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Everything posted by Derbysieger
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Since when can we not go over Mach 2? 1220kn IAS is well over Mach 3 at 35000ft and I don't know of an aircraft that can go Mach 2 at sea level. I have taken the MiG up to Mach 2.05 a lot of times
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Could you explain the reasoning behind this? I guess you could try to launch and hope the seeker finds the target if it's roughly in the direction of the missile's seeker but to me it seems more like a waste of missiles.
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Why would you touch that switch if you're not carrying bombs? Edit: From the manual: I highlighted the relevant part in red ;)
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Without crosswind you don't even need brakes to keep her straight. As with the other WWII birds the most important thing is to keep the wings level and land without side slip. Keep the ball centered! This is the most important thing. If you manage that it'll be much easier to control the aircraft. I have done a lot of landings without even touching the brakes until taxiing off the runway. These runways are build for jets, not light WWII fighters. You have all the time in the world to set the aircraft down, you can be 3/4ths down the runway and you'll still have enough room for a secure landing.
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It wasn't meant as an attack on you or your procedure ;) Sorry if it appeared that way. That 'No, just no.' only was my spontaneous reaction when I read +2 trim... To add to that I will not instantly put it to -2 to -3. Since I mostly fly an overhead pattern for my landings I usually trim a little nose up when I put my gear down to keep the altitude (countering the nose down effect when I lower my gear) and then trim more and more nose up as I lose speed, especially in the final turn to keep the descent rate stable
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Let me explain what I don't understand about this. If you trim nose down during the approach you will need a lot of back pressure on the stick to keep the descent rate at something reasonable for a clean landing approach. Don't get me wrong I do like to keep a bit of back pressure on the stick during the approach but even in neutral trim it is too much for me to be comfortable. If I trim nose up for the final approach I can leave the stick almost centered with only a little bit of back pressure, flare above the runway by pulling back a notch to get the aircraft in to a 3 point attitude and let it settle on the runway. Once wheels are on the ground I pull full back to put pressure on the tail wheel which helps keeping a straight line. If I do the approach correctly I never need to push the stick forward. I always have it either in neutral during the final turn or slightly back as my speed drops. And this is with trim between -2 and -3. A nose heavy trim seems very counter intuitive to me. Before the patch you needed to push the stick forward, even with nose heavy trim but this is no longer the case. If it works for you okay, but it's certainly odd.
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If this was before the patch I would agree to trimming it at least slightly nose heavy but since the aircraft is behaving correctly now with the gear down it will just require you to pull back on the stick more than necessary. I don't look at the trim indicator tbh I just trim nose up until it feels right after I put the gear down (only very slight corrections close to the centre position of my stick to stay on the glide slope) but when I check after landing it usually turns out to be between -2 and -3.
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No, just no. Since they patched the FM, the aircraft is very nose heavy as is once the gear comes down. I tend to trim it to -2 or -3 once my gear is down because I don't like to pull back on the stick that hard during the approach. -3 Trim is exactly what the manual states for landing configuration (flaps down, gear down) and it works very well.
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Very true but it's still fun and not too hard if you've been flying all the WWII modules for a long time. I started with the P-51 in 2012. The Fw 190 was a real challenge when it came out that took some getting used to but after flying it for 4 months the Bf 109 wasn't hard to adapt to. I think take off is easier in it than in the Fw 190 btw.
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If you're good you can make it look as easy as this in DCS. Just remember that you have absolutely no feedback about the movement of the aircraft like you would in real life. You rely entirely on visual and audio feedback however you will build muscle memory and at some point it will click. I can take off and land the bf 109 just fine. And some of my landings are very smooth like in this video. I still mess up the occasional landing, most times because I try to force her down when I know I shouldn't - something a real pilot wouldn't do.
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Look up your key bindings for Engine RPM INCREASE and Engine RPM DECREASE. I put it on the Boat Switch on my WH HOTAS. For take off you can use manual prop pitch at the 12 o'clock position to reduce the torque effect on take off and switch back to automatic once in the air (I don't usually bother with it because I can manage the torque just fine) You can also use it to slow down the aircraft for landing. The Bf 109 is a very good glider and even in idle it likes to stay above 400km/h, especially during descent.
