mpdugas

Confirmed.

This is related to a post I made in the SU-25T section, regarding certain flaws in the way 1.5 handles the first training mission for this airplane. One of the problems that I encountered was the "wall of text" that occurred as the mission unfolded; the training messages simply did not disappear during the mission, resulting in a large section of the screen being obscured by the successive messages. I tried to modify the mission to set the "clearview" tick box, but I could not save it as either a re-named mission or under the original name, with the result that I cannot see if the text disappears as it should by running the modified training mission. I ran (in 1.5) the 1.2.16 first training mission and the same version of it found in 1.5, unmodified, and both missions display the same issues in 1.5. Any suggestions?

Thank you for your reply, but I am not very familiar with the Mission Editor; I looked under trigger rules for each trigger, but I do not see any place where there is a box to tick called "clear view". I brought up a list of all triggers, and double-clicked on each one, but do not see a parameter where I can set the "time to clear". Thank you for your patience and help. Post script: Your answer prompted me to look further into the Mission Editor itself, and there I found what you were talking about. I will compare the mission in 1.2.16 to the one in 1.5 and see if I can find where the changes are. I may just try to run the 1.2.16 mission within 1.5 to see if that clears up the problem.

The first SU-25T training mission, start-up and taxi, contains several differences in 1.5.0.45166; 1) the HUD shows 80 kph speed from the moment it is turned on until a few seconds into the take-off roll; and 2) the written instructions for the training mission build up until they cover approximately half the screen, vertically. They don't begin to 'erase' until the aircraft is on the runway threshold. Thereafter, the blocks of text slowly disappear, at random intervals from 10 to 30 seconds; and 3) the master warning light and klaxon repeatedly and intermittently turn-on and -off during the startup sequence, without any other failure indications. These effects appear consistently and repeatedly during this training mission. They were not seen in version 1.2.16 system specs- FX 8350 16 GB RAM ASUS Sabertooth 990 FX MB EVGA GTX-970 SC 1 TB raid 0 array, two 500 GB Velociraptors Kraken 60 Windows 81. Update 1

Okay, I'm in...thanks!!

DCS is a really interesting social experience. So many people from so many varying cultures and backgrounds, trying to communicate effectively in what is for some, a very difficult foreign language, namely English. It is quite the mongrel language, and only follows what rules it has part of the time, being a true internal-polyglot. When writing here, I am always mindful that I may not be talking to someone from my local area; makes me thoughtful about how I approach any given concern. The old saying, "when in Rome, do as the Romans do" is really hard to figure out here, since there are so many different 'Romes" to be had in these forums. That said, there are often English grammatical errors afoot, but most folks here speak and write English better than almost any other foreign language that I might attempt, except, perhaps, a bit of German now-and-then. However, most English speakers/writers would probably use "1950s" to accomplish the same thing.

True customer service at its best.

Seems like a harmless, easy request; no need to keep telling him all the alternatives, or telling him he's wrong, or telling him there is no problem. Sounds like all he wants is something more, uh, fun.

I want a Hawk

After a long and careful read of this topic, I did learn that the long arm of the pitot switch CU44 (the one below the 'main/aux' pitot choice labels) is supposed to be the one pointing to the correct label, not the shorter arm, which is closest to the label. So when the shorter, closer one is positioned directly below and pointing at the "stby" label, the switch is actually set for the "main" pitot. After absorbing that ergonomic mystery, the problems that I had encountered trying to understand that the MiG-21 flight model is correct, when the airplane has a comprehensive descending attitude and simultaneously steady level flight, simply pale in comparison. I think this newly-documented flight form must be an 'shallow inverted Cobra', which is only found in the third flight regime, a term which I coined myself. Of course, consulting with Rod Serling helped me a lot in this regard. Alternatively, it is probably just a reportable bug. Not even string theory can explain this.

I'm running 1.2.12.35194, latest patch of DCS. Have you applied this and run the situation again? The attitude indicator, the AoA sensor, the fixed net, the external view all suggest a slight nose-down attitude, which you proposed and I agree with. You suggested, originally, that the plane was flying straight-and-level; my sense of the original presentation was that you were eventually going to hit the ground, due to error the in the variometer reading leading you to believe that you were straight-and-level. Given the evidence that you presented ab initio, I think my analysis is thoughtful and on-point. I am always content, however, to have a gang of cruel facts destroy my theory; I have no vested interest in the outcome. I accept that the video shows a different scenario. Oh, as for the third regime, Rod Serling is probably your autopilot; that's a Good Thing. Happy hunting! p.s. If icing occurs, it will also take time to de-ice; I do not know (nor has anyone spoken to this) if icing of the pitot (s) can occur in the MiG-21 when the heaters are on. I suspect that it can, under the right conditions. I do know that carburetors can ice over, even if heat is applied and re-applied, under certain conditions. p.p.s It appears that the English labels for CU44 may be switched. Perhaps someone who is conversant in Russian can help there.

