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Shlozza

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  1. ^ This! This has happened to me multiple times. I think when the jet is damaged, his threshold for ejection is significantly lower. There was one occasion that was particularly embarrassing for him. It was during the DACT guns only instant action mission in Nevada vs. the F-16. The F-16 drew first blood, but the damage was pretty minor. I went low to gain some energy, and as I was approaching the ground, he lost his nerve and punched out. I lost my canopy and my spotter. I pulled out of the dive comfortably, then proceeded to locate and down the F-16 a couple of minutes later. Thanks for nothing, Jester! He copped it pretty good when he finally made it back to the bar...
  2. So I didn't want to start a whole new thread about this, but... Has it been announced when the $10 pre-order/early access discount will end? I'm waiting until it expires to purchase, because I have $32 in bonus points over at the DCS store and, if I understand correctly, I can't use them while the module is discounted. This means that the module will actually be around $14 more expensive if I buy it now, which is the only reason I haven't bought it already...
  3. I've also experienced a bug with the fire & bleed air test audio since the most recent update. I can reproduce it reliably as follows: 1. Launch the Carrier Cold Start instant action mission in the Caucasus 2. Switch battery on 3. Initiate circuit A test (everything works as expected) 4. Switch battery off and on again 5. Initiate circuit B test When I do this, the warning lights are lit but there is no accompanying audio (Bitching Betty). It seems that if I switch the battery off, fiddle with the test switch a little, turn the battery back on and then run the B circuit test, the audio returns. This issue is not present in the Carrier Cold Start instant action mission in the Persian Gulf.
  4. Hi folks, First, a disclaimer. I'm not a pilot or even a particularly accomplished flight simmer, and I'm not alleging that there is a bug in the FM simply because something is happening to me that seems bizarre and that I don't understand. I just want to know if what I'm experiencing is understood and what, if anything, I can do about it. I understand the power curve and the region of reversed command, I can use the stick to establish AoA and the throttle to adjust glide slope, and I can land confidently (on an airfield, anyway!). But there is a behaviour that occurs moments after I lower my flaps and gears that I simply cannot seem to get my head around or adjust for. I throttle down and, if necessary, extend the speed brake until I slow to 250 knots. As soon as I hit 250 knots, I retract the speed brake (if extended), lower my gears and set my flaps full down. Several seconds later, the nose of the plane soars upwards. I begin haemorrhaging airspeed and, when my speed drops a few knots below 130, I start falling like a stone. I've learned to compensate for this as best I can. When I lower my gears and flaps, I push the stick all the way forward to compensate for the pitching up and push the throttle to full mil, and desperately struggle to keep it from dropping below 130 knots while simultaneously trying to establish the desired AoA. Within a minute or so, I can get it stable and on speed and start concentrating on the actual landing. It doesn't kill me anymore, but it really is an immense struggle to achieve stability in that first minute or so after the flaps and gears go down, and I often lose hundreds of feet of altitude in the process. Is this typical? If not, what am I doing wrong? And if so, how should I be compensating for it to achieve stability sooner, or, even better, to retain stability throughout?
  5. This is very much the kind of thing I was thinking of. This sound more like a toggle than a detent, but that would do the job just as well. I too would be curious to know if the real life Hornet has an afterburner detent, though I suspect that in the real life Hornet there may also be more sensory cues that the afterburners had engaged (the sensation of sudden acceleration, if nothing else). In other words, it may be far easier in the real Hornet to tell when the afterburner has engaged than in the sim.
  6. Hi all, I'm something of a n00b, so forgive me if this question is either superfluous or stupid or has already been asked and answered (though I did search before posting)... Is there a way via control mapping to prevent you from accidentally engaging afterburner by pushing the throttle too far forward? Many HOTAS systems do not have a hardware detent and there doesn't appear to be a super obvious indication from within the cockpit that afterburner is engaged (the figures on the IFEI being the most obvious as far as I can tell). It would be pretty annoying to have to look down at the IFEI every time I push the throttle forward to ensure that I don't accidentally slip into afterburner for a few minutes and suck up all my fuel. I'm not sure what the solution would be. Maybe an extra control that I can map to a button on my throttle that needs to be depressed in order for the afterburners to kick in, and if the button is not depressed the throttle maxes out at full mil regardless of how far forward it is pushed? Does anybody have any thoughts or insight about this?
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