VIMANAMAN

Thanks Guys, I'm not sure what it is that I've seen mentioned then!?! - it must be the in-game refuelling window I guess? I knew I should have explored it when I saw it! Haven't done any on-field refuelling yet. All I want to do is set a precise amount in the fuselage tank - I'll use trial and error! Maths would do it, but maths is not my first language:) Thanks anyway Gentlemen.

P51 GUI fuel tank management screen?? Hi All, Am I right in thinking that something like the above exists? I'm sure I've seen it mentioned here in passing, but have looked back through posts, but 'needle in haystack' springsd to mind. Also checked the GUI, options, key assignments, and still no dice - anyone?:helpsmilie:

Yeah there's limited head animation (very limited) but I was forgetting that, but it would be a really cool detail if the pilot's head was able to track more faithfully - but like i said nice to have and far from need to have...

Hi Hoot I've been doing some long climbing test flights to see how this complex engine management hangs together. First thing and as you're doing already is very shortly after take off (procedure is at 500AGL) reduce RPM to 2700 AND also the MP down to at or below 46' - I've been taking off with both the manual radiator switches to fully open (just B4 T/O) - there was talk of a wee bug which inhibited auto radiators unless cycled first(?) Anyway - I don't find the auto feature responsive enough at the mo so use manual settings at the moment anyway. Be aware that you need to hold those manual radiator switches down for the duration of operation i.e. about 10-15 seconds from closed to open (depending on which switch). This caught me out to start with. I usually initially climb at about 40' MP but I'm practising with a very heavily laden pony & I'm also being very cautious. As Echo says if you climb at lower than 170IAS then this has a very strong and practically immediate effect on cooling airflow through the radiators and is unsustainable for any length of time.

Having said I've not tweaked files B4... if anyone was to give me a clue as too which files to playwith (plus any safe guard advice) I'll have a go :D Always up for a challenge!! Thanks V

Yeah I see nothing in tacks that follow actual view position - it's the sort of detail that would really bring tracks to life!! I'm afraid I don't have the experience to edit files :( I'm gonna have to leave this thought with you more experienced guys. But Like I say it could be a small detail that could make a reasonably large difference with tracks / vids, etc. If the pilot was 'busy' and alive all the time?

The thing that brought it to mind was I just reviewing some fraps capture after taxiing to the ramp and the pilot just stares straight ahead - when in reality I was eyes (and head) all over the cockpit and eyes outside visually checking flap postion etc. and nowt movement from our animated friend? Maybe it very limited at the moment to perhaps 4 positions (for flight?) and could be extended to perhaps 36 or 64 different views (numbers chosen almost at random) to make it include looking down into the pit (& pit left / right) - like I said a nice to have not a need to have - cheers guys.

Not a priority by any means!! But would be uber cool from a video makers perspective if the pilot animation was synchronized to either head tracking software / snap view selection - i.e. the pilot looked into the cockpit / at the bogey in a fight / at the runway on approach etc. - that would really bring to life this tiny aspect of the sim. But Like i said nothing like important - just a suggestion to enhance realism in what seems a simple way - (but what is probably, in reality horribly complex:))

Hi Mikael, Yeah that's pretty much how I remember the introduction of the DCS P51D - a very talented and passionate member of the DCS Team. Thanks whoever you are by the way! :thumbup: Yeah 'modern' jets and copters are truly awe inspiring in their capabilities; both in terms of flt envelope and weapons capability - I couldn't believe how much 'stand off' some of these systems offered before I played DCS - and equally how some of the SAM systems work, and keep up with the evolution, so to speak. The KA50 and the A10C are truly educational and amazingly in depth simulations - I can't praise them enough! There's nothing like dropping a LGB from 20K and watching it hit the precise vehicle you selected 20 minutes earlier, and without even getting fired at! BUT! and you knew there was a but coming right? I enjoy enormously (Like a lot of the folks round here I think), NOT having autopilot, SHVAL / TGP, CCRP / CCIP, AOA / ILS etc. etc. I find it enormously rewarding to 'fly' the guns and bombs on the mission, and deliver them to the target 'by eye' - through practise, procedure & judgement - carving the most efficient arcs in the sky to get in and out of harms way ASAP, (all whilst managing a sensitive engine:)) I'm still learning don't get me wrong. I think the WWII (/ Korea) wish lists are here to stay, so don't get 'a little tired' by them, watch this space, or tune to another frequency: I'm sure developments are coming. Put me down for FW190 and B24:) Best wishes Mikael V

