pr1malr8ge

If you have a hotas that has a slider on it. [like the TM Warthog] you can bind that slider for zoom view. If you think you might know where an enemy is you can zoom using the slider to the general area and scan hopefully seeing them. So the basics of locating an enemy is looking for smoke/con trails. After burner[at night]. Then you have the use of your radar to give you a general location on where to look then zoom your view in that area and hope you see it. I've watched a few youtube vids where I've seen them pick someone out and I was like WTF how did he ever pick that up.. Maybe the recorded quality isn't as good as looking at your own screen in game.. Now, when in an actual turning fight with a bandit and in close range where needing zoom isn't needed to see them. This is where S/A comes into play. Knowing what your foe is doing and predicting what they are about to do to where you can go heads down into the hud/cockpit then going back heads up and knowing exactly where you should be looking takes practice...... P.S. This is taking into account that you are using some kindof head tracking for "free" look. With out that good luck with trying to keep S/A

There is a reason for the extra weight and it's not because of reinforcements due to over engineering. It's because RU design philosophy is to make it as cheap as possible. Thus they do not use or keep to the minimal use of exotic metals [i.e. TI]. Thus they have to use more of the heavier materials to get the same structural integrity.

Humm old thread.. But to answer your question.. It's not a bang they are hearing but rather a slightly audible thud in cockpit when engaging the afterburners.

it does make sense. You keep misinterpreting my statements with setting the trim directly to cause a nose up condition. I'm saying that a general t/o trim setting is considered roughly a 0 /neutral trim setting. 2. Defining correct speed was never mentioned in anything I said. 3. In overall terms it is stable. Well when comparing it to say an f16 or f117 where it can be flown with out a computer as the for mentioned can't. How ever it is not "stable" as it will not self correct during a stall it will only deepen the stall if no proactive action is rendered. 4. Your uncommanded pitch up was well an error on your part. I have not been talking about improper cg loading or ignorent/stupid pilots putting in clearly a wrong trim setting. You need to toss out your engrained training on vspeeds and procedures and just think about the physics of aerodynamics.

It should not be disatourus as the aircraft should be well above vr,v2min, and vmcg. What you keep misinterupting is that the trim is causing this pitch up. While it is to a degree as you could dial in nose down trim. Again this will not prevent ground affect from raising the aircraft. How ever the nose down trim will start a porpoise maneuver resulting in a prop strike or nose gear collapse. So as you understand what I am getting at. The stabs,stabableator,elevator etc.. Is a reverse wing that generates lift or should I say rather down force to push the epenage down. With more speed results in more down force applied to the epenage thus pitching the nose up and increasing the aoa thus again creating more lift at the wing. As I said this will happen at speeds above vr with a correct t/o trim. so unless an idiot is at the controls it shouldn't happen "un commanded" As far as wing sweep is a contributing factor. The thing is I did not say every aircraft I said stable aircraft. While I guess you could conclude that a swept wing aircraft is "stable" I don't consider it so. As a swept wing design with out a lifting body is much harder to control during a stall. It requires intervention other wise it will probably result in a flat spin. Again coming from your experience with wide body airliners with considerable weight and requiring the use of slats and compounded flaps to increase lift at slower speeds you very well are probably right as the stabs probably won't be producing enough down force to command pitch up until well above vr and probably max tire speeds. Again it will still happen.

1. No there isn't. Well actually if it drastically pitches up then yes.. How ever most plane will enter ground affect then slowly pitch up gaining altitude if trim is not adjusted. Again, this is not a "you should try this" idea. Regardless, its simple physics. an accelerating plane must constantly be trimmed to prevent a raise in pitch attitude. Along with the same on a decelerating plane requires re-trim to prevent decrease in pitch. On a side note, this is also why a "stable" designed plane "should" self correct from a stall with no input from the pilot. Again subject to CG loading. 2. Never said it was inherent or safe to try.. How ever in Lighter aircraft or high lifting wing designs with high thrust the plane should enter ground affect before max tire speeds. 3. This what the point I was bringing up the last time I used T/O with out adjusting trim the f15c in dcs with flaps down pitched rapidly up requiring forward force to stop. 4. Just to reiterate, I am not saying you or anyone should go out and try to verify a plane wanting to fly it self off the run way.. How ever you're more then welcome to enter an equilibrium [i.e. constant speed] straight and level flight [at a safe altitude] trimmed out where no pressure is required on the flight controls to maintain. Then add power and tell me if the plane doesn't start to pitch up and climb[of course with out counter pressure].

you talking about landing lights on the aircraft or at the airport? If talking about airports, I can tell you that they do exsist. my home base airport when landing at night I have to turn the intensity to low/med when in final. Only when I'm far away do I ever turn them on high.

