xxJohnxx

I had the Saitek Pro paddals. About a year ago I switched to the MFG Crosswinds. I love them. They have great bearings which allows fine and smooth controll. You can adjust a lot of stuff, like brake paddal force, brake paddal angle, recentering force and even whole recentering profiles, which change how big the centering force is over the range of defflection. They are pricy, the wait time is long, but they are probably the best paddals out there and they are definatelly recommended.

R-3R.

Actually thinking about it, some users where experiencing jittering of the 'friction' slider axis whenever the LED backlight wasn't set to full brightness. This might be related to that. A thing that came to my mind where voltage drops that might be caused by applying PWM signals to the LEDs. If they don't have enough capacitvy to even out the LED supply current, it might cause voltage drop on the supply lines. This might cause flickering and upset the potentiometer value messuring of the 'friction' slider, while it would not necessarly affect the Microcontroller because that sure has a good dimensionised cap. Who knows.

Yes, PWM is not equal PWM might probably be a key factor here. There are different type of PWM possibilities for Microcontrollers nowadays. Some of them allow "hardware supported" PWM on some of their I/O pins, where you basically tell the PWM-Hardware: "Illuminate at a duty cycle of xx%". That PWM-Hardware then will drive it's output independently from the main processor of the Microcontroller. However, hardware-PWM might only be available to a couple of your I/O pins, or on some micro-controller types it might not be available at all. If that's the case you normally still can achieve PWM, by using so-called "software" PWM. In this case their is no dedicated PWM-hardware available, but instead a custom PWM-code (managing duty cycles) is built into the main code. Therefore the PWM is done by the main processor and not dedicated hardware. This might (not saying this is the definite case here), depending on processor load, lead to short brakes in the PWM-code being run, because the main processor might be doing other stuff. Or it might could be a completely different problem. I will probably have a look at the internals of the throttle at the weekend and probe around a bit. Kinda interested on what's going on there :D

As part of a project I did a couple of hours of laboratory tests on dimming LEDs by using PWM (Puls Width Modulation). The results themselves showed that normally the duty cycle (how long it will be on and off within one frequency swing) would normally not affect visible flickering. However, visible flickering would occur at a frequency of about 48Hz (the human eye can recognize 24 pictures a second, therefore 48Hz is just about cutting it on not flickering). At about 50Hz it is not noticeable directly anymore. You might have been able to recognize the flickering in the peripheral vision (as you could with monitors that where running at less than 72Hz (=24Hzx3; 24Hz for every colour)) at that frequency. However, I highly doubt that the microcontroller used within the Warthog runs PWM at that low frequency. Normally microcontrollers run the PWM in the kHz range, which should not allow visible flickering to be seen at any duty cycle (=brightness). EDIT: Beaten to it by another EE student! ;)

Thanks for your responses about the paint programs. I will probably give Gimp a try, and maybe also CS3.

I realized that some time ago. They said that they will have a look at it: -click-

First thing you want to make sure is your weight is low. This means no external payload and max 700L of fuel, or if you have two AA missiles onboard max 500L with fuel. This is a key point for flying the approach. If you are heavier than that you will need even more power to fly the approach. I normally start the initial approach at 600km/h. When extending the first notch of flaps I will slow down to about 450km/h at which I will extend the landing gear. Once that's out, I will extend the landing flaps. After that I will slow down to about 360km/h. Which I will maintain to a couple hundred meters out. I am trying to fly over the threshold at about 340km/h. The power setting will be quit high at that point (about 80-90%). After starting a gentle flare I will reduce power to about 50% and wait for the wheels to settle down. Reducing the power further than that will lead to the SPS system turning off, which will cause a loss of lift. Generally the SPS system will take a lot of engine power during approach, which might be a cause for the necessary high power setting during approach. Hope that was of some help.

That's probably not helping, because the problem is a bit different. I think he was talking about the problem that when you are flying at 200m, you have a very hard time to lock a target at 700m altitude.

Yes, they do give you the current air pressure to dial in. In fields without ATC it is a bit diffrent. When you take-off from there you just move the pressure setting until the altimeter indication matches the field elevation. When you arrive there you will use nearby ATIS briefings or maybe ask Flight Information about the current air pressure for your destination.

