Derbysieger

It doesn't change the fact that nothing in these manuals indicates that the horn went silent if the engine wasn't in idle. On the contrary, it clearly states that the horn was hard to hear if the engine wasn't running idle. Correct translation: The horn can only be heard clearly if the engine is running idle. The way it is worded indicates that it wasn't dependent on throttle setting at all. The only thing important for the horn to be on are flaps lowered and landing gear not down and locked (according to these manuals).

Crumpp, I am German and I'm just confirming that the manuals do indeed say that the warning horn was on all the time if the flaps were lowered and the landing gear wasn't down and locked and that it the horn was difficult to hear over the engine noise if it wasn't running in idle. I just wanted to confirm that these translations are correct, nothing more. Edit: No Crumpp, the correct translation would be "The Horn can only be heard well in idle.", not "The Horn is only heard at idle.". Small but important difference. It's on but as long as the engine is not running in idle it will be hard to hear.

Just to make this clear: The translation by iFoxRomeo is correct. So yes, according to these manuals the signal horn should ring as long as you have flaps down while the gear is up and while it is being lowered. As soon as it's down and locked it should stop. It also states that due to the engine's noise, it's only really audible when the engine is in idle

AFAIK the camera is purely a training device. You wouldn't use it in combat.

Well the PRMG isn't supposed to guide you all the way down. IIRC if you can't see the runway when you're at ~100m AGL, ~2000m away from the runway (inner marker) you should go around. The PRMG gets very sensitive when you're getting close to the airport so that's when you should stop to fly by your instruments. If you watch my tracks you can see that I treat the PRMG more as a suggestion because I'm flying a visual approach and only use the PRMG as a rough guideline. While I'm quite a bit above glide slope in the first track, in the second track I'm almost exactly on the PRMG glide slope up until I get close. Not because I flew that approach strictly by my instruments but because my initial setup for the approach was a lot better than in the first track.

My procedure is usually like this: Gear down at 600km/h IAS, ~10-15km out First stage of flaps at 500km/h IAS Second stage of flaps at 380km/h IAS Maintain 340km/h - 360km/h throughout the final descent - not faster than 360km/h because at higher speeds (I think +380km/h) the BLC System disengages, roughly 5m/s descent rate Reduce descent to 1-2m/s, touchdown at 270km/h-290km/h IAS Throttle to idle, Airbrakes out, chute only if necessary (that last part is a personal thing but especially in crosswind situations the current implementation of the chute can really mess up your roll out))

You can reduce throttle as soon as the main gear is on the ground.. Aero-braking is very effective in the MiG. I usually go to idle as soon as I have the main gear on the ground and keep the nose gear up for as long as possible. I'll post a track later. Edit: I attached two tracks flying RSBN and PRMG assisted approaches and landings (flying mostly visual though) starting south east of Maykop. Added light crosswind (~4m/s from the east) and a little turbulence (15m/s*0.1) to make it more interesting. If you only watch one track then I recommend the second one. I pretty much nailed my approach (glideslope&speed) MiG-21_landingdemo1.trk MiG-21_landingdemo2.trk

First off, I don't have any experience dogfighting in the F-86 or the MiG-15 but at least with WWII aircraft the AI's ability to retain energy is very much dependent on their skill level so that might have something to do with what we're seeing in this video. Just a guess, but it might be worth testing it.

I only need diff. brakes when I land with the tail wheel unlocked (and then I use them very carefully). Yes, I need rudder to compensate but without crosswind I usually don't use differential braking for that unless I make a mistake on the approach or want to stop quickly. It's way easier to tap the brakes individually than together :dunno: Anyway this thread is about take off in the Bf 109^^

Not bad, especially considering that you don't have rudder pedals. With Pedals you have much better control though and it's easier to prevent the sideslip that's visible in your video. @Shagrat: Well you CAN land it without differential braking if you nail the approach and there isn't a strong crosswind, but yes, it's a lot easier with differential braking ;)

I usually start with +1. Just push the stick a bit forward once you reach ~90km/h. You will then continue the take off roll on your main gear for a few meters until the 109 leaves the ground. Just hold the stick slightly forward to fly level above the runway until you reach ~270km/h and start climbing (hold that speed until you're at altitude)

I never go above ~1.4ATA on take off and I usually stick to ~1.35ATA. It also helps to trim a little nose down.

BTW, you can easily prevent overspeeding at low altitude by flying at about 680°C EGT. Max speed at that temperature is around 1290-1295km/h indicated (at sealevel).