Unless there was changes that I am not aware of I apologies if there has been. in the past Using T/O trim in the eagle with out re-adjustment resulted in an rapid onset of nose up pitch during take off requiring forward stick pressure to keep the nose down then I guess I will have to talk to my cousin and ask about this for sure. I know that in the -1 it stated needing aft stick command at rotation speeds not forward? how ever if no changes have been made? Is this the supposed same SME that concluded the f15 was fine when it would hit 200* of uncommanded roll Per Second when at or above 38k ft while trying to make a turn? Because my SME clearly stated other wise, along with youtube proof showing it was wrong. Ohh and last I checked it was fixed in updates. I am willing to say that I could be wrong about the current state of T/O trim in the eagle. I will say that I will have my own SME look at it when I get him over to my house. If he agrees its fine I will report. if he disagrees then I will report on that also.

have to disagree In a stable aircraft even with the correct CG that is under acceleration with no adjustment to trim will NOSE up and climb. This is more apparent in single engine prop or non center line trusted aircraft with out a t-tail due to increased prop/thrust wash hitting the stabs. given a long enough runway any aircraft under acceleration[obviosly under t/o power] with no trim adjustment[at a centered-t/o setting] will "take off" on its own. You also have Ground affect & physics to thank for this as well.

With any plane for the most part will nose up when under acceleration and speeds that generate lift.. as far as the real bird and t/o trim I'm not for certain on that I can how ever ask my cousin about it.. It could very well put a a degree or 2 of nose up pitch. My statement how ever holds true that T/O trim isn't really anything other then a "centering" button for trim to prevent some wild unknown trim settings from the previous flight.

The beeping you hear means that all control surfaces are neutral/zerod out and you can let go of the button. So yes it is exactly how it should be in that respect. How ever this does not mean the game actually zeros out the trim correctly. See below.. The point of T/O trim is to set all control surfaces to Neutral. it is not to set a trim bias to raise the nose. It has nothing to do with the actual "Take off". If the PIC wants to add up trim to bring the nose up with out touching the stick then he can do that him self via the trim button. I have yet to ever use the T/O button on an f15 I just jumped into from spectator. How ever I do use it when ever I land to reset any left/right trim that I placed. I then end up adjusting the trim nose down due to it having way to much nose up trim for take off. So yes the T/O trim is still broken, NO you do not need to use it when jumping into a new plane as all control surfaces are neutral. It will work if you had used a lot of trimming during a flight and land. Just need to remove the excessive nose up trim after it "zeros" out.

you can land the bird with full fuel and full munitions, it just requires substantially more speed to reduce the rate of decent. because of that you also need more room to stop..

Speed on landing is dependent on weight and units of AOA... By the way, you want to be at 21u-aoa.. I land around 18-22, never been consistant with that. 15u-aoa is just too shallow, and if you're coming down at 15 and 180-220 kts you probably have a decent rate close to 1000fpm. From what I remember 600fpm is max for the eagle. With that, you also need to be smooth when pulling power and if adding in air brake. If your decent rate goes over 500 ft per minute you need to correct this as this is what is causing your Hard hit.. Adding power will arrest the decent rate. Maintaining the correct AOA during approach will for the most part alleviate your hard hits.. It how ever will not correct a bad setup where you come over the threshold too high. This is also when most people pull power and air brake trying to get down.. Go Full power and GO AROUND! There is a reason that long straight in approaches are not taught to beginner flyers, as it can be hard to judge what height you should be at when you line up. With that, I suggest flying the pattern using downind, base & final legs. This will let you manage your aoa decentrate and altitude much better when crossing the threshold. I'm not sure exactly what altitude the f15 pattern is but my guess would be 1000ft agl. I know in an over head break [just a much faster way of entering the pattern] is 2500ft.

There should be a default key setting to reset everything back to default see if this works.

I can confirm this as from my SME that once the f15 has broken from static/stationary that the engines produce enough thrust at idle to keep it moving and toe braking is needed to maintain taxi speed.

While in this game your tactics work. I'm not arguing this at all. How ever, from my Cousin an Ex F15c pilot, Last bit of the textmsg "end the fight quicker and can look for his wingman. That and I haven't even started talking about weapons"

The problem is this guy is going against AI, and they do not act the same as a human counterpart

There are many things missing in the F15c in Flaming cliffs.. Unless someone one makes an all new F15c Module we wont see it because ED has the excuse it's old code.....

