ZaltysZ
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Posts posted by ZaltysZ
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Get 64 bit dependency walker: http://www.dependencywalker.com/
Open dcs.exe with it check list of DLLs it depends on. There is a CPU column in middle section, and it should say x64 in every row. If not, you will likely have misplaced 32 bit DLL - such things happen with some old/bugged (not DCS) installers. Also, it will show if you have any missing dependencies (some of them, like API-whatever can be safely ignored though). Work from there.
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If the 109 was so vastly superior, then why do I see interview after interview, read account after account, and documentary after documentary saying that the 109 was outclassed, and out maneuvered by the P51?
The problem with your question, documentaries (or TV shows) and interviews is that 109 is presented like it had belonged to very "narrow" series. It had not.
109 series was very broad, spanning over whole WWII and a bit more. There were great performance differences not only between variants, but even between subvariants or even between field modifications (Rüstsätze). BF109G6 in antibomber role was nowhere as scary as clean BF109K4 performance wise, and P51s could meet them both in 1944, that is why all the tales about P51 out performing BF109 must be taken with grain of salt, especially if BF109 is so vaguely described as just 1-oh-9.
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Overboost? Low rpm + high boost is bad for engine and normally automatics tries to prevent that by adjusting prop pitch when you operate the throttle. However, prop pitch change is kinda slow on BF, so in certain situations automatics can't follow you fast enough.
I.e. if you do a long dive, pick speed up, prop pitch will be adjusted to coarse to load engine and keep it below redline. If you dive with reduced throttle, automatics will try to achieve even coarser pitch and reduced rpm. The problem arises when you bleed energy after such dive quicker when prop pitch can be adjusted. Suddenly engine becomes overloaded, its rpm drop, you firewall the throttle, boost rises, but engine still struggles rpm wise, because prop pitch is still way too coarse. Now you are heavily abusing the engine.
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I'm ... skeptical. I don't doubt that some pilots have trimmed their aircraft to beyond their control and crashed because of it. But if the trim tabs, as demonstrated, have a greater influence over the aircraft it would basically make the regular control surfaces obsolete.
In a steep dive once the aircraft has reach sufficient speed to make the airflow over the elevator so strong that the pilot cannot pull the stick at all, the only solution is to use the trim tab to slowly pull the aircraft out of the dive. Were the influence of the trim tabs the same as the elevator itself then, why have an elevator at all? A better solution would in that case be to invent a mechanism to control the trim tabs through the stick and be able to maintain full control over the aircraft in all situations with one less system to malfunction.
Also, the simple comparison between the surface areas of the trim tabs and the elevator tell me that both cannot have the same influence over the aircraft.
No. You sound like you think that trim tab is additional mini elevator. It is not. At least not in context of whole aircraft.
If you want to lower the nose through stick, you move your elevator down, however if you want to do the same through trim tab, you move the tab up. Why? Because it will move the elevator down. It is elevator which changes the attitude of nose, and trim tab just helps in changing the angle of elevator exploiting the leverage. Delete the elevator, and aircraft with trim tab only will be hardly controllable.
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Yet it is... like I said, press the S key before taking off and then when airborne accelerate to 1000 km/h and notice how little trim the aircraft needs during said acceleration as compared to when the S key hasnt been pushed.
The question obviously is: Why does the ingame Su-27 magically need significantly more trim with the stability system on than with it off.
It is by design of Sukhoi. Stability system "fakes" forces to give feedback to pilot.
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The problem with the DCS is you can't even fly a round loop with a starting speed of 600 kph.
You have to go easier on the stick at the top of the loop. Depending on trim, stick can even be neutral in pitch axis. Otherwise, if you push the plane to max through wide speed range, you will get non round loop as radius decreases with speed.
As soon as you pull the stick the plane start to loop and at a point you have no fine control anymore about the speed with how hard you pull the stick. You will lose extreme much energy.It would be easier if you made a video. Otherwise we will be speculating only on most likely reasons of your issues.
