Dangerman

Is there a limitation in the multiplayer/multi-cockpit aspect that doesn’t allow synchronisation of gear and flap indication or engine parameters......... Is my install glitched or is it just not possible for the developers to achieve these functions with the limitations imposed by ED? Instructing and troubleshooting basic flight techniques without being able to see (or hear) what is happening with the RPM is difficult. Also, not having indication of the flap/gear/speed brake position also complicates the issue. not sure how the T45 deals with selection of services from the backseat.. Hawk T1/1A has the ability to leave the selection with the front cockpit to avoid mishap and issues with the gear and flap selection buttons/switches not being in synch... as instructor you always asked the student to select gear and flap... and you can verify position by the indications. Despite this, it has forgiving handling characteristics like the T1.... although it must be super heavy compared to T1 with its carrier gear and avionics as it really struggles to get a decent low level speed....... and the trim takes a loooooooooonnnnnnggg time to get to where I want it. Biggest trim change in T1 was going from flap up to full flap in a practice or real forced landing as it was blown down by nitrogen pressure and got there real quick... even that travel could be trimmed by a relatively quick trim input. looking forward to further development of this module.... well done VNAO.....it takes me back to cajoling the guy in front to fly better!.

From a UK perspective based on RAF fast jet operations, 250kts below 10000ft is waived. The “low flying handbook” which is a rule book rather than an aide memoire as its name suggests gives speed limits. If I recall correctly this was about 540kts for low level training including OLF heights at 100ft AGL .... Back in the day we would use 480 or 540 kts for target runs on the mighty Tornado.. the use of reheat in the UKLFS (Uk low flying system) is prohibited except for emergencies or essential training requirements ......which is the get out of jail free card for the boys getting their photo taken in the Machynlleth loop with the orange fun carrots lit. lots of DCS players flash around everywhere with their hair on fire because they believe that’s what fast jet pilots do. Not always the case. If you are a Brit You should be aiming to fly low level cruise at 420kts, anything above about 2000ft agl at around 350-360 kts. Medium to Hi level cruise around .73-.8 Mach. Tornado didn’t like being to quick in the hi level cruise because the Mach buffet meant you would need to sweep the wings. At .75, you would get Mach buffet which always served as reminder to move the wings back... problem was the release to service allowed 3 wing sweep positions (4 positions if you include 63 sweep when 2250 underwing tanks were fitted). But fortunately, the document didn’t say how quickly, or slowly you would transition them to the new swept position. By trial and error most discovered that 33 sweep gave the ideal AOA/Mach no/ fuel flow combo. We would use a specific set of AOA for range or endurance flight. RTB through initials would be at whatever speed was briefed or was SOP. Generally between 350-450 kts at a height that wouldn’t get you an interview with the boss/staish. Joining at 350 kts at 1000ft circuit height was considered as a “normal” join, and not a run in and break. Speed control on the Run in for the break wasn’t essential.. the secret is to be somewhere in the ballpark and not mess about with power to catch a speed otherwise you piss off your mates in close formation on the wing with you shifting the throttle about. Descending from initials to your break height is a good way to accelerate because no throttle movement needed and your wingmen accelerate with you. on take off, reheat cancelled around 250kts in a tornado, maybe higher if you had proper bombs and warload on the jet. Accept you need to accelerate to speed. Every second you are in burner is cutting your range a SIGNIFICANT amount. Just because you have burner, you don’t need to use it all the time. When you expect your mates to fly in formation , don’t be at 500kts, you are pissing fuel out of the jet very quickly, the jet is more twitchy and you have reduced the catch-up margin that your wingman needs to join formation. ..........Is the reason I don’t fly much on public servers with strangers. final point on speed/power is when climbing etc at max power, lead has a few percent less than max to give wingmen some flex and ability to catch up. Same works for descents. Don’t go idle in the descent and expect wingmen to be there in either the closer tactical formations or in close formation. Different drags and weights will mean you are not matched. SOP for us was 80% power with airbrake for a close formation descent to steepen descent but give wingman leeway on power so he can go idle to avoid getting in front of you. A wide formation descending into low level is ok for idle as spacing isn’t so critical. wrote a lot more than I intended there but some thoughts on speed whilst flying your pointy jet.

