vstolmech513

Didn't take it as disrespectful at all, hope that's not what my message conveyed. I was just pointing out that she has a large pair as well! She's a great person and an awesome Marine Officer. This jet will kill you, as has been proven by its original nickname, the Widow Maker, which is why the pilots that score highest in jet training usually get picked to fly it. That being said, just because you scored high in training does NOT mean they are good pilots...

It is not an accurate video since he has them taking off from such a short distance for the weight they are carrying. With that weight, according to the VREST/STO page, you need 815 feet to take off properly. Farthest back you can be is 750 on a LHA and they all 'should' take off one at a time from the farthest point back.

Lots of training and patience... but they are almost always in the top 10% of their jet training classes. As for the big bal_z, not sure about that but you can ask her ...

I think this thread has the answer you are looking for: https://forums.eagle.ru/showthread.php?t=241950

Newest Video

Why do you have to wait a few seconds to roll your nozzles back up? Are you holding the brakes down? That's what I do, land vertically with brakes held. If you have significant yaw while in the hover you can use rudder trim to get you steady and then descend. Brakes don't have to be mashed to hold either. Slight press of either brake and then chop to idle as soon as you touch down then immediately roll nozzles up to 0. Also, you shouldn't have much fwd roll if your nozzles are 82-84 for hovering, but if you do the brakes will help.

Real Life Sounds from High Power Ground Run I would agree that the spool-down time that is currently modeled is a bit long, whereas IRL it's somewhere around 4-4 1/2 seconds to spool down. Below is a video of me doing a high power ground run and there are multiple times where I chop the power from high RPMs to idle, first one is around 7:45. Shutdown timer was around 30 seconds from the time I select cutoff and in game it seems a bit rushed, although I haven't timed that yet. Video wouldn't play because I'm an idiot and didn't know you only need to put the last part of the YT link... should work now

bkthunder, FYI, the fast deceleration solenoid has been disabled for close to 20 years now, and is literally just a cannon plug that is cut and zip-tied back on itself. I am sure that you see it in the NATOPS, but there are things in the NATOPS for only 1 aircraft in the entire fleet (not sure how many in this case, just showing an example), since it is used by multiple nations. Spain uses our NATOPS as do the Italians, and their Harrier fleet is not modified or updated with anywhere near the frequency of the US fleet of Harriers. If any change is not done on any aircraft, the old information is left in the NATOPS. Trust me, I tried to get several things taken out or changed in there prior to retiring, but since we are not the only ones using it, it won't change until that/those jet(s) either crash, get modified or retired. The sound of the engine going from high RPMs (anything over about 80% LP RPM) to idle <3 seconds is absolutely a one of a kind sound, not a system due to the size of the LPC Blades.

Had the same issue and the fix for me was to assign a modifier button that I pressed along with my zoom. For me I assign the pinky button as a modifier and press and hold that down and use my TMS Fwd and Aft for Zoom in Slow and Zoom out Slow controls on TM Warthog Stick. I also used this successfully with the friction rotary on my TM Warthog Throttle. The key being the modifier being pressed which takes away the bouncing or constant zooming in/out effect.

TBH, the gun shakes the entire jet, so it would get shaken regardless of which station it is hung on. The bigger concern is the amount of fuel, oil, and hydraulic fluid that leaks on the TPOD, with any smearing on the lens being the biggest concern, followed by getting into the electronics and shorting something out. I'm sure Fangsout would be able to attest to the fact that 8/10 times the gun is operated it jams... mostly due to not holding the trigger down long enough to get it to spool up properly since it is run off of bleed air. More senior pilots tend to have higher success rates firing the gun since it feels like it takes forever to spool up and fire.

Order #3039 is on the way. Here's to hoping our mail system here in AZ doesn't pull an Ohio...

Modes To illustrate what Tholozor said, when you press Sensor Control Switch (SCS) Right (or left depending on which DDI you have your TPOD/FLIR on), it will change it to the modes he mentioned and you can see which mode it is in (PTRK=Point Track, ATRK= Area Track...) here:

I was thinking that CA integration would be more geared towards using the weapons systems to defend the carrier. At least, that's how I interpreted: "Fully modelled sensors and weapon systems" and hopefully it's for both the carrier and the destroyers.

Good choice, especially since NineLine posted this today: DCS: Supercarrier will be available for pre-order on January 17th with a 30% discount and will deliver as an Open Beta by the end of Q1 2020. Owners of DCS: F/A-18C will receive a discount when purchasing DCS: Supercarrier.

TOTEN, you can add the AV-8B in that list as well.