BF109 is supposed to be heavy on controls. As speed increases, elevator becomes heavier and heavier. I think at speed of 400km/h your virtual pilot can't event pull stick fully. That means, once you pull your stick over the strength limit for given speed, further input in that axis is ignored until you ease on the stick and go below that limit.
I think you initially pull too much, go way over that limit, and then don't see immediate difference by going easier on the stick, because your real stick still stays over the limit. Your easing is ignored until you ease enough to go below strength limit. Once your speed bleeds, forces on elevator decrease, and your virtual pilot becomes able to pull more and more closer to your real stick. At certain speed forces becomes light enough for virtual pilot to pull near critical AoA, and if your real stick is still held pulled more than that you will be moment before shaking starts.
Basically, you need to understand how control heaviness is modeled and adapt to it (learn not to pull over the strength limit of the pilot by using visual cues and/or IAS reading) or get FFB stick. Comparing to what red square (CTRL+ENTER) shows to your real stick position should be helpful too.
And for what again are those front flaps good if the plane becomes a bitch a 300 kph, a speed miles away from the stall speed?Concept of stall speed is more useful for landing. While doing maneuvers think about angle of attack. Wing stalls once you reach critical angle of attack, and you can do that at speeds higher than stall speed. Slats (front flaps) help with high angles of attack. If they were removed, you would be getting problems at lower angles of attack.
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Cars, people, animals etc. just the tip...
Civil traffic: cars, trucks, trains, buses have been in DCS for long time already. In fact, they were available even in DCS predecessors. Were they removed in 1.5?
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The trim tab is only a small section of the elevator, yet it appears to have more influence over pitch than the entire elevator surface. How can this be
Trim tab does not change pitch directly, however it affects the elevator by applying additional force to it. Because stick is connected directly to elevator, additional force is also applied to stick and its hands off position moves off center. At higher speeds this force can become so large, that pilot simply won't have enough strength to move the stick where he needs, if aircraft is trimmed too much in opposite direction.
Unless you have FFB stick, there is no intuitive way to feel this force. Simple spring loaded stick will still move full range while tricking you that same happens to elevator. It does not. Check stick in the cockpit or press CTRL+ENTER and check stick position in red square. In high speed flight with nose heavy trim, cockpit stick cannot be pulled much, despite your real stick is pulled fully.
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Can some of you show me (track please) how I fly with this fighter a nice looking loop or, even better, a cuban 8!?
If you don't mean "nice for an aerobatics competition", then maybe this would be good enough:
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So thats "cheat" as the 109 stiffness is reduced to not even beeing a factor as you can trim and fly with full focus on maneuvering and disregard the trimming wheel on its own as it is "automatically" turning itself. Get it?
How it is different in this regard right now? Most HOTAS have multiple HATS on throttle, so it is even possible not only trim while actively maneuvering, but even while operating the throttle. There is no "security" in this weird implementation too.
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this works with the DCS 109? how?
Probably not. Manufacturer describes it having 9 rotations, so its axis reports absolute position and not the turning rate. Basically you will need a turning rate reporting controller, if you want to trim current implementation of our K4 in not so mind hurting way.
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Is there a difference between FFB and non FFB? Does FFB stick want to rest off center by itself in same situation (same speed, trim, no curves)?
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smart scaling is exactly what it sounds like, it scales the object, if ED feels it would adversely effect radar in the game or something else, it makes sense that this is a poor old school option.
"Object" is too vague as it can be 3D model, physic engine object or combination of them. When people speak about smart scaling, they mean rendering of 3D model with applied scale factor.
The old school (and accepted) way is to make physics engine influence the graphics engine and not vice versa, so something like visual representation affecting radar is so weird, that I am even inclined to write it off as miscommunication.
However, there are more than enough graphical problems related to smart scaling and those make it a no go in visually detailed environment. I.e. objects partly intersecting without collision, almost blending with each other on collision, "wrong" shadows and lights, too dense or too small debris and etc.