My instrument interpretations: The KPP-1 shows slight angle of descent, nose down and below the artificial horizon. HUD shows attitude pointing slightly below horizon; fixed net shows aircraft center-line pointing slightly below horizon. AoA shows slight downward pitch. External picture shows engine thrust pointing slightly downward, toward ground. In my MiG-21 module, I can only move the 'pointer' of the pitot selection switch between what appears to be the main and standby pitot tubes. I'm using the shorter end as pointer, and longer end as handle to turn with. I took another look at the Pilot's manual, trying to see whether I have interpreted this switch position incorrectly, but I do not find any mention of it other than when to turn it to standby. I am reading the labels in your screenshot as (left) 'stby' and (right) 'main'. The switch, as I interpret it's position, is pointing to standby. However, the manual lists the positions of the switch as 'main/aux'. Maybe the English cockpit version has the position reversed by label? I searched the forums to see if this has been mentioned, without any results. The effect of transonic flight depends on where the shock-wave forms, creating the separation between areas of supersonic airflow and subsonic flow; I only suggested that this may have caused pitot freezing, which, if it occurs, can take up to two minutes to be corrected by the heater. The pilot manual mentions 'Transonic Pitot system error', but you did not mention how long you were in that flight region. If so, and if pitot freezing did occur, then the variometer is affected. The local temperature and pressure were not available when I wrote my reply, but these do not necessarily reflect local aircraft conditions, which are a product of local variables and aircraft variables, such as mach number, etc. You mentioned "You expect pitot tube freezing at 1300km/h IAS? I didn't mention it in the first post: OAT is 15°C at SL, QNH 760mmHg." Regarding your reply, the pilot's manual states: 'Although the MiG-21BIS Pitot installation is not prone to freezing due to speed dynamic heating (air-friction heating effect), freezing might still happen.' So, yes, freezing is possible. However, I am convinced by the video that 'straight-and-level' is the flight attitude. The flight instruments depict the aircraft attitude properly, but such flight performance at that attitude, as shown in your video, is improbable at best. You have probably entered the little-known "third flight regime" (also known as the twilight zone). Or, the autopilot has sense of humor after all. Maybe the latest DCS patch corrected this; check it out.

Increased lift from speed would cause the nose to rise until equilibrium at a new altitude is reached. Some slight forward pressure to offset that is helpful, to remain at a desired flight level, but I wonder if negative angles of attack would be called for; that would normally cause altitude to drop, defeating the purpose. His screenshots show the plane appears to be descending, which would be expected with a negative angle of attack. Some of his instruments also seem to show that he is not flying straight-and-level. He looks like he has just passed through the trans-sonic range, where instruments sometimes temporarily abandon their senses He is beyond it, but its effect may still be a culprit in this mystery. The only fly-in-the-ointment is the variometer, whose indications are (unusually) pegged at zero-zero. The variometer is sensitive to pitot performance in this function. It appears to me that he has selected his standby pitot; I can't see whether the pitot heat switches are on. It may be that the variometer is in its default position due to a frozen main pitot. It, too, should probably be showing a descent. It is the only instrument out-of-step with all other indicators, and as such, is suspect.

F/A-18 by LNS is next...right after they finish MiG-21.

and that is the conundrum inherent in all of DCS World...

Hang in there, Leatherneck Simulations, and follow the mantra of your namesake: improvise, adapt, and overcome. The struggle IS the message!

Did you check whether or not, in the DCS personal account section, (not within DCS itself) if the module is still active and associated with your account?

Mmmm, the Hawk AND the MiG-21? My aviation cup overfloweth!

...and you would be right...

What he said...

Classic MiG-21 ambush...was this against PvP or AI?

Gotta keep that negative-g tank full...inverted pull-down turn does that very cleverly....also a better rate of turn than simply a nose-over, I reckon.

Did you check for conflicts? 'F' might be used for flaps...check all the control groupings to see. I don't know what DCS does when you attempt to duplicate a key to multiple functions; probably doesn't let you do that. With YOUR setup, what does 'F' do in-game?

Nice inverted cresting...

1.2.11 and SU25T too: I'm not having any luck with my SU25T training mission, either; throttle flutters back and forth in the virtual cockpit, engines won't start, mission eventually freezes.