The F/A-18C has digital control-by-wire controls which is why you don't even need to trim to fly the aircraft straight and level. You 'should' be able to just fly straight and level and the Flight Control System will keep the controls centered for you. Sure trim is used for minor adjustments but by their very nature control-by-wire systems want to stay centered, or at least, stay where the last input placed them. The hydraulic systems used in the A-10C and the AV-8B are impossible to model if you've never been in the plane feeling the effects of airspeed and Gs on the stick. The trim on the hydraulic systems takes the pressure off to make it easier to fly, otherwise you would be physically exhausted trying to fight the plane. I'm no pilot but have spent considerable amounts of time (20+ years) working on the Harrier and used the simulator over hundreds of hours and while actually high powering the airplanes. The trim in these systems aren't anywhere near as precise as the control-by-wire systems in modern 4th Gen and up aircraft. These planes are considered 'Legacy' aircraft for a reason.

:joystick: "That's what." -She

The larger problem is that the ignitors are not being energized when you press the air start button when on the deck so an inflight restart is impossible even if the engine did windmill. The same goes for Manual Fuel Select (MFS). When you enter manual fuel the ignitors continually pop, that is not modeled either...

Since you say you are a new user, do have TDC control on the proper display? By that I mean do you see the diamond in the upper right corner of the DDI that you are trying to move the TDC on, whether or not that is the radar, SA page, TGP, or HUD? If not, then you have to select that DDI using Sensor Control Switch (SCS) Fwd/Aft/Left/Right and then you should be able to slew your TDC. Default Keyboard Binds are: SCS - Aft = RAlt + . SCS - Fwd = RAlt + ; SCS - Left = RAlt + , SCS - Right = RAlt + /

Etirion - that has to be one of the most stunning backdrops of an airshow I've ever seen! Where was that video from? Absolutely beautiful! Great video, thanks for sharing!:thumbup:

TACAN You do not need to enter X but there should be an OSB button that has a colon on the Up Front Controller (UFC) to indicate X or Y, see below: See Item Number 6 for the colonized X OSB. If you wanted Y you would select the round OSB next to Y and the colon would then be on the Y line. This information is from Chuck's Guide, all credit goes to him for a great product found here: https://drive.google.com/open?id=1Q2vH0WLm5mdu2U3GX8AkB1z6iIP-I_sF His manual is a great place to start for getting to know any of the modules.

RAZBAM Bug Tracker Does everyone know about or follow the Bug Tracker on the RAZBAM website: https://razbamsimulations.com/index.php/dcs/av8-b I know many people on here want it published here in the forums :book: but it seems to me that this is just as good a place as any to post it since they have more say in what goes on there and what stays hidden on their site. It really isn't that difficult to bookmark a website and go back to it occasionally to check on the status.

Hearing anything in the cockpit above the 'whine' of the engine is near impossible. The effect the massive LP Fan has in creating a frequency that is close to the most annoying sound in the world can't be understood unless you are near it at high RPMs. Most pilots 'feel' a thumping in their back or bucking of the plane more than anything. Those are generally the typical feedback we would get, and usually indicated some sort of compressor stall or sometimes a stuck open/closed Blowoff Valve (BOV).

You can do it on 2,6 but assuming that you drop all your A/G weapons you are then left with excessive assymmetry to deal with and try to land. 3,5 makes it easier to deal with and ideally station 4 is where you want it so it's perfectly centered and you can use a left hand or right hand orbit. If you have tanks on 3,5 then what ordnance are you dropping? Yes, the game allows 1,7 loadouts but those are never used for anything other than A/A or tacts pods IRL.

IRL the pilots always throttle up prior to taxiing in order to get the plane in motion regardless of what the loadout is. Getting 23,000+lbs of dead weight to get in motion requires significant thrust and yes, the NATOPS says not to start up without chocks or tiedowns, but that's in there for safety, not necessarily because it says it could move at idle (even though yes, that's what it says verbatim). I have found that 55-60% gets you moving , just like what and that is definitely high compared to real life, but not by much. Especially on a pitching and rolling LHA/D where I've seen pilots have to get up to about 65-70% to overcome a swell then immediately chop to idle and slam on the brakes so as not to overshoot the handlers commands and run into the scuppers. As far as rotating nozzles to 10 degrees or greater, it's not just about blowing hot exhaust on the flaps, which is a major reason, but IRL the jet bounces around quite extensively when nozzles are at 0 and the entire tail plane (the H-stab and the Vert-stab) shakes horribly and makes the bushings in that area wear out well before they should. Anything above 40% when at 0 on the nozzles and you can't write anything legibly on your kneeboard due to the shaking. About the only thing outside of WIP and bugs that I have seen that is truly not modeled well is the Short Lift Wet max RPM that is attainable when you have nozzles greater than 11-14 degrees with water selected and landing gear down. All I see is max 116.8% versus the 120%(+-.2%) that current RR-F402-408 engines are able to attain. The 116.8% currently modeled was for RR-F402-406B engines that were used in the Day Attack versions. There were never ANY Night Attack aircraft that had 406B engines. Also, the ACCEL time from 60-105% is extremely fast at 0.9%, where 1.8-2.2 seconds is realistic. Sure, the EDP (or EPI, Engine Performance Indicator) does not model the BIT function even close to RL and little things like not seeing the water light (the green W on the EDP) or the left, ready, right brow refueling lights on the lights checks is pesky, but doesn't affect much other than my OCD.