Ich verwende diese Limitation auch. Ich denke der Grund für das Problem an sich ist, dass wenn du deine Frames nicht limitierst (oder auf 120 default hast), dein PC versucht so schnell wie möglich zu arbeiten. Dies führt halt dazu dass es dann irgendwo zu einer Engstelle kommt -> Bildruckler Wenn du deine Frames auf 30 limiterst, dann hat dein PC Reserven -> Keine Bildruckler

Damn it. Have to read that stuff more carefully... Sorry!

As said before, tracks of the problem sure would be helpful.

Since the last patch the steering has been made realistic. You have to apply the wheel brakes, and then use the rudder paddles to turn.

Very nice work indeed! I wouldn't have the concentration nor the skill for such an amazing work! The finish is really impressive as well. :thumbup: Thanks for sharing!

I think these are maintanance switches used to calibrate the RSBN system. Not sure how far that is simulated though

Danke für die tolle Checkliste. Was eventuell für eine Version 2.0 noch interessant sein könnte, wären die Notfallverfahren. Könnte durchaus hilfreich sein wenn man schnell die Lösung für so manches Problem zur Hand hätte. ;)

Ja, es ist möglich schnell zu sinken wenn man mit mehr als 25-30 km/h vorwärts fliegt. Jedoch eine Geschwindigkeit von <25km/h und ein schneller Sinkflug ist nicht möglich. Es kommt, wie schon von Sobek geschrieben, zum VRS. In echt schaut das Ganze so aus:

Yes it should. Say you are at 100m altitude and the air pressure at sea level is 750mmHg. If you set 750mmHg on the altimeter, it will show 100m. If you set 760mmHg on the altimeter, it will notice that the outside pressure is 750mmHg, less than 760mmHg, therefore showing a higher altitude.

Which software are you using for your skin-making? I wanted to give the skin-making a try for a long time now, but I am always put off by the high prices for Photoshop. Neither (in a not very extensive search though) could I find any free alternatives that would allow me editing skins. Any recommendations?

Hmm, I should start reading a sentence to end before starting to type an answer... Sorry for that ;)

While triangulation might be useful for the ARK, you probably don't need to perform it for the RSBN, as it gives you a bearing and a distance. With a ruler you can easily plot your position onto a map with just one RSBN station used as reference.

Maybe system wise if they have an similar equipped BIS as well. Howver, I highly doubt that you can land this aircraft just by trying in the simulation. Not because there is anything wrong with the simulation, but there is alot more to it. From controlls that feel diffrent to enviormental factors like wind there is alot you just have to experience and learn how to handle in the real aircraft. That is if they can even get one of those birds to fly...

Another thing they use the alcohol for is de-icing the wind shield. Seems like they designed the plane around not having to use any air from the turbine. The only thing relying on the engine bleed air is the SPS/BLC system. Maybe given the relatively weak and simplistic engine they only had enough engine bleed air available for that. De-icing and cooling is done with alcohol, brakes, brake-chute and other things are done by compressed air stored in bottles.

I use a mix of both. For example, when taxiing onto the runway I flick the landing gear safety switch up. Done, I won't have to worry about that for the reminder of the flight anymore. In the same moment I also turn on the landing lights. After lift-off, I raise the gear by using a 2-position switch on the Warthog. (Could also use a key bind for that). Once reaching a safe altitude I star an after take-off checklist/procedure. This is not very urgent, I don't have to do it at 50m AGL just after I retracted the gear. I do it when I have time for it. During the after take-off procedure it takes two seconds to turn the landing-lights off and put the gear lever into neutral. Easily doable with the mouse. During landing, a couple of kilometres out I use the same 2-position switch (which I used to retract the gear earlier on) to extend the gear. No problem at all there. I don't really see why you need any simplifying for this. This is one of the things flying is about in my eyes. The airlines call it CRM (Crew Resource Management). It is unimportant if you are alone in the cockpit of the MiG-21 or having a 4 man crew in an Mi-26, do the tasks you need to do when you can do them. Most of the things can wait a minute or two.