After a few months of flying the MiG-21Bis and piston engines I recently got back into the A-10 after I started building a combined arms mission for a small community: Rifle! Defensive: What a mean face: Winchester, Bingo Fuel and I got a bit too close to the AAA:

the key word is internal, i.e. a development build that we don't have access to. Edit: sniped :p

While I agree that 0/0 curves are something you should definitely look into (I fly without curves myself) I think a slight curve can make things a lot easier in the beginning or they might even be necessary if you have a joystick that isn't very precise. If you're more comfortable with curves, all power to you but personally I wouldn't want to fly with curves. I started out with a Logitech 3D Pro (or whatever it's called) and I couldn't fly straight without a hefty deadzone and a curve of 25/25. When I got my HOTAS WH I initially set it up with 20/20 curves but quickly reduced them to 0/0 and never looked back. It took me just a few hours of getting used to. I tried curves for the MiG-21 recently because someone said it was more realistic, but the reduced responsiveness around the centre really put me off. I quickly went back to 0/0 @OP: I would highly recommend to practise formation flying with a buddy before trying aerial refueling. If you can fly in close formation with someone else, you can probably get your tank filled without too much of a problem. I wrote this a while back: http://steamcommunity.com/sharedfiles/filedetails/?id=170423297 It may help a little but in the end it's only a lot of practice that will get you there.

Negative G kann die Bf109 nicht ab, da die Pumpen dann nur Luft ziehen. Im englischen Forum gibt es in den entsprechenden Threads Dokumente die das gut veranschaulichen IIRC hat die Kurfürst immer 1.8ATA zur Verfügung. MW-50 gibt dann nur den kleinen boost. Ich meine allerdings irgendwo im Bf109 Unterforum gelesen zu haben, dass man die K4 mit B4 Treibstoff ohne den Kühleffekt des MW-50 nicht auf 1.8ATA fliegen konnte ohne Gefahr zu laufen in kürzester Zeit ernste Schäden am Motor zu verursachen. Wenn ich da Falsch liege bitte korrigieren. Ich gehe eigentlich nie an die manuelle Blattverstellung außer manchmal bei Landungen um das Flugzeug schneller abzubremsen.

Highways Villages + DTAC Terrain, PeterPHDR & SweetFX & Mustangs Clouds Here are some more: I changed to Highways Villages + Low and Slow Terrain after I took these. Looks better with SweetFX than DTAC Terrain.

Hast du mal ein Repair durchgeführt? Nach dem letzten Patch musste ich nur einmal DCS Repair durchführen und abgeshen von dem eingesunkenen Hauptfahrwerk war dann wieder alles in Ordnung (falsche entry.lua). Das mit der neuen Aktivierung betrifft btw nicht alle Keys! Die entry.lua kann man auch korrigieren: Einfach die entry.lua (DCS World\mods\aircraft\MiG-21Bis) mit Notepad++ öffnen und den auskommentierten dofile Befehl in Zeile 81 aktivieren und Zeile 82 (suspension.lua) löschen. So sieht die korrigierte entry.lua aus: http://forums.eagle.ru/showpost.php?p=2333838&postcount=7

AFAIK you don't need to edit anything. I switched to the russian cockpit a couple of weeks ago and never touched the Hint_localizer.lua. My tooltips are still in english.

Easy fix: http://forums.eagle.ru/showthread.php?p=2333600#post2333600

Multiplayer formation flying:

Sisters:

Yes, I did look at your Screenshot and it's a bit puzzling because if it indeed shows TAS something is definitely not right! The TAS in the A-10C is what I would expect under those conditions (about 900ft, wind coming from the back at around 4-5m/s (not exactly sure what I put there), 220kn IAS, 234GS (according to TAD) so yes, 226TAS sounds about right. If I fly with the wind, the number in the F2 view goes UP, not DOWN. Exactly what I would expect if it would show GS but the opposite of what I expect if it's TAS. I fly with wind in my Missions so when I go into F2 I notice these things. This is from memory and I probably wasn't flying exactly with and into the wind but it shows a pattern: In the MiG at M2.05, 10000m (~33000ft) flying into the wind with wind at 14m/s at 8000m it shows ~1164kn while the TAS in the MiG Cockpit shows ~2200km/h. 2200km/h is about 1187kn. Now, if the wind is coming from the back, the fastest I've noticed was around 1210kn which I do not expect at all if it's TAS. So I guess what we can take from it is, that at least with wind, F2 is not showing correctly (if it is TAS which your screenshot suggests). I'll look into it some more tomorrow.

Then explain to me how that can be when in the aircraft that have instruments that show TAS it is often very different compared to F2 and in the A-10C GS is always off by 2kn compared to F2 no matter what? Did you even bother to look at the pics I posted? Same in the MiG-21. If I fly into the Wind TAS is higher than what is shown in F2, if I fly with the wind it's lower. So yep, I'd say it's GS Or F2 doesn't correct for wind?