Buznee

That hardware is fantastic... I just wish they coded in the proper motions to mimic G loadings rather than purely setting it to pitch roll and headings. Doing a coordinated 1G loop should keep you right side up in the sim.

I hope this is still going. Bump for some hope! I'm big a fan. :cry:

It is noted in the 1.2.8 beta that there has been a SAM unit acquisition/search radar display added. Has anyone been able to find it or operate it? Which units have you guys had luck with and any particular actions that need to be done to utilize it?

agreed. We should be able to select that as an option. I don't like the dirty windshield. :pilotfly:

It is it me or would anyone else like the throttle (corrector) fixed? Wasn't addressed in 1.2.7 and the 1.2.8 beta currently does not have it fixed. I was just curious if it hasn't fixed because of lack of interest... I posted it below and apparently they already know about it but did not provide me with any info on whether it will be addressed. http://forums.eagle.ru/showthread.php?t=122581

Everytime the aircraft is on the ground for a ramp start engines off the cockpit shakes slightly. I went into outside view and noticed that the nose wheel is shaking. Took the parking brake off and it's still shaking. Version 1.2.7

Going through the circuit breakers now and I might have found a small bug... When pulling the ignition breaker but leaving the start breaker on I can't engage the starter. I would have thought the starter would engage but you wouldn't have the ignitors sparking. tak tak tak tak.

First turn on the battery. The idle stop prevents the throttle from closing fully, this prevents you from shutting the engine off by accident. Before start hold the RPM switch all the way down for a little while. This trims the governor to the low end. Next you need to set the throttle for start. Set the throttle by rolling the throttle midway, then backing it up to the idle stop. Hit the idle stop release button and roll the throttle a tiny bit until the button just pops. You now have the throttle set to the right position for start, this is right before the idle stop. After start set the throttle past the idle stop and back onto the idle stop. This confirms that the idle stop works. the idle stop prevents you from shutting the engine off by accident. Finally roll the throttle to full and adjust the RPM switch on the collective to get the RPM at 6600. Since the governor is set to low initially you'll get to confirm that the low rpm warning alarm works properly since it only goes on when RPM is not in the green. Done.

I thought in governor mode there should be some proportionality between ground idle and flight idle with the throttle corrector. The flight manual has the pilot in governor mode from engine start therefore he shouldn't be turning the governor off in order to properly accelerate the engine to flight idle. It's already been listed as a bug that is being fixed. See link below. http://forums.eagle.ru/showthread.php?t=117921

Hey everyone, I was curious about checking to see how the electrical system has been modeled on UH-1H and I'm pleased with the results. First I started with setting the DC VM to battery and switching the battery switch to on and making sure the battery voltage looked reasonable. I then proceeded to load the system with strobe, landing light, fuel pump, etc. After a while you could see the battery voltage drop. I confirmed that switching the DC VM to MAIN GEN, STBY GEN, NON ESS BUS showed zero voltage. The ESS BUS showed battery voltage. Also confirmed that the main gen load meter showed zero for all these settings which makes sense since the load meter is connected to the gen only and not to the battery. I proceeded with a start with the main gen set to off and watched as the voltage dropped on the battery as expected. Initial lightoff seems to be programmed in at roughly 10% NG. The voltage comes back after this point is reached although the engine is self sustained just under 40% NG. I then shut down and restarted for roughly 10 times at which I was able to deplete the battery to the point that I could not restart the engine. I then asked the crew chief to hook up ground power and watched as the battery voltage showed nominal voltage. After a successful start with ground power I confirmed that the main gen was able to recharge the battery. Also switching off the main gen but having the start switch set to stby gen also charged the battery. You can also see that the VM for the main gen and stby gen were working properly as well as the load meters for both. Finally I tried to see if temperature effects battery performance. I set the temperature to -40C and proceeded to a battery start. I was only able to do a single start successfully. The second start did not have adequate juice. Hooking up electrical power solved that problem. Thought you guys might get a kick out of this. :smartass: Good Job Belsimtek! Very Impressed. Now that I got your attention, onto my list of desires =) FIX LIST - EGT indication of hot start. Engine damage due to hot start. - Engine damage due to hot EGT in flight. Loss of engine power. - Throttle corrector proportional during throttle up to flight idle. Right now its practically like an on off switch with the governor engaged. - Failure option in the editor for tail rotor drive failure and tail rotor control failure. WISH LIST - Reliability modeling for all systems (this can be an implementation for DCS World). Makes it important to actually do checks before takeoff instead of assuming that everything is perfect). This can be set as a percentage kinda like bird strike. - Troop ingress egress animation as well as communication with troops. - Multiplayer multicrew cockpit =) (including pilot, copilot, gunners) - external load ops! - sar ops! Everyone knows that DCS is in need of a CSAR machine. winch control, jumpmaster position. compliments well to multicrew cockpit =) we can add a jumpmaster position. This would be my ultimate dream. This can transfer nicely over to mi-8 as well. - water, snow, icing and bug effects. A real need to actually use the windshield wipers. Everything else is fantastic. Thanks again Belsimtek. Can't wait to fly the huey over in Vegas with EDGE.