Hey Bill, Blimey mate, your into territory I've not tried even straight and level yet, let alone in a steep dive:) Must try WEP - I've been trying to work out the basics first Straight and level. Sounds like your having a blast tho! This bird's fun to learn no matter what way you go about it! It's going to be very difficult to work out what the problem might be when it occurs either as a result of, or at least during a dive - there are so many dynamic effects on cooling, airflow, pressure etc. Only a suggestion but 'blow it' in straight and level, then you'll at least be able to narrow it down. Like I said I've not cooked it yet but keep having problems with 'over-boost' - I'm sure I'll cook it once I start trying WEP. Keep us posted on the progress. S! V

Just a thought Jcomm - why not test fly it and let us know - it would be interesting for many. Set yourself up level / stable etc. trimmed to 'perfection', and open the canopy - like I said just a thought. Rgds V

Hi Bill, I've been trying some long range stuff as well - to test what the motor does - am building up to a max range test at some point :D i.e. if I get a spare day :) Can you summarise your experience of motor control / problem in your trk when you've get a mo - forgive me but watching a 1 hr track is not to appealing - don't worry if you don't have time. I've found the engine control a fun challenge but feels like a few tweaks are needed tho, but excellent stuff nonetheless - thanks as always ED! I've run Full mil power for 13 mins without incident - must test more - but very encouraging - was worried it was going to be a chocolate engine:) The long range jobs are from Viziani to whatever the most NW base is, with full int / ext tanks - starting the short way and am working on the long way:) I've found that general temp control works fine but I needed to level off at 10-15K ft as I use up the ext tanks (otherwise over heat), then I can climb at 1k FPM until 25k (where I'm sticking at the mo until more short range tests...). The auto duct controls seem not quite as responsive / sensitive as I would like, so use manual control mostly (didn't realise you need to hold those switches down for 10-15 secs to fully cycle). Yeah I know RTFM!! But in short can keep the engine below the red line no problem. The thing that keeps bringing me down (literally) is the 'overboost' issue - you decrease the prop speed / increase prop AOA as you get higher, but at the same time you need to keep MP as high as pos at height (relatively speaking) - and then without warning no engine. The problem is I have no frame of reference to judge what is too much MP V RPM, and what is safe - are there tables or should there be vibrations / noises before hand? Anyone? Anyways hope you get a chance to summarise your engine seize cause - no worries if not.

Yes Sobek, speed is not the issue, I correct myself, you're right I think. When I say faster for MGs I think it's an optical thing - 'Too slowly' is simply a production of the fact that they appear 'too big' - we all know they're 50cal rounds but the problem I think is they're too big i.e. seemingly too close, for too long - If you follow me.

That made me laugh! I was following the 'tracers' bug thread earlier. Although having said that I can still see Yo-Yo's point - I think it's just a touch too exaggerated at the moment - they look a bit more like canon shells - appearing too big and slow IMO. A very occasional, very short flash of 'bright streak' too fast to follow as they depart the middle ground and then small points of bright yellow is what I see in guncam - in fact often imperceivable at times. 'Seen much combat? Well I've seen a little on TV' :) An, as close as possible, approximation of reality is all we can achieve with any combat sim, as I'm sure we'd all agree - Sometimes things can get a little pedantic around here:) A less 'exaggerated' version of what we have now would be close to what I see in guncam footage IMO (and faster for MGs).

I wish then - that ED would incorporate it as a 'dummy' object, the same as smoke! It would be then as good as a chimney only easier to reference! A windsock is a 'basic' at any aerodrome! What happens with chimney smoke in dynamic weather I wonder? I'll check that out!?