Any other suggestions as Im having the same problem?....I have used the stock AV8b profile from Blufin, disabled press and hold for right click in windows and set touchscreen to suppress 2nd trigger in helios options... but still get up to 4 of the same character on the UFC when I press a button there. Is there something else I could be doing to get the UFC to function correctly

Ok.. thanks for info.. we were hoping to use it for training and can live with the gear issue as long as we know who is in control but HSI is a show stopper for some of our training :( Otherwise is a great mod with good flight characteristics.. thanks for sharing it. :thumbup:

Been using this in a multiplayer environment and noticed a few things There seems to be a mismatch in gear position and flap position between front and rear cockpit for gear down indications and outside view Rear HSI doesn’t move with front HSI does anyone know if there is a fix for this?

Thanks!... That worked

since my number is not far away.. thought i might join the discord... however, the invite comes up as invalid.. does it need renewal or am i being dull with discord?

I suppose we did have less keel area... but always found it best to wind in rudder trim to make sure the Junta technique worked as below HUD to locked instead of VV set standby sight to 55 mils superimpose budgie over 55 mil depression reticle turn off standby sight put the comma in the alt readout into the HDU hole drive up the comma first prod every time!... nearly, maybe, sometimes :) did you guys have a magic formula or did you just use the force?

ref your instrument failure.... I reckon it may be a bug.. I had it too.. but i saw the numbers drum moving whilst the needle was frozen at 1000ft

No idea why... in real life that could be a bent jet, mismatched thrust output despite matched gauge readings and throttle position.....We all know aerodynamics and flying is an exact art coupled with subtle science. There are many that want to analyse headings, angles of bank, exact RPMs etc for phases of flight. You must use the force luke:thumbup:. Do what works. Use rules of thumb and technique that works for you. Good steady prod by the way... wish I could do that!

Keep the ball in the middle to fly straight. Ask any light aircraft pilot or helo pilot..... Perhaps the turn you are experiencing is that you are inadvertently referencing the dihedral of the tanker wing as your horizon and compensating which gives a turn?...... another common occurrence in real tanking, especially when IMC Best to use rudder trim.. any manual input to keep the ball in the middle will result in a variable rudder input rather than a fixed amount you get by using trim. But....Stick with what you are doing if it works.... but real tanking will often punish you if you use rudder at all.... a yaw moment at or near point of contact will significantly increase your chances of a “spokes” contact as the probe goes through the spokes of the drogue.... “spokes, no damage” call to the tanker will get a laugh, but you’ll be going home or diverting.

I spotted this last time I did AAR in the tomcat and was impressed with the level of detail as I was with the transonic jump. It’s realistic... we had to wind in a pile of rudder trim to straighten the jet after extending the probe in the Tornado. The Tomcat should be no different. Extend the probe Apply rudder trim until slip ball is in the middle... “press the ball” if you are unsure which way to apply it. Job done

Not always, ........but with a war load or heavy fuel fit you would need it at the higher altitudes. The drag index for us was huge with 1000lb paveways, 2250 tanks 2x aim9L, a skyshadow pod and Boz pod Jets in theatre also had their engines tweaked and swapped to have the latest model engine fitted with artificial limits removed.

I seem to remember the burner was scheduled by nozzle position so it went something like this for me: Dropping back in dry thrust to the end of the hose Realising you need burner Select reheat on the left Nozzle opens Thrust reduces on left slightly due more Aj Panic as dropping back even quicker due less thrust Advance left throttle a bit more Enter cloud Wobble about a bit Burner ignites .......at a higher throttle setting than originally intended Huge increase in thrust due more burner selected Panic Fore aft PIO on power ensues Stabilised! Breathe All happened in a fraction of a frantic second!

Windy, did you have a restriction in the F3 as we did in GR1 that if we needed burner on the tanker, use only the one on opposite side to your probe?.... although I’m sure you had more thrunge and never needed burner on the tanker!!