Nealius

Real world safe escape/bombing tables for Mk84AIR released high drag show MRA of 150-170ft AGL at 450KTAS at sea level to 5,000ft MSL(depending on ripple setting) with a straight or level turn safe escape maneuver. If you're getting fragged with a 500-600ft AGL release then something is defintely wrong with the blast modeling. Assuming your bombs are indeed deploying their ballutes.

Yes, if only all the -34 tables with such parameters weren't classified. And if ED doesn't provide us with in-game parameters, then how are we expetected to do such planning?

As CASE II is a blend of CASE III and CASE I there's no need to practice CASE II specifically. Practicing CASE I and CASE III fulfills that purpose.

No issue with metashaders, those are always there on many airfields. What I don't understand is their purpose, or whether we're supposed to follow the yellow taxi lines or the black taxi lines. It's such a disorganized mess I don't know which lines to follow.

Yes, hypoxia was always a thing. I thought the system was like the Spit/Jug/Pony in that it's always on, but it isn't. I was in for a surprise when I got up to altitude.

Which begs the question why we have a K-4 at all when it barely participated in the war. We should have a Gustav, but that's an entirely separate discussion.

I've noticed two sound bugs on the carrier: 1. The wheels make the "rolling on gravel" taxi noise when the aircraft is parked on the deck and not moving. 2. After a trap there's a click followed by a hissing sound for a few seconds, that loops indefinitely even after engine shutdown. Debrief shows no damage sustained, visual inspection of the aircraft also shows no damage.

Oh definitely. That's one of the reason I've been excited about that new film "Warfare" as it avoids all of that. "Greyhound" was pretty good at avoiding it as well. There's not enough appreciation of films that don't coddle the audience.

Like the Jug, you could go over 2700, and in dive conditions did. Pulling a number out of my aft orifice but I think there was a limit of like 3050rpm in a dive? At any rate, breaking those limitations for extended periods of time would break the....something in there and you'd get a windmill for a prop. The P-47 had issues with that for a while where it would break too easily.

Any idea where there's disagreement between the manual stating max 90C and the red tick/blue zone on that gauge being in the 120s? That's throwing me off.

+1. I tried the trick of "button off" to trigger it, requiring two such entries if bound to a 3-position switch, however the system only recognizes the first bind and not the second.

Where is the oil temperature? The manual doesn't show a closeup of the combined gauge showing precisely what is what. I have still not been able to figure out two of the three indicators on that combined guage. The one on the right is clearly fuel pressure. The one on the left behaves like oil pressure due to it being high on startup and low after engine warmup, but it has a red line denoting "90" when max oil temp is 90C. The gauage above has a red line somewhere around 110 or 120 when max oil temp is stated to be 90C, and it doesn't react at all to my oil cooler flap settings, leading me to think it's the carb temp. But then it doesn't react to my intercooler settings either.

I enjoyed it but at the same time it didn't leave a memorable impression. Something felt slightly off with the acting or perhaps the script. Perhaps that means I need a rewatch.

Noticed this as well. When making hard turns with the wheel unlocked, as soon as I release the brakes the aircraft stops turning as if the tail wheel snapped to center. No inertia whatsoever. In the other warbirds doing this would result in a 360. It's also nearly impossible to taxi with any precision, as the slightest tap of a single brake will bring her to a stop when you want to turn, and doing an in-place turn requires revving the engine to 2500rpm to unstick the tail wheel (yes it's unlocked).

All AI in DCS fly like UFOs. This isn't limited to mods, and it won't be fixed until we get the long-promised GFM that was talked about for the past five years or so (with no updates as to its progress).

Would the engine shut off with reserve selected and main below 50gal as well?

Commonly used term is "torque roll," not "turn on its axis."

Select boat with F9. Press Ctrl+F2. Use WASDQE keys plus mouse to position camera as desired.

I don't have to touch sensitivity and get the morse code immediately without any vacuum tube warming delay.

It's off. Notice the "--" prior to the entries indicating that it's commented out, and thus not functional.

I do not experience any takeoff assitance when doing a standard shore takeoff at 43-45" and 30deg flaps, with proper rudder/aileron trim set. The rudder dance on the takeoff roll is not much different than the P-47's.

Works for me as long as I have LOS within 200nm.

I made the slider change as well. 275kts indicated on the deck, hot day (28C), 53/2700 (mil power), ball centered, all cooling flaps/doors closed or barely cracked open, 70gals fuel loaded. Roll rate and handling is soooo much better at 250KIAS and above.

Something is definitely very weird. People doing the same thing yet one group getting stonewalled at 200-210kts and the other getting normal airspeeds. One thing I noticed in reviewing my flights is that the ball in the gunsight and the ball in the dashboard aren't always in agreement. When the ball is centered in the gunsight, the ball in the dash is showing slightly left, however it is still within the bounds of the center brackets. I doubt such minimal slip or discrepancy in the balls (heh) would cause a 90kt penalty.

I'm at 2700/53" as that's what is listed as mil power. I haven't pushed higher than that on manifold pressure. Ball is centered.