Shadoga

Unable to answer in detail, but after the first 15 minutes in her, I want to congratulate ED for this aerodynamics simulation. She's a handful and really feels great to throw her around - demanding and equally rewarding flight model!

+1

Airbrake is still working for all variants - but no longer as long as centerline fueltank is mounted. Jettison tank and airbrake will work again. Dunno if this is realistic, but if so - nice restriction to feature!

Airbrake is still working for all variants - but no longer as long as centerline fueltank is mounted. Jettison tank and airbrake will work again. Dunno if this is realistic, but if so - nice restriction to feature!

Thanks for the nice tool! 2 points I noticed: - Landing distances remain in feet despite meters selected as unit - Check selectable stores at stations 4 & 6, that seems not right to me (MRAAMs missing; 2 AGM-65s!?, etc.).

Yes, it still fails MP integrity checks. User airdog used to have an IC-compatible version of the mod, but it stopped working some DCS updates ago and hasn't received any maintenance so far. Really sad to no longer being able to use this great enhancement since playing mostly multiplayer!

You don‘t have to use the preset loadouts from the scroll-list. You can select individual weapons from further scroll-lists under each pylon beneath the aircraft symbol (right click). Those lists will only show those weapons that are allowed for the actual mission/server.

:music_whistling::megalol::pilotfly::P:D:doh:

Easy folks! It doesn't really matter if the question was precise or not and looking for only one detail or a broader picture - since now all aspects of the situation in question have been laid out here by multiple answers for everyone as a future reference. That's a good thing. Poisoning the thread with silly arguments over who's the better pea-counter is not.

1st try: 113/140 (4-Wire) Awesome training asset, thanks a bunch!

The cats 1&2 are converging, so simultaneous shots are not possible anyways.

In addition to many good points already said: consider using the option to initially practice with invulnerability set to on. Thus you can practice defensive maneuvering and own weapon employment without having to restart the mission after getting hit first. Getting hit will still be clearly hear-, feel- and visible and can be duly noted mentally. Don‘t consider it cheating when used in single-player: you don‘t set any other real person at a disadvantage, you can still conciously judge your own performance, and it is thus a valuable training tool.

Just noticed that since one of the latest updates the F-15C is no longer able to tune VHF frequencies, only UHF. Has that been changed or am I doing something wrong, and is it realistic?

Many users log in with a combo of their desired flight callsign plus their player (community) nickname, separated by a vertical line, e.g.: VIPER13 | Shadoga

Regarding postponed F-4E: see Wags' post #5 here: https://forums.eagle.ru/showthread.php?t=216691 Putting the complex F-16C plus other modules ahead and seeing how long it took to get the F-18C to about two thirds complete until today, that might very well mean no Phantom for another decade... Regarding the Tomcat in this server: I would initially give it a try but restricted to 4 AIM-9-P5, just to ride the wave. The advanced AWG-9 with a medium range SARH AIM-7 would already be OP for this server, requiring an opponent like MiG-29A. Let's see how the Cat does WVR against MiG-19s and -21s, and when it becomes available switch back to the TF-30-powered Tomcat to be more challenging and historically correct. Keeping it WVR or at least a neccessity to VID is one of the most unique features of this server, besides no FC-3 aircraft. If you want 80ies-BVR with SARH, there's plenty other good servers like Buddyspike etc. I also would love to see at least one PG-Map mission for this server, especially making use of the mountainous Iranian landscape, e.g. a simulated Iran-Irak war scenario: eastern aircraft out of Shiraz vs. western aircraft out of Kerman or Bandar Abbas.

The Community A-4E is also due in only a few weeks, will be a nice and fitting addition as well. And once the Forrestal class carriers come with the Tomcat, those boats will also fit and bring carrier ops to the A-4. I so hate the Phantom being postponed, I can't tell how much. Whoever does it someday, I hope he profits from Heatblur's development and brings it with "Willy (Driscoll) AI"!

Plus, especially for Caucasus, speed perception at low level is mainly bugged by the Speedtrees being roughly 100% too large compared to their graphics (branches, leaves, textures) and to surrounding objects (buildings, vehicles, powerlines).