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Tried installing over on a SSD but observed absolutely no difference. Same old micro stutters still evident. And I have a ASUS 4.2 Ghz OC and GTX680.
What SSD do you have? There are some SSDs which cause stutter in DCS when OS is installed on them no matter where DCS is installed. I think the reason is temporary file location and too slow TRIM implementation on these SSDs. Try this for a test: http://forums.eagle.ru/showpost.php?p=1951223&postcount=38
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There is a way to have poor mans trim tabs. Try making a response curve similar to one in screenshot.
Be warned the more you "trim" (adjust the curve) this way the more of resolution you loose in negative pitch, so try finding a good balance, i.e. adjust just barely enough for your chosen cruise speed/power setting, and not for more.
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AI favors vertical maneuvering, and BF109 is the best climber of all 3, that is why it feels the hardest. Other than this, I think AI level settings has more to do with detection ranges than with its dogfighting skills.
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More likely people are not accounting for shells that pass through the aircraft, I still dont know how hits are registered either, if they pass through its possible the logs record every point of contact with a hit box as a hit.
We have 3 shell types in game: Mine, Mine with tracer and HE-I. These are not supposed to be good penetrators because of low muzzle velocity, "tin can" design (rolled/pressed steel for maximizing chemical content) and detonators which (depending on type) are supposed to trigger explosion either on impact or a bit after impact. These were not built to routinely pass through more than a skin.
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Does anyone have that information? Was it really that sensitive at low MP?
Automatic manifold pressure regulator does its job well only above 40''. If pressure is below that, you cant get variations with changing altitude and/or RPM. This makes it hard to instantly set wanted pressure at lower range if setting it affects the RPM.
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Echo38, it seems your stick centers because of single huge spring. You can try cutting away one or two coils of spring or joining few coils together to lessen centering force.
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Got it. So, in that case, my hands would be "not precise," and thus better suited to FW 190D than P-51D. [nods]
Yes. :thumbup:
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Hmm. I don't know exactly what you mean by "precise"; I am capable of some very fine motions, but, in order to make them, I need to grip the stick tighter than I ought to. So my method is "ham-fisted," but if you remember our duels, you know that it can produce some silk-handed results.
Read 'precise' as being able to do fine enough movements without increased effort or focus on task.
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(I do use trim if I'm cruising & such, but if my primary interest is duelling a friend from a close air start ... well, during hard maneuvers, there isn't much time to trim with keys.)
BF109 is the hardest. Which one of the other 2 is easier depends on person.
P-51 is more sensitive, it lets quick correction, but if your hand isn't precise, it will feel twitchy and tiring.
FW109 is less sensitive, but you need to do somewhat larger movements.
For average person, FW is probably less heavy on hand, because it allows to fly with less "focused" muscles. However, if you have precise hands or have hand movement restrictions (limited angles and etc,), P-51 is easier on hand.
EDIT: Judging by your post above, I think you should try FW190. It is not as twitchy as P-51, in fact, it is like on rails. If you find it requiring too much to pull, you can always change response curve of elevator, so that cockpit stick will be at 100%, when your real stick is at 80% or so.
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Warthog.
EDIT: By the way, your stick uses the same programming software as mine. You can make some things easier for you with it. I.e. aileron trim for aircraft which does not have it, switchable response curves and so on.
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P-51 looks easiest for me, because it has all trimers and effective controls.
Next is FW190, however it can be trimmed in pitch only while inflight, so if you are not at certain speed and power setting, you have to give either aileron input or suboptimally workaround that with rudder input. Other than this, FW does not need much mashing with the stick.
BF109 is the hardest on hand, especially when going through wide speed range, because of stiffness modeling and somewhat lack of trim effectiveness at certain speeds.
P.S: It would be better if you described what your hand prefers: lots of small inputs or few large ones and etc.
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Mustang seems now too easy to me !
in Bugs and Problems
Posted
P51 has steerable tail wheel.