Sorry if I'm reading this wrong as I glanced at it quickly.. There is/was still is? a bug where if you die and you re-spawn in the same aircraft slot the nav mode will no longer work. The only way to resolve this is to choose a different aircraft slot when re-spawning. Unfortunately if all other slots are taken then restarting dcs will be the only recourse. My apologies if I am wrong as I have not loaded up DCS in almost 6 months.

To the OP's statement of using the Sparrow for High alt attack.. I'm not sure how exactly you're setting this shot up, how ever I can tell you if you set up right I have gotten many of kills doing it. at any rate, you need to be high and FAST.. 40k+ m1.5+ is prime. On a side note, shooting a target thats on the deck most likely will not result in a kill.. You need your target at least 10k or higher. As sweeper said, if you follow your shot down your second shot will be a a sure kill.

The f14 & F15 are two entirely different air frames manufactured by two different companies/engineers for completely different uses. Saying that the f14's ultimate load limit is the same as the f15s is wrong. While personally I'd think that the f15 would be stronger then the f14 due to it's pivot point on the wing but that is not always the case in engineering[it was designed for salt & intentional crash landings]. How ever, I could see the f14 being able to tolerate more G's then the f15 when it's wings are swept fully back as it will decrease stress loading due to it having a shorter width 38ft vs 43 along with the fact that it's engines are spaced further apart thus again reducing surface area from the wing root to wing tip or in this case wing root to leading edge at the center of gravity.

No one says it should not be corrected. How ever in the grand scheme of things it is not a high priority. The issue is that the flankernutz want the wings to break off. The issue is that is not an option with the f15. The point of why has been said. The hydraulics in the f15 cannot produce enough leverage to generate the gloading needed to do that. At least not with out full fuel and bags. While I guess if the eagle has three bags and it pulls those gs then yes. How ever. If you notice most of the 14g pulls were done from an 700kts dive pull out along with full roll on top of it. Not exactly some one does when going defensive. Tryy achieving those numbers from a standard defensive maneuver. (I could be wrong and it capable haven't loaded up the sim in 4+ months) At any rate the profile I fly I'm never pulling gs until I drop my tank and 75% fuel So wing breakage isn't a concern if they do add a damage model for having three bags. If Ed/bst cave in and add wing breakage for a the f15 instead of fixing the fact the hydros are allowing this then the fact will be as rage puts it fidelity gap did widen all in favor of the su27

RWR is designed to pickup a range of wavelengths. In any sense a ranging mode it's still going to spike well above the noise floor and should be able to be relatively triangulated and placed on the RWR as a U.

RF Theory does not change. It's not a knee-jerk reaction when a system that is designed to pickup RF energy of a certain spectrum is not registering what it's designed to pick up. Regardless of "short" duration or not in the relm of what we are talking about a nano second is still a "SPIKE" of focused high energy transmitted on to the illuminated airframe. If the illuminating aircraft can pickup the return then the illuminated aircraft which will be bombarded with far more energy then the receiving antenna gets It's safe to assume there is an issue. Currently we are not talking about missiles, those are COMPLETELY different subject and lumping them into fidelity of the flight models of the two aircraft in general isn't what this discussion is about. While I cannot dispute the fact that the f15 hitting 14g's is not an issue, how ever doesn't seem you guys were complaining about the flanker being able to hit 40g before this fix? Wanna know why not? because you could control the nose it gave an incomprehensible edge that needed to be corrected. Unfortunately for the f15 hitting 14g there is no nose authority and no significant advantage being able to hit those Gloading thus in the broader scope of things needing fixed it is not high on the list. To keep saying the fidelity gap is widening is frankly absurd.

So, the gap has widen since the f15 can manage to hit 14G with out the wings falling off since the pfm update? Yet the su27 was able to hit 40g until ED resolved that issue which was ohh in the last what 4months! So Please explain to me how there is a widened fidelity gap when 1 plane[su27] could achieve impossible maneuvers for well over a year and the other[f15] is still in the realm of possibility? From my point of view the Fidelity gap has narrowed to closer proximity considering the unrealistic hydro failures implemented in the f15 would overly negate the slightly high G capabilities of the current model. One could argue that the "fidelity" is still highly in favor of the su27 over the f15 due to missing weapons/radar modes, the absurd hydro failure on the f15, and the su27s IFF exploit.