Can we then get back on topic, which is "Field (as in: not Carrier) Landing Pattern"?! Case I Carrier procedures have been discussed, video-showcased and otherwise munched upon all over the place since we got the Hornet. Doum76 inquired about any standards for F-18 ashore pattern flying in his opening post. His query for "how to do it right" is valid, and knowledgeable answers here might make this thread a valuable source for other simulation enthusiasts. Discussion of carrier ops and personality clashes are detrimental and should not have a place here. As I highly appreciate SMEs Lex' and TTaylor's presence here and willingness to answer our questions despite being harrassed occasionally and uncalled for, I'd be interested in the following: We seem to have found out and agree that there are different ways to fly a jet closed pattern at an airbase, mainly regarding feet AGL, tightness of pattern and maybe speeds, etc. Reasons for these variations are most probably locally prescribed procedures/restrictions and airframe/aircrew capabilities. None of those real-life considerations apply to DCS because of AI pilot & ATC inabilities and because of the uncontrolled, unstandardized wild-west environment that is DCS public multiplayer. But I highly regard those who wish to add to their personal gaming experience by exercising this stuff beyond the game. Same goes for the virtual squadrons' members who educate the community merely by own example on public servers. Since the two linked videos here in the thread (Hornet GoPro @Miramar vs. Viper HUD tape footage) feature such a huge difference in "sportiness" (tightness, steepness) of their pattern technique, my questions to the SMEs are: 1. Have you been taught any standards for ashore airbase pattern flying in the Hornet when there are no or only partly locally prescribed procedures? 1. Is the Hornet pattern @Miramar in the GoPro video flown according to a published local procedure (if yes, do you know any parameters?) or mainly according to pilot's gusto? 2. When you went to other places ashore (VFR x-country nav training, ferry flights, etc.), did you encounter many variations in locally prescribed procedures? 3. Does the FAA or Pentagon publish visual jet approach & departure procedures for U.S. airbases like the German ones I linked in my post on page 3 of this thread? If yes, do those follow any common (NATO standard?) guidelines in their design? 4. Did you often try to get approval to fly the low Case I practice pattern ashore (outside dedicated training sessions at dedicated training fields), to stay current for the boat? How often were those requests denied for noise abatemant or other reasons? 5. Was there any competitive spirit in your fighter pilot community/career regarding "sportiness" of pattern flying ashore? For the German Airforce crews and their european peers / visitors, despite having more or less sporty prescribed tracks and altitudes in the charts, I know of a certain competitive spirit in that regard. Tornado fighterbomber pilots are being mocked by the air-superiority community (Eurofighter, ex-Phantom & Fulcrum) for their high-wingload swing-wing requiring a noticeably wider pattern, being aerodynamically unable for a tighter final turn. And when allies visit with Vipers, Hornets, Mirages, Rafales, Gripen, etc. there seems to be some pride in flying it as tight as the airframe and traffic situation allows to showcase own capability & skill to the local hosts. Thanks in advance for your insights!

