Rongor

I am facing this exact issue right now as well. Seeing this report being not even acknowledged by PC after well over a year is quite sad. Doesn't generate the trust I require to invest in a 70 USD Kiowa by PC anytime soon.

Only way to change the ADF freq currently is to edit the 1st ADF preset and enter it in MHz, so for 350 kHz enter 0.350. Then return and reload the 1st preset. Though it doesn't really matter since there is no ADF bearing readout for now.

In this track you seem me activate Bob. The moment I acknowledge cautions and switch the center MFD to the map, Bob is already in control. Then I do a series of climbs and descents. Whenever the vertical speed increases, the altimeter rapidly adds to the altitude. The moment the vertical speed is set, there is a noticeable pause in altitude increase indication, then it continues at a slower speed. When returning to level flight by reducing the vertical speed to zero, the altitude indication decreases for a bit, although there hasn't been any descent. Same for the opposite. Introducing descent instantly decreases the altitude at a higher speed than it continues to decrease when the maximum negative vertical speed has been achieved. When reducing the descent, the altimeter actually increases for a bit. It's very subtle at times but it should be easy to observe. Its more noticable at higher air speeds. This track was made below 100 kts, maybe I should've gone faster. vertical speed adds to alt.trk

To follow the correct startup procedure you would still need to flip only a few of them at a time, so mouseclicks seem to be the most convenient solution.

You don't need a key for the detent when disabling the gate switch. You only need to move your control lever beyond the specific angle representing the ECL detent ingame.

Can you elaborate this comment a bit? I watched it and can't see anything I wouldn't expect from any helo settling down. What exactly is a hint on a bad FM in the last 17 seconds?

I think its just the current state of the flight model combined with mostly non-functional AFCS

Ramp start is cold start. Bypass is needed to disable automatic dispense. If it's not on bypass, it will dispense automatically when your CMWS is detecting a launch. Manual dispense should be possible regardless the switch.

I am using TrackIr and face the problem that I have to pause the headtracking to use the mouse for aiming/steering the gun. Using the special setting option is no solution because then the mouse doesn't affect the gun anymore and there's no way to bind it in controls setting as the mouse inputs are greyed out there.

Good to know, thank you!

Didn't watch the track but tried it myself on the side a bit today. I'm not sure there's an issue. The whole maneuver is depending on touchdown speed. I think I touched down with around 60 kts and while lacking the practice (and the DAFCS) to make it look acceptable, I could roll out on aft wheels for some seconds. We don't really know the supposed speeds for this to achieve and we lack the weight on the wheels affecting the DAFCS.

This is best noticeable while using Bob (most stable way to fly straight and level currently) but also happens in absence of Bob. When in level flight and starting a climb or descend, the indicated altitude instantly adds some tens to hundreds of feet. This offset then gets subtracted again when vertical speed is decreased back to zero. Same for descends, the moment you return to level flight, some tens to hundreds of feet instantly get added to the altitude indication. It behaves like the current vertical speed is in a way added to the actual altitude indication, therefore showing higher altitude during climb and too low altitude while descending. Will add a trackfile tomorrow

I did sling load a lot the recent days and had this issue only occasionally on MP but singlecrew. The rope wouldn't come off as long as I didn't manage to eventually tear it. MFD WCA page confirms the middle hook open though the rope remained attached. As usual this happened during several hours long MP sessions so I won't provide a trackfile

It does work on my Virpil SharKa panel on a 3way switch, all three positions can be selected just fine, including the ARM position.

ACK only applies to the messages in the WCA, the blinking ICU is a different item (to be ignored while w.i.p.) EAPS can be acknowledged so they wont trigger master caution anymore. EGIs can be enabled in the power format page in your MFD. So none of these should bother anymore.

Assuming that the center of gravity will be in front of the aft landing gear, it will naturally induce a nose down momentum when hitting the ground if you don't grease the touchdown, so I would assume the pilot might need to be ready to pull the stick back at least some milimeters for a moment. Keep in mind that the AFCS isn't really fleshed out yet, so any support for ground handling is still missing. From the TM:

It's the Engine Condition Levers you have in flight. You then raise the Thrust Control Lever. Don't wanna play the smart guy here, but mixing all this terminology can confuse a lot of readers in this part of the forum. You have to raise the Thrust Control Lever to commence rolling after releasing the brakes. The indication in your MFD shows the status of the weight on wheels switch. If it loses contact, you start coming off the ground, which might not be what you want when intending taxi.

I entered the copilot's seat in multicrew MP yesterday and from there I could switch to all other unoccupied seats without issues.

has been reported here

you can rearrange your ingame detent with applying some mild curves, so it will match the physical detent on your hardware

I am passing an SA-13 here in Egypt. Its on my right. "Missile left" several times. Some "missile right" is in the mix as well, apparently from the auto-flares making the missiles pass underneath me to the other side... Anyway, issue is very noticeable here missile right.trkmissile right.trk

Boeing and other sources publish 1080 gallons as internal fuel capacity. Like all other fuels, density of JP-8 can vary within a range depending on temperature and possibly other factors, yet depending on where you look it up stays within around 6.5 - 7 lb per gallon. The Technical manual for the 47-D defines the density as 6.7 lb per gallon for weight/balance calculations. This would mean 7236 lb for completely filled internal tanks. Currently though 100% internal fuel represent only 6734 lb. Even deviating from the TM's 6.7 and assuming the lower density of 6.5, 6734 lb are too short.

We would need the implementation of the FARE kit (Forward Area Refuel Equipment) and possibly the ERFS2 as well, which was announced as a later feature in the release changelog.