Davee

Hi YoYo, Have you made any tweaks to the Spitfire on the latest 2.1? There seems to be some discussion on ground-handling improvement but I'm thinking that it is just imagined. Any feedback much appreciated. Cheers, Cats . . .

Just become aware?? What about CptSmiley's comments that he is on it from awhile back and the thread discussions and arguments? Doesn't make sense to me.

From my perspective, whenever CptSmiley makes changes to the flight model, it requires an adjustment on landing approach. There have been many changes and right now, I find there to be a great deal of drag on approach requiring careful attention not to get to low and slow. It will not power out even with full AB. I hope CptSmiley will have another look at the flight model as even at altitude, low speed and high AOA can induce an unrecoverable descent - even followed by pointing the nose down to recover. In short, keep alt and speed on the plus side and do not exceed appropriate AOA for the approach (for now). :) ps. Previously from CptSmiley: #36

You can edit the mist out in the Mission Editor if you prefer.

Why not just ask YoYo if there were any changes?

The Barret rifle does not necessarily set a truck on fire. It usually stops it by destroying the engine block. Round type is different from the P-51. The P-51 wartime .50 cal round was not an explosive round. It was an API (armor piercing incendiary) round. Fire will only happen if fuel or flammable objects are involved either on board or being carried by the target. Explosive rounds are usually 20mm and up to accommodate the thermal material. Anything smaller is not well suited for that. My thoughts are it is more than likely the damage model that is at fault and being worked on for aircraft - not sure about ground vehicles though. Also, not all rounds fired will hit a fuel source.

Please be more specific! Have you researched how convergence was set IRL in 1944?

+1

Hi Jafa, Listening to your audio mastery is taking me back to the IL2 days and your unmatched work there. The best of the best! Thanks for adding to the immersion and the suspension of disbelief when flying these warbirds. I am so looking forward to your first release. Best regards, Cats . . . . .:thumbup::thumbup::thumbup:

From where did you get your stick extensions? Thanks

You may find your answer here. Watch both vids . . . a lot of info on stick settings. Cheers

What happens in Vegas, stays in Vegas. :)

Hi Phil, Here is my WH Script for just that. I have trim on H1. Change the number 150/50 to suit yourself. It is the pulse rate of the key in milliseconds. Cheers Cats . . . . MapKey(&Joystick, H1U, REXEC(0, 150, "ActKey(KEYON+PULSE+';');")); MapKey(&Joystick, H1D, REXEC(0, 150, "ActKey(KEYON+PULSE+'.');")); MapKey(&Joystick, H1L, REXEC(0, 50, "ActKey(KEYON+PULSE+',');")); MapKey(&Joystick, H1R, REXEC(0, 50, "ActKey(KEYON+PULSE+'/');"));

?? For me, using my script and ensuring that you first move the throttle from its forward position through the detent while holding the I button of the IO command, then with all the other appropriate switches active for startup, just move the throttle forward through the detent into the idle position. (no IO buttons pressed at this stage) It then starts the first stage of the startup - the APU. When the throttle indicator moves up to 11, then just tweak the throttle forward and back quickly it then spools up and all the power comes on. This is all according to the manual. Note: This engine will not spool up when moving it to idle. It needs the APU first then move the throttle forward from the idle for a moment then back to engage the main engine. Standard procedure. I just programed my WH to do it without having to reach down and press the red button just below the throttle. Cheers

Yes, I have it also mapped to go from stop to idle. Hope I understand you correctly. Here is my script. //IDLE CUTTOFF LEFT MapKeyIO(&Throttle, IDLELON, PULSE+R_SHIFT+END, 0); MapKey(&Throttle, IDLELOFF, PULSE+R_SHIFT+HOME); Right throttle is not mapped. The throttle must be in idle area before pressing the key for IO and then move back to cut-off. For startup, once it is back in the cut-off position, just move it forward to the idle position. (After setting up the other switches including electrical power for startup of course.) Cats . . .

Hi Azrayen, I've mapped it on my WH Throttle using script. Works very nicely. As well as engine throttle shutdown. Cheers, Cats . . . .

Of course! We are talking about recovery acceleration, yes?

Thank you Falconzx, This is exactly what I have experienced several times but not able to put it into words. Your link does not work. Thanks, Cats . . .

Thanks CptSmiley, Nice to know that me and a couple of others are not imagining this despite the "fanboy" reaction. We can only advise what we experience and it is sometimes difficult to pin it down except to say that something is different and reacts differently to what is expected or different from previous versions. Looking forward as usual to your expertise. Cheers, Cats . . .

No issues here.

I detected it in the update before the last one - 2.x.x.

It would be a nice Easter Egg for sure. But . . . you may find John Wayne on a cart pulled by soldiers instead. :)

Thanks Azrayen, This is it exactly. Also, recovery time at altitude in a combat situation where excessive AOA has induced high drag, the length of time to recover sufficient airspeed when nose down and in AB seems quite long. This drag also makes it a bit tricky in landing also with respect ensuring that airspeed and AOA don't get to extreme or slow because you will sink rapidly and full power won't help. :) Thanks again.

No - in a dive, nose down pointing at the ground. I can see one descending with a high AOA but the poster said, and I agree, NOSE DOWN - not pulling on the stick.

I agree completely with this post. When airspeed is lost - the aircraft will respond with less that what is expected when put nose down in full AB. - even with airspeed in the 150+ range. It will accelerate much faster on the runway from stand-still than when you have already got 150+ knots of airspeed and nose down at altitude. This cannot be right. I've lawndarted many times when the aircraft should have recovered in sufficient time. Something not working correctly IMHO, with acceleration at altitude with 100+ airspeed in place. Recovery is far too slow and one might as well have a propeller on the nose. Cats . . . .