Flying VFR Recoveries & Closed Patterns in a fighter jet is fun and there seem to be some mutual (NATO?) standards to it that can be found across western countries' armed forces. - Pattern altitudes are often 500ft GND (above field elevation) for rotorcraft & microlights, 1000ft GND for regular fixed-wing aircraft and 1500ft GND for military 1&2-seated jet aircraft ("fighters"). - Sometimes there are "Entry" points published as compulsory reporting points prior to entering an airbase's CTR (tower control zone). You pass those on your way to the respective "Initial" point for the active runway. - The Initials are usually located on the extended runway centerline at a distance of 2-5 NM from threshold. You pass those descending to, but never below pattern altitude, because there might be aircraft on final below. From the Initial (passing has to be reported as well) you start your visual approach procedure, called "(360-)Overhead-Approach" or sometimes "Run-In & Break" - in opposite to a "straight-in approach" or pattern entry via downwind as common for civilian VFR operations. - The "Run-In" from the Inital towards the "Overhead" (the runway) is performed at a still high speed (usually 300-350kt, depending on aircraft type), descending to, but never below pattern altitude which is reached latest at the Overhead. During the Run-In, Tower will issue sequencing instructions like e.g. "number two behind Eagle on Downwind" or "perform early/late break" to sequence you into other departing & arriving traffic. If the pattern is full, he might even deny your break into the pattern and order you to "re-home Initial" clear of the pattern for another Run-In. When flying uncontrolled in the sim environment (no Tower service available), the Run-In is the phase to look-out for other traffic on taxiways, runway(s) & pattern and sequence yourself into it. Check the runway from above: debris & wreckage are common in multiplayer environments... - The "Overhead Break" is a level high-bank / high-G 180° speed reduction turn towards left or right downwind. It is performed somewhere (e.g. one third or halfway) down the runway, or for sequencing earliest over the threshold or if delay required: near the departure end of the runway or even a little beyond that. You want to lose around 100kts or more here (idle power, maybe airbrakes) to get to configuration speeds and lower gear and flaps on downwind. - Downwind is flown still at pattern altitude and used to reduce and configure further. Speed ranges around 230-170kt, depending on type. You want to be fully configured at the end of downwind, which is the: - "Base Turning Point" - at which you leave downwind track (runway reciprocal) and pattern altitude (fighters still at 1500ft GND) for your continuous 180° descending turn towards short final. If the break turn was already fun, the base/final turn is no less so because of it's initial high rate of descent. You aim to intercept the runway centerline on short final and flatten out your quite steep descent to intercept a normal 2,5-3° final glideslope or PAPI/VASI lights. The base turning point / end of downwind is often determined by a roughly 30° past abeam threshold position (runway beginning in your 4/8 o'clock position). The goal is to be established on about 3/4 NM final. The base turn can be delayed by Tower or yourself for sequencing to preceeding landing or departing traffic. If you turn final later, the turn is less fun because it doesn't require the initial high rate of descent. The beginning of the base turn from downwind to final shall be reported with intentions and a gear-down confirmation. e.g.: "VIPER11, base 31L, gear down, full stop." - or maybe for another round in the pattern: "..., base 08, gear down, touch&go, closed [pattern]." Some countries, like mine, publish VFR procedure charts for their military airbases in addition to their civilian aerodromes. If you want to check out German arrival & depature procedures for fighter jets, check this Link. Since there is no direct download link, you have to select "GEMIL FLIP VAD JET Complete Edition" under "Publication". Most of the abovementioned standard procedures can be seen below in this YouTube-video of USAF F-16C HUD-cam footage, plus a Simulated-Flame-Out (SOF) pattern with "High & Low Key" position reports. I think these procedures are a wide-spread western military standard, there might be of course myriads of exceptions & variations due to aircraft performance, local noise abatemant restrictions, geographic considerations, etc. Check out Switzerland's Meiringen airbase LSMM for example, located in a narrow valley, requiring a pattern altitude of somewhere around 7000ft above field elevation, making for a spectacular final turn dropping down into the valley from the mountain ridges. That pattern is a little wider, of course, but not much... And don't mistake civilian standards like 1000ft GND, entry via downwind and 90° turns in a rectangular pattern for universal standards valid for jet jockeys as well. Fighter Ops (oops, rule 1.15...? - err, no!) are faster, tighter and more fun, despite coming from tactical considerations. That the Navy likes to do it down way lower has to do with no mingling helos and no bad guys outside the shipborn airbase's (carrier's) fence shooting up at low&slow aircraft in the pattern. 500 yards pattern height above ground is safer than 200 regarding small arms fire. Happy pattern-flying, cheers!

There used to be a IC passing version of the mod by Airdog. Any chance to get an updated version of this one, too?

Are ED aware of this, is it in the pipeline to be made readable?

Confirmed, still there.

Is multiplayer multicrew at least being worked on and any progress being made? Sad this awesome possibility to have 4 clients manning all battle stations is being neglected for so many years!

Since 2.5.3 Hotfix 1 of last week I experience the following problem, persistent through today's Hotfix 3: I mainly play DCS multiplayer in VR (Oculus Rift) and most of the time on 104th Server's Missions Longbow (Caucasus) & Southern Shield (Persian Gulf). Since last week, DCS CTDs every single time while loading into the server, I do not get to select a client slot. It's a CTD without chrash message & event log .zip creation - only dcs.log states troubles loading many objects and finally running out of memory issues (despite 32GB, 12GB vRAM) plus a normal short track being saved - no compilation incl. dxdiag.txt etc. Over the last days, I checked many variables (repairs, background processes, latest drivers, with or without TS & SRS -launched before and after DCS-, everything I know & could imagine), did many dozens of connection trials and observed the following: - crash occurs 100% only in VR and only on 104th with its complex dynamic missions - crash occurs around 50% in VR on other frequented servers, tested mainly both Buddyspikes plus Cold War and Just Dogfight - crash occurs around 50% in 2D (2560x1600 or lower in windowed mode) on 104th - crash occurs below 10% in 2D on other servers - crash never occurs in Instant, Fast or SP Missions, didn't check campaigns. - crash never occurs on stable branch, but then - there‘s no comparable servers with comparable missions and client numbers on stable release... Attached are latest dcs.log & track of today's last trial CTD (on 104th) plus another .zip of a different crash that fully registered from 2 days ago - see this for dxdiag.txt for specs. P.S.: On a sidenote I would like to confirm the annoying bug for Oculus Rift users that came with one of the Hotfixes where you can't click buttons in the lower half or third of the DCS menus /GUI. The current workaround to set desktop resolution to 1080p prior to launching DCS is very annoying. Final Note: Please fix the VR options menu bug: "Cursor confined to game window"-checkmark-not-registering asap! I exclusively play in VR and having to enter options first and click that field every single time I enter DCS for months now really drives me nuts. Otherwise I'm fine and a grateful fan since 2003. Cheers!

Page 18