Here's something I had proposed before regarding the mouse. This is back in pg 88 of this thread. This is not a new idea and many others have commented on this. It's something that makes lots of sense and prevents the neck strain due to having to hold your head still to click on a small switch.

Any thought on making a quality metal warthog extensions with included wire cable extension? There doesn't seem to be a good source in the good ol' USA. It would be great if you could offer different sizes, some like as short as 4 inches, and some like floor mounted sticks. There's also some that like bends in the stick extension for rotorcraft style cyclic sticks.

Any Discussion with them regarding DCS? Are they aware of us simmers as oculus consumers? =) Last I heard regarding DCS implementation of oculus was they were waiting on receiving their SDK.

Link please? I've had no luck finding real world p-51 training videos or videos regarding supercharger ops or transition

Mike I wanted to congratulate you on tackling such a great challenge. The ship interfaces and forward thinking are inspiring and I like the fact that you will be including some automated options for those who do not want to feel overwhelmed from requirements of manually operating various systems. I can definitely see a future sophisticated ship would have some automation as well to relieve the pilot of unnecessary workload. I would probably fly the ship mostly with some automation but still have the knowledge of the systems in case something goes wrong with the SOI. Are you going to make this sim oculus rift compatible?

Alright, lets cool it guys. Mark, sorry if I came across that way. Didn't mean anything by it. Agreed that flight sims have limitations and they will never be perfect. It is great to give them credit for what they did get right :thumbup:. Cheers and happy holidays.

Will Chuck Aaron's Red Bull paint scheme be included in the module? :lol:

Thanks so much Yo-Yo! I was thinking about it a bit more after I posted and remembered that the supercharger has to be working harder. The blower efficiency also is a variable I would imagine. Heating and larger compression ratio must play into that. Yo-Yo would you be able to address the operational concern of how you go about effectively transitioning between low and high when in the auto setting? Do you let the engine go to high manifold pressures when it switches since the throttle is all the way forward? Any adjustments on the prop before during or after the transition? Or do you lower the power, manually switch, trim it out and switch back to automatic? I'm trying to understand how real world pilots go through this transition. Maybe it doesn't matter because the blower is designed to switch where the horsepower remains the same at full throttle? So even though the MP goes way up the engine is not producing any more power so it's actually a smooth transition?

