Luzifer

Zuallererst beherrscht nicht jedes Funkgerät jeden Frequenzbereich und jede Modulationsart. In der F-14 kann das UHF1 Gerät nur UHF, genauer 225,000 bis 399,975 MHz. Das V/UHF2 kann auch VHF, wo unter anderem auch der zivile Flugfunk von 118 bis 137 MHz untergebracht ist. Beide der genannten Frequenzen sind allerdings Funkfeuer und können nicht mit den Sprechfunkgeräten gerastet werden. Das zweite ist ein VOR, das erste weiß ich nicht. Wenn es kHz wären, wäre es ein NDB. Aber in DCS Persian Gulf sind mehrere Funkfeuer in diesem Frequenzbereich, keine Ahnung was die sind. Die Frequenzen zur Kommunikation mit dem Tower stehen in der F10 Karteninformation zum Flughafen unter "ATC". Das sind Kennungen und keine Abkürzungen an sich, obwohl die oft aus ihren Namen abgeleitet sind. Zur Identifikation senden NDB, VOR und TACAN Sender ihre Kennungen im Morsecode auf ihr eigentliches Signal aufmoduliert. Ich würde sagen, Karte ist Karte. Willst du die F10-Karte nicht nutzen, musst du die Information halt rausschreiben. Oder reale Karten verwenden, wobei nicht gesagt ist, dass der aktuelle Zustand in der realen Welt genau dem in DCS entspricht. Denn da ändert sich immer wieder was, während DCS Maps einen Zustand zu einem bestimmten Zeitpunkt darstellen. Und man kann ja in den Realismusoptionen die Symbole auf der F10 Karte einschränken, dann ist die auch nicht allwissend.

Nein, das würde bestimmt niemand englischsprachiges in dieser Bedeutung verwenden, gerade auch weil man das mit der gebräuchlichen Bedeutung "runter drücken" (genau dem Gegenteil) verwechseln würde. Für "loslassen" dürfte eher "release" in Frage kommen. Die Bedeutung kann man auch in Wörterbüchern nachlesen, z.B. Merriam-Webster Definition 2a. Ich habe noch mehrere weitere Wörterbücher geprüft, alle sagen das gleiche.

In den englischen Optionen finde ich zum TDC nur die 4 Richtungen und Runterdrücken.

Ich vermute mal das ist eine schrecklich schlechte Übersetzung von "depress".:doh:

I find that altitude hold only engages when vertical speed is close to zero. If you press alt hold I think it even arms that mode, but only activates once vertical speed is sufficiently small. To rephrase that, you can't use the autopilot altitude hold mode to level out from a climb or descent. You have to level out manually and only then can altitude hold activate.

Right, I see that now. Although I've seen the DCS F-18 have its flight vector drift when it shouldn't, from what I've read about the FBW control laws. I wouldn't necessarily accept its behavior as evidence for a subtle effect.:joystick:

This isn't right. Earth's gravity will exert 1g vertically, and to experience something different you have to accelerate vertically. Conversely, if your vertical speed is constant (i.e. without acceleration) you will experience 1g. Of course at larger scales you will have to take into account that the gravity field is sort of spherical and a straight horizontal motion has a vertical component relative to earth, but that is orbital mechanics and not really relevant where aircraft are concerned. They will if you're accelerating in the dive. If your (true) speed increases while in a constant 45° dive that implies your vertical speed is also increasing. A dive at constant speed would be 1g.

