Luzifer

There is, it's a subforum of the Flaming Cliffs 3 forum. That's because that module was separated out of Flaming Cliffs. Same with the other modules in the sale.

Geht auch ohne SSD – neben anderen Sachen sind DCS 1.2 und 1.5 auf der SSD, da ist jetzt erst mal der Platz ausgegangen. Ich bin erst wenig auf der Nevada Map geflogen, aber das geht sehr gut im Gegensatz zu dem, was ich noch mit dem alten DCS vor der SSD in Erinnerung hab. Auch wenn man mit F2 zwischen weit entfernten Flugzeugen umher schaltet, gab es keine merkliche Verzögerung. EDGE und/oder Nevada sorgen dafür, dass statt einer Verzögerung die Landschaft und Texturen mit niedriger Auflösung geladen und dann verfeinert werden. Funktioniert wunderbar.

The keys bought on Steam work for the standalone version, but the keys bought in ED's store don't work in Steam. Just so you know, in case you'd ever want to go back.

From what I gather, the 21 uses its own implementation of RSBN and they added support for Nevada in their database. That won't help any other module, especially not those using the DCS implementation of RSBN.

I think I read around here that the real one needs 30 minutes alignment. It was reduced in-game. And if you want to simulate "how quickly such aircraft can actually get off runway in the real world" you have to consider that they don't have to wait for INS. If they're on alert, they will stay powered and basically only need to start the engine. If they're not, they'll probably be prepped by ground crew before the pilot arrives and is strapped in.

QFE wird eher bei den Russen (und China? weiß ich jetzt nicht genau) praktiziert, in den westlichen Staaten wird normalerweise QNH eingestellt. Kann natürlich sein, dass der Höhenmesser eines amerikanischen Flugzeugs nicht für den großen Einstellbereich konstruiert ist.

What is your reason for even wanting to control the radiators? The 100°C setting should be fine. I think there is still the issue that the handle allows manual control of the flaps which is not the real function from what I've read around here. That's why there is no normal way to revert to automatic control: the real 190 doesn't have manual control. The knob only changed the temperature target for the automatics.

And you do actually get better resolution and no aliasing unlike with color sensors, where multiple pixels have to be combined to create a color pixel (see Bayer pattern). Just like the space probes that have cameras in the visual spectrum, they are only grayscale. Color images are produced by taking pictures through different color filters in sequence and combining them afterwards.

There's also Flight Factor's 757 for X-Plane which models a pre-GPS navigation system including drift. It has three INUs though, so the INS blends those three positions for increased accuracy. It also does automatic DME/DME updating if you let it. If the Mirage supports radio nav updating it wouldn't be DME/DME unless it has two receivers.

That is also not quite 100% accurate, since we are nitpicking here. :) As an aside there are actual spring centered (in the pitch direction) sticks in airplanes where the trim mechanism moves the center point of the spring. I think most modern sailplanes fall under that category. The more pertinent point is that if the trim acts on the elevator, then it just moves where the zero force point is. That means if you apply zero force on the stick (by letting it go), trimming will move the stick. That just follows as the inverse of trimming changing force on a stick held in a fixed position. However, if that happens on the ground or not simply depends on whether the trim system is aerodynamic (no aerodynamic forces parked on ground, so no) or hydraulic/electric/spring center force based (then yes). I'm not sure right now how the feeling is on trim systems where it acts on the stabilizer instead of the elevator (most airliners), i.e. whether stabilizer movement acts back on the yoke or whether the yoke is exclusively elevator movement and thus sees no trim. Fly-by-wire systems are different again in that they usually don't have force feedback and a fixed center position — just like our sticks without force feedback. Since they process the input anyway, trim may happen automatically.

Will the INS/targeting computer give you a projected flight time for the bomb? Or do the buddy lasers have to guesstimate when to start lasing?

Since you don't have visual indication of trim in the A-10C, the takeoff trim button will move the trim to takeoff settings automatically if you hold it until the light comes on. You may not have noticed a difference on the first flight since the plane is loaded with trim in the takeoff position already. If you land, refuel/repair/rearm and take off for another flight, that button will take care of your trimming. Taking off with a plane trimmed for landing is a quite unpleasant experience. I, uh, heard that somewhere.