I am no mustang pilot but I do fly small single engine piston aircraft. I agree that most sims feel "off" to most real world pilots because they are just not set up properly on the control stiffness, travel and sensitivity but most of the time the pilot will blame the simulator rather than the setup of the controls. For example try to fly the mustang with a linear pitch and roll. Than try it again with 20% curve and 15% on the rudder. Also try to fly the mustang with a short throw stick, try again with a stick with an extension on it. Also different levels of spring force and stiffness on the stick can make a world of a difference. I was told that the mustang has very stiff controls and require quite a bit of muscle to work especially at the higher speeds. This combined with larger throw on the stick will make the aircraft feel gentler and less twitchy, but you can get this feel out of DCS just by tweaking your controls. A rule of thumb I use is, I look at the stick travel in the sim and match it as best as I can with my real controls. If I don't have enough travel with my real stick than I start using curves to get me most of the way there on the inboard throws of the stick. Makes world of a difference. I do agree also that most real world pilots have issues with sims because of the lack of feel and lack of immersion, depth with standard monitors. I can't wait for oculus because I think that the Rift will be a great improvement in this respect. It will add peripheral, depth of field and head tracking all in one. Another example is where the stick is mounted on your sim setup. Is it a side stick, is your seat set up ergonomically to get you the right leverage and control out of your stick. I for example have built a center stick mount to get the control in the right place. I am also in the process of adding a stick extension, when doing this I will be able to remove some of my curve. I also plan on adding rubber blocks behind my rudder pedal to get an improved feel on the brakes, I do this also for racing sims. I'm sure the pedals on a real mustang are much stiffer than most pedals in sims, Most real aircraft rudder pedals are not the easiest things to move. The harder a control is to move the less you are prone to get into pilot induced oscillation. Twist sticks are terrible for most aircraft that do not have nice fly by wire stability. Too much work, too much coupling on a single control. Other than control feel, frame rates and visual cues play a huge role as well. Try to fly the mustang with 20 fps and try again with over 100 fps with a high refresh monitor. World of a difference. So don't be so quick as to blame the sim! There are other factors in play here! Also when blaming a sim don't just say it doesn't "feel" right, or it flops around. Be more specific! Is it getting into tip stall conditions while coordinated? What control setup are you using? Where is it mounted? What frame rates are you getting? What FOV are you using? Are you using rudder pedals? which ones? Are you using deadzones or curves for your controls? All of these can make it or break it on a sim. Sims are sensitive things.

Thanks Nibble I'm really curious if the real mustang pilots checked this portion of Dcs p-51d for accuracy and how they transitioned. Here is an Interesting thing I found regarding the charger. See if you can solve this riddle. Watch this video and tell me why the manifold pressure increase during the switch from low to high on the supercharger but the horsepower remains the same.

Here's what the manual says.. "High Altitude Flight Characteristics The P-51D’s 2-stage, 2-speed supercharger provides plentiful power up to well above 35,000 feet. As a general rule, the greater the altitude, the greater the control movement required to achieve the same response. The supercharger blower will automatically shift into high speed at between 14,500 and 19,500 feet. This change will be accompanied by a momentary surge in power and increase in manifold pressure, until the manifold pressure regulator catches up. There is no noticeable effect when the supercharger shifts back into low blower on the descent. As a precaution, attention should be paid to the Supercharger control switch. If the amber light isn’t out below 12,000 feet, the supercharger should be set manually to LOW. When running in high blower, care should be taken to handle the throttle smoothly, as any rough handling will cause the engine to surge, greatly decreasing the efficiency of the airframe at high altitude and increasing control efforts." So apparently its okay to let it go through a momentary surge in power? Do real mustang pilots have a better method of transitioning smoothly through this condition?

What's the best method for transitioning between low to high with the supercharger as you climb with altitude? It seems under standard prop and power settings as you get up towards 9,000 to 10,000 ft you end up full throttle to keep the manifold pressure up and the prop is set to the cruise or max continuous power rpm. At this point the supercharger does not seem to switch over when in automatic mode unless I push the prop lever forward some and then since the throttle is all the way forward as well itll switch to the high supercharger setting and the manifold pressure will sky rocket past the safe levels. My thought is either you manually control the supercharger with the low/high switch or, you lower the throttle down, go to full forward on the pitch, and add throttle to get it to switch over. I don't know though, it doesn't seem right. Maybe it's right under my nose but I can't find any checklist in the manual for normal procedure regarding the climb and transition from low/high on the supercharger. I would have thought though that this feature would have been more seamless, you wouldn't have to go through a procedure to safely transition to the high setting.

DCS: Hawk pleeeeease =) Happy Holidays, great idea!

Who sells an extension these days?

Thanks for the reply! Is there any thought of maybe incorporating this feature in the future? Also maybe you guys are already aware but with beta 1.2.7 the rotor plane is reacting 90 degrees off of intended. Pushing on the cyclic forward tilts the rotor to the left. Left cyclic gives you aft tilt. I was under the impression that even though helicopter controls are phased 90 degrees, the actual rotor plane should tilt in the same direction as the cyclic input. Anotherwords, forward stick should tilt the rotor forward since you are effectively controlling the thrust vector about the center of gravity to pitch and roll the aircraft.