Aircraft AC power buses are generally 400 Hz, so that would disprove that already. And of course TVs (since you're referring to broadcast systems designed to match the power line frequency) don't use power line frequency to generate video refresh, they have to synchronize to the received signal after all. Just like monitors. What's really happening, and it's easy to see if you know what to look for, is that these aren't raster displays like TVs or typical computer monitors, they are vector displays. In raster displays the electron beam scans every line from left to right and then the next line below from top to bottom until starting over, in a fixed pattern. There is no electron beam in LCDs and the like and most standards are digital nowadays, but the exact same pattern is still used. Vector displays on the other hand allow the beam to be moved under computer control to directly draw shapes on the screen. Say you want to show a white rectangle on the screen. On a raster display you have to divide it up into pixels and then wait until the beam reaches a pixel, tell the screen to make it bright, and when the beam leaves an area with rectangle pixel tell it to make it dark. On a vector display you tell it to move the beam e.g. to the coordinates of the upper left corner, then move it slowly (speed determines brightness) to the upper right, then to lower right, and so on to draw the shape on the screen. This makes for very sharp pictures that could be equaled only with a high resolution raster display and its associated costs of large framebuffer memory and high frequency electronics. When you think in 1970's electronics, raster displays could not compete for these kinds of data displays. Unlike raster displays, vector displays do not have a fixed refresh. Every line or arc that is drawn takes time, and the more there are, the longer it takes to complete the display. That is why they can become flickery when there are too many symbols to draw, one complete cycle takes long to complete and the refresh rate goes down. It also makes sense to have a maximum refresh and just to wait when a display is done early, otherwise the screen would get brighter the fewer symbols it has to display. Coming back to the video, it has all the signs of it being vector displays. Since raster displays always display from top to bottom, on video and film you might see black bars moving through the picture. Vector displays aren't ordered in location, they are ordered in however the computer draws the symbols at whatever location. Here you can see that on the fuel page, it draws all the numbers, texts and boxes separately, so you get the fading by kind of symbol instead of by location (the bar) as on a raster display. And I hope I have made it clear enough how these are very much not like the monitors we are looking at.

Smoke and contrails are different and independent things.

Ich vermute mal, es sind Vektor-Displays wie wohl auch das HUD. Die haben keine Auflösung in dem Sinn, machen deswegen aber exzellent leserliche Schrift und Symbole. Vor allem lassen sich Symbolgeneratoren mit viel weniger Hardware- und Speicheraufwand als Videogeneratoren bauen, was für 70er/80er Jahre relevant ist. Für alles, was sich nicht aus Linien und Kurven zusammen bauen lässt aber eben ziemlich ungeeignet. Das gilt auch für die bildliche Darstellung von Karten.

They are right there in the second picture you posted.

I already posted that in the bugs forum, didn't get an official reply yet. https://forums.eagle.ru/showthread.php?t=211377

Ist sowas überhaupt realistisch? Dürfen unter Deck die Triebwerke angelassen werden und dann noch dazu unter eigener Kraft rumgerollt werden?

You mean black symbology? They can't because that's not how HUDs work. (I mean they do project darkness onto the HUD for NAVFLIR, but it is completely wrong; or maybe they patched this, haven't checked recently.)

Ich kann nur für mich sagen, dass ich solche Probleme noch nie hatte. (Win 10, früher Win 7)

Undesignate your target.

I've had this happen to me on a multiplayer server and heard from other players that it happened to them. I suspect this has something to do with the plane not rolling back far enough to drop the cable. I managed to free myself by giving full thrust for a few seconds to pull forward as far as it goes then chop the throttle to let myself pulled back further (treating the cable like a rubber string). I don't have a track at hand. My guess is that this is caused by going MAX after touchdown and throttling back to slowly after trap is certain, which causes the plane to stop forward of the cable drop point. Might try my theory sometime, maybe not soon.

I doubt anything like this exists in the real plane, it would be between useless and dangerous. If you're flying and you notice the plane is out of trim, you just apply the desired trim. Nobody is looking at indicators or pressing reset buttons except to set takeoff trim on the ground.

It doesn't do bars in vertical acquisition mode.

Wags already said in a thread here it was in the next update, so it can be expected.

Es gab nach dem Release der Hornet noch ein kleines Update, ja.

That's something discussed in a different thread and it's probably correct regarding the AC buses reconfiguring after left generator comes online.

When I turn off both DDIs by their control knobs above them, the AMPCD will also switch off (and maybe the HUD, unless I remember it wrong). I haven't studied the real jet manuals on this, it might be correct if the brightness knob of the AMPCD isn't also an on/off switch.

This is exactly what I was going to ask since the posted manuals weren't clear on that subject to me. Switch setting would make the most sense to me since it would lock out MAX from inadvertent activation when taxiing on the deck but would allow MAX for launch.

It doesn't go further than "0.5 OK" and GND alignment takes 3 minutes and a few seconds for me.