Nice vid Toad, Like it! Some good flying, rocketry and shooting - and a nice landing to boot - good stuff! Keep it going. Nice one.

That's a good idea Tailgate - I had these issues with IL2 back in the day, and resorted to 'live fraps' as the only solution - laborious but the only way to guarantee fidelity then. I was extremely & pleasantly surprised when the DCS-51D beta tracks appeared to have excellent fidelity in my experience - haven't spotted a single problem yet - and I keep a lot of tracks. For me track fidelity is a BIG issue - not a show stopper - DCS P51D is far too good for that! But still a big issue. It was this problem principally, while I was along way into learning the DCS Hog systems that made me go try COD (big mistake). Must give the amazing Shark another go one day, ho hum! Watching the track after a successful flight is awesome, think it was Falcon 4 (?) when I first experienced this genius idea by software devs! You can really learn from tracks, not to mention just be entertained by them. It's disappointing to hear people are have track problems with the Final release. Can anyone advise on how you can run two versions from one machine and have the option as to which one you use? Is this possible even?

Nice one again TX Ecodragon! As always - some VERY useful stuff here again Dragon TY - I had pushed my luck / lack of technique and correct procedure to the limits with my self imposed practise strong Xwind exercise! With a slightly silly 24.5mph xwind and 2.5m/s turb, I could get up and down again, but only a little over half the time (occasionally with some style but luck had a big hand in it when this was the case). This I took as a good indicator I was doing something wrong ! :) I think the manual also kind of mislead me a bit, it seems to state wheelers were the way to go for strong Xwinds? but I'm a stubborn type so have preserved. As per your advice, doing 3 pointers, maxing the ailerons to wind, and dito the tail to the deck when rolling makes for a much more stable platform! Simply making that change meant I wasn't doing 'carrier landings' anymore! :) And overnight so to speak, I stopped breaking airplanes (most of the time anyway). Speaking of breaking air planes - read as braking - I also don't need to use the brakes for anything other than (light) braking at the end of the roll, and in a straight line, which I now understand is a good thing:) Re Trim - I'd forgotten what a difference properly trimming the elevator can have! As with all high performance taildraggers (from my sim experience only anyway:()the rudder dominates everything, trimming the rudder is essential! As a consequence I've neglected the finer points of elevator trim (unless in level cruise obviously). Holy cow! Trimming the elevator on final has made a massive difference - after extending the final some what - it's made a significant decrease in workload! It's like VNAV auto pilot now (relatively speaking:))! I'd really forgotten about this! Re Power control for final and touchdown and relating this to proper trim on approach - :) Yep that makes sense to me to - now elevator trim is remembered - although I'm sure It'll be a while before I get it right anything like frequently. Echo has suggested 'dead sticking' a couple of times, thx Echo. Until I fully reintroduced myself to my elevator trim tabs following Dragons' last post I didn't really see the advantage of trying that, as I was having problems enough with the Xwind, which was the immediate problem - but sounds like an excellent piloting challenge, and a good skills building exercise. But something to practise initially in a fair weather flight, for me anyway, thanks both! Re Peripheral vision - On T/O roll I was focsing on the junction of the dash and the right hand edge of the RWY - which was OK - but what you suggest gives a much better general sense of alignment and corrections needed - top tip! I will use this, thx. Sorted out my T/O transitions - I was letting the air plane fly me not the other way around - now I hold her down until close to 150mph then positively depart terra firma - with a slightly exaggerated (unintended) swing around my upwind wheel :) And Sorted out my Touchdowns which were OK but I started bouncing toward the end of previous progress vid - 3 pointer bounce? Duh! don't go so fast! So now I'm not :) I've had a few days off from work... when I've had an hour here and there (still only had 3 ish hrs to practise overall :() I've applied and tried to polish these further points - and have made further 'step changes' with making reliable strong Xwind circuits. Still more practise needed... Thanks again Dragon and everyone else that's helped here. Enclosed a boring circuit vid but as you'll hopefully agree all the elements are there now - but further finesse needed :thumbup: PS Sorry to hear your place got done over, hope it's as straight forward as pos sorting that! PPS _ I'm all 1.2 still - didn't want to update in the middle of stuff - will mark all posts & update shortly.

