had kept mine. If I remember rightly the Nav's bible was AP 2345, and came in rather more, thinner volumes.

You can get an excellent re-print of the original Mk 1X Pilot's Notes from Crecy Publishing, UK for about £5 if my memory serves me right. Address is Crecy.co.uk. It is a very authentic 40+ page reproduction of the genuine article, and as one who learned to fly in the RAF in the 1960s, it looks to me just like the sort of booklet that was issued for carriage in the knee pocket of the RAF-issue flying suit of that time. I am not sure of the legitimacy of publicising commercial organizations, but Crecy are a good source of thousands of aviation books, including dozens of similar reproductions of original pilot's notes of this sort.

Thanks again, Ciribob. With Helios, Tacview, and SRS all conspiring together that was a great response. Not helped by several of my mods being well out of date - a sobering lesson learned. Back to flying (and talking) with the lads again. (I use the word 'lads' in an inclusive and non-sexist way)

Thank heavens, all back working again. Thanks Capt Z.

Ciribob, thanks for the advice to delete the Tacview line in my export.lua to allow radios to be recognised in 1.5.5. That did the trick! Strange that the tacview line plus many hundred of helios lines had no such effect in 1.5.4 or 2.0. I just hope that the forthcoming 1.5.5 update sorts it out. On more general note, as a senior-citizen who began flying training with the RAF in 1961, I have been inculcated not to get into an aircraft until I know its workings up, down and sideways. I still read manuals for pleasure - when you can get them. I appreciate that things develop much faster today, but I do long to know more about the inner workings of stuff before I use it. I realise that I am asking a lot of developers who work for nothing to produce these mods, but I do feel very 'naked' putting them on my computer without a clue about what they do or how they do it. As all my old instructors used to say RFTM!" - Ah! those were the days. Edit: I have now updated to 1.5.5 Release, and, as I feared, I can now only use SRS if the SRS line is the only line in my Export.lua - No Tacview and no Helios. Does anyone have any suggestions. DCS 2.0 continues to tolerate Helios output, Tacview and SRS in the Export.lua.

SIerra, I'm not sure which config.lua you mean. Where is it located?

I am still having problems with SRS. It works OK in both DCS 1.5.4 and 2.0. However in 1.5.5 I am unable to get the radios to show on the overlay - instead I get three "No Radio" titles. I have uninstalled and re-installed without any effect, and the three Saved Games\...\Scripts folders are identical. I also show up on the Server SR-Client list, by name and coalition, in all three DCS versions. Finally, I have also tried a DCS repair on V 1.5.5. Before I delete my 1.5.5 version and download afresh, are there anymore suggestions that anyone can make.

Thanks for the input, Ciribob. I have managed to get SRS operating more consistently, after removing a number of mods, but am unconvinced that the mod removal had a lot to do with it settling down. I will let it run for a week or two to confirm that it is stable, then I will gradually re-introduce the more useful mods. If I positively identify a culprit I will publish it on the forum. I have confirmed that all the required file are where they should be, and will hold over changing the line you suggest unless it falls over again. Thanks again for SRS, and your unstinting willingness to try and resolve problems.

Thanks for the try Hijack - unfortunately the SRS line is already the last line in export.lua.

I would be very grateful if someone could identify my problem with SRS. I am getting very inconsistent log in to the SRS Client. While I am shown on the Server list correctly by name, the SRS Client list will, more often than not, give no name, no colour on my coalition indicator, and the usual two 'Kick' and 'Ban' tabs. I can log on consistently using my old (Win 7) PC, but only irregularly on my new Win10 one. However, examination of the Log files, shows no significant differences. After start they identify my devices, check for an up-to-date SRS version, and then happily ping away every 25 seconds until I exit, when they close down in an identical fashion. I use Helios and a number of widely used mods, the latter installed using JGSME. I have tried removing and re-installing these mods, with no consistent results. I would welcome any suggestions as to the probable problem.

Re my post #947 below, I now believe that my problem lies in a corrupt/mixed installation. Despite removing all immediately obvious traces of the earlier installation, there appears to be some left over. Notably the radio overlay is of what I think is the earlier pattern, that is with the selection/transmit lights on the right of the overlay, rather than on the left. Furthermore, when I re-install 1.2.8.1 (New-Audio) it the initial DCS-SS CLIENT General connect screen has the server address that I had previously inserted, indicating that it is recovering this information from somewhere in my system. Can anyone suggest where this left-over data is likely to be found and how I can do a full clean re-install. I am using Windows 10. A final puzzle is that when I try to install .NET .4.6.2, the system tells me that I have a later version already installed. However, when I scan through the Registry, I can find reference only to .4.6.1xxxx. Is this normal?