Another thing is it's not just that with brakes you don't have to spool up the engines from (near) idle in case of a go-around, for the same reason the engines are also much more responsive on approach when you need them to adjust your glide path. As has been said, it really depends on the plane's design, what is normal for one isn't for another. For example, don't think that airliners don't use air braking since most leave the spoilers in until touch down — the flaps are extended beyond the point where they increase lift and decrease stall speed and instead only generate massive amounts of additional drag.

The green light doesn't mean the gear is in working condition, it means it is locked in the down position. Surely there are many possible forms of damage that don't kick the gear out of lock but leave it unable to retract. :)

Certainly those airliners equipped with HUDs have synthetic runway displays (one of the main reasons to have a HUD there). As for why fighters don't have them, maybe the modern ones do? It needs some storage space to keep all the runway locations and orientations and the display is worse than useless if the INS position isn't very accurate (i.e. automatically updated from GPS or other GNSS).

You don't actually "need" it since you can navigate visually or by radio navaids, particularly in the MiG-21 which has radio beacons of most airports available. Having a mark magically appear on the map with infallible GPS precision is pretty much a cheat.

Treibstoffpumpe nicht an? Tutorial und Handbuch sagen glaube ich, dass man sie nur zum Motorstart an hat und danach nur bei Bedarf. Bedarf ist eigentlich immer nach dem Start, da fällt bei mir auch immer der Treibstoffdruck ab. Öldruck war auch nicht zu hoch wegen unzureichendem Aufwärmen?

Ground power gives you electricity only. To turn the engines pressurized air is used, that's what the APU delivers. The motor switch allows you to turn the engines without doing the startup, i.e. without ignition and fuel injection. The ignition switch is for in-flight windmill restarts (force ignition on when sufficient RPM is reached).

Technically it should — Valve stopped syncing keys from the ED shop to Steam (the other way around continues to work), but an old key from a 2011 box should have been synced to Steam long ago. Or maybe they don't sync until the key gets used, I don't know. Anyway, if you don't need Steam features you're better off with the direct install. It gets updates (new modules especially) before they arrive in the Steam version.

The battery is still pretty empty (all lights get dark when generator cuts out) after flying for a while. It seems the battery impossibly gets discharged while the generator is running. Also there's the flickering of the lights when that happens, even after stopping the engine. Where would that fluctuation come from when the battery is the only power source? This has been like this since the release of the 190, I think. Is that going to get fixed anytime soon?

Wenn sie gleich DCS 1.2 als Zielversion geplant hätten, wäre die MiG-21 wohl etwas früher raus gekommen. Als die weitere Verzögerung von DCS 2.0 klar war, mussten sie es ja auch noch mal an 1.2 anpassen. Das sind halt Verzögerungen, die sich in Zukunft so nicht wiederholen sollten.

It's to maintain high accuracy of the INS by clearing accumulated errors. You tell the INS that you're over that point with the known coordinates and the INS can reset its computed position to that. The A-10C has GPS units to continually correct INS drift like all modern INS equipped planes, so you don't need this. I don't know if the function is implemented, at least INS drift isn't. It is perfectly accurate at all times even without GPS.

Well, I once got into a veritable spin in the P-51D while following another plane at relatively low altitude. Went quite a few turns until I could recover just above the ground. That was on the Virtual Aerobatics server where all weapons are disallowed, though. No gun/cannon ammo would shift the CG rearward and be more conduvice to spinning.

And with the stick to the left, the right wing (at least in the aileron portion of the wings) will have higher AoA than the left and therefore stall first, causing a right roll. The high drag of a stalled wing should exacerbate the situation with right yaw. I still don't see the problem. We can argue that the effect is too violent for the F-86F in the given situation (I don't have the data for that), but qualitatively it seems correct.

What's the airspeed you're flying at? Going too slow will not help. Also see the thread about extreme high flying at http://forums.eagle.ru/showthread.php?t=132962 and some of the profiles people use to get there.