Finally got it! Still needs some work, especially T/O - bringing the stick from fully right and hard back to exactly where you need it, exactly when you need it, is taking some practise. And Lndg I'm still not fully straight some of the time, and still mis-judging my height at touch down. But I'm not braking Mustangs anymore:) Big thanks to everyone that helped! (Very boring vid) Was trying to workout where I got the idea wheel landings were the only way to go with xwinds... It's page 133 of the manual - I'm not a real life pilot like a lot of you guys so this kind of mislead me - did I misunderstand this? Anyway it's all good now, needs some polish but I've really learnt some stuff here! - thx again! Right I'm off to blow some shit up! If I can remember how to fly in a straight line:) EDIT: All of this is 1.2 vintage if the manual has changed then great! And ignore above.

Hi Sam777777 - I started at 7, then 9 and have settled on 11m/s - which I make about 24.5mph - a bit fast but didn't know the limits when I started - I understand 13m/s is the limit for landing. (I was having some success so I stuck at it) I've made heaps of progress (thx mainly to everyone that's contributed to this thread) and now I think I've got it reasonably reliably. Thanks JimMack - it was the second hint that finally made the difference :thumbup: (and everybody else's advice obviously) - big xwind = 3 pointers!

Nice one TX Ecodragon very informative, TY! Very clear demonstration vid as well - excellent detail on the ailerons into wind procedure for T/O and Lndg rolls - learnt something there. From this thread and with a bit of experience I'm now pretty clear on correct approach procedure - partial flaps, a touch of extra speed, offset the nose to maintain and track the extended centreline. Approaching the flare, apply balanced opposite rudder and aileron, to bring the nose and the centre line track together i.e. point it down the centre line, and this lowers the upwind wing. Flare touching down the upwind wheel first, and keep it there with increasing aileron pressure as you slow. With recent practise, execution of this is reasonably straightforward, but it's good to now know precisely what I trying to do, and that this is correct! Touchdown and landing roll are where it can all go horribly wrong for me still - Seems to be some debate on what's best with 3pt v wheel landings, but I guess that's because there's no absolute right or wrong? I will try 3 pointers again, exactly as you describe, pinning the tail to the deck, with increasing windward aileron. A shot of power if I'm on the rudder stops and it's getting away from me. And thinking about it, it'll be an advantage simply going considerably slower! Lower forces and all that. With a wheeler it is good to see the centre line at the flare, helps make sure you're lined up properly. But the transition from tailwheel fully off to being fully on, is as you say a directional nightmare. I'll keep trying these as well, pinning down the tail once it's touched down, and dito a shot of power when it gets away from me, and see if that helps also. Re brakes - my intuition does indeed say leave them alone (until fully settled), but they are frequently saving the day at the mo! I'll try and stay off them. I'm probably over / under controlling the nose and creating my own problems, the rudder sweet spot is tiny and moving :). More finesse required! Speaking of power control at touchdown can anyone confirm... 3 pointer = chop to idle at or just before touchdown? Wheel = ease it back slowly only AFTER touchdown? I guess this must be right? I think this is what I'm doing at the mo. I'll try 3 pointers exactly as you suggest and also keep practising some wheels and see what works best for me out of all of the above. Any further pearls from anyone, most welcomed. TY Dragon and all.

Here's my range of outcomes with a decent xwind - it's very variable - more practise required... This is the 'middle 3' of 8 circuits I did during one of many practise sessions - 8 is the most circuits I've managed with this weather setting without pranging before. I was knackered after 8 circuits, and for the first time in my self imposed practise program I left the runway with an unbroken Mustang. I (now) really do think excessive bounce is controllable / avoidable but very very hard to get right? (in 1.2) I can't remember if it says or not - weather was 11m/s 090 to rwy hdg, turb 2.5m/s - not beyond limits.

Nice Yo-Yo, The first one is a thing of beautiful. The second one uses the special technique I still practise regularly:) Excuse no.1 'a deer ran across the runway. Honestly. Did no one see it?'