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I usually make an overhead break to lose speed or use manual prop pitch at 12:00 position because the 109 just doesn't want to slow down. My usual procedure: Initial approach at ~500km/h, 300m, 1.2ATA After about 1/3 of the runway throttle to idle and left hand break Gear down at 350km/h Trim 2-3 nose up Turn final and start descending once the runway threshold appears behind the left wing. Flaps down at 250km/h (just before the turn or during the turn) Glide all the way down, flare, touchdown around 150-160km/h Stick all the way back to put pressure on the tail wheel Keep her straight using rudder and if necessary brakes Edit: if necessary you can add a little bit of power during the final turn to keep the speed at about 200km/h but it's usually not necessary
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The Batumi 2013 course is still my favourite. For some reason I'm much faster in the Kurfürst than in the TF-51D but that might have to do with me not having set my controls properly for that aircraft. I'm in the ~2:49min regime in the Kurfürst after 4 runs and 3:00ish for the TF-51D Mustang. I remember flying times around 2:47min in the P-51D Mustang last year so I think it's the controls that keep me from reaching that in the TF-51. Will have to revisit the server tomorrow.
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Nice save with the bent undercarriage ;) My attempt: https://www.dropbox.com/s/6u7spwvm8fi1qyu/Bf109K_grass_landing.trk?dl=0
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I think it would be best to post a track so we can see what you're doing
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Like jcomm, I don't experience anything like this. I flew 800ish kph indicated in a steep dive last night and pulled out no problem with minimal stick movement. I use the standard linear axis profile with the WH HOTAS stick. Try to do a repair of your DCS World installation (standalone) or run the file integrity check (steam).
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Very nice Small nitpick: It's Schwarm, not Schwarme. Schwarme is a small village in Lower Saxony ;) Landing in Nalchik:
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Thank you for doing this and congratulation to the three winners! Happy Holidays everyone ;)
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Is it just me or is Dora's rudder now more effective?
Derbysieger replied to Pilum's topic in DCS: Fw 190 D-9 Dora
You will also be a bit slower with the cowl flaps open and use an excessive amount of fuel. If our engine is warmed up properly you won't need manual control at all unless you're putting the engine through extreme stress. I ran some tests a few months back at various power settings up to 3000RPM around 20000-25000ft with the cowl flaps completely open, closed and some settings in between. The difference between completely open and closed was up to 40knots faster (ground speed) when they were closed IIRC. I did not test emergency power (3250RPM) and MW-50 though. There is no way the tests were completely accurate but they did show clear differences. I also had problems keeping the engine warm with the cowl flaps open so that might be another explanation for the differences (keep in mind I was at 6 to 8km ASL). It's good practice to reduce power once your gear and flaps are up. I usually use 2800-3000RPM for the climb and throttle back to 2200-2400RPM at altitude. For dogfights I run between 2800-3000RPM. 3250RPM only if I need additional power (+MW50 to cool the engine and below 6000m even more power). -
I want a Hawk
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Happy Holidays, Derby
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What is always good to remember that the energy you lose by turning that hard is difficult to build up again. There are situations where I pull quite hard (6-7G) but they are far and few between. In all the dogfights I have flown since the hotfix came out I was not able to break my wing! Only when I deliberately pull a lot of Gs and then roll the aircraft my wings will break. I think you will get much better results if you fly aggressive but deliberate instead of pulling this hard and throwing the aircraft around. It's not a modern fighter. You don't need to pull that hard to out-turn the P-51D anyway. Example:
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I'm pretty sure that's wrong. Just watch the MW-50 pressure gauge. With the MW-50 switch to the left it won't show any pressure with full throttle, switch it to the right and you will see the needle jump (at full throttle). If you do a ramp start it will be off.
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Your best 109 replays - Post them here!
Derbysieger replied to Charly_Owl's topic in DCS: Bf 109 K-4 Kurfürst
Some fun with the Mk 108: -
Awesome! Thanks for sharing shagrat & Yo-Yo ;)