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About Hummingbird

  • Birthday 08/22/1987

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  1. Also noticed that the throttle wing sweep aft & forward buttons (wing sweep cover down) don't work on the ground anymore, even after pressing the master reset button. Used to be able to to adjust wing sweep on the ground using just the buttons on the throttle. In addition to this the sweep indicator also no longer automatically switches to "auto" after take off when you've reached ~300 kts speed, eventhough the CADC appears to have actually taken control.
  2. @IronMike@fat creason Did something happen to wing sweep rate? Asking as I'm noticing the wings struggling to keep up with the CADC command even at rather low change rates. It doesn't seem like its achievning the 7.5-8 deg/sec sweep rate. This is at 1 G too btw, haven't checked if anything changed under G load yet, but you should be able to get 4 deg/sec @ 7.5 G (i.e. sweep rate only just about halfed at that G).
  3. Decided to test the pitch stability today in terms of the aircraft's ability to return to 1.0 G flight after a positive or negative pitch command and then releasing the stick. What I found was that after commanding positive or negative G, and then releasing/centering the stick, the aircraft will oscillate in pitch around the 1.0 G attitude that it needs to return to by up to +- 0.8 G. In other words if you e.g. pull 4-6 G and quickly release/center the stick (zero pitch command), the FLCS will attempt to reduce G's back down to 1.0 too rapidly by applying too much horizontal stab trailing edge down, resulting in the aircraft undershooting 1.0 G (by as much as -0.8 G, i.e. it hits 0.2 G) before getting back up to 1.0 G. Here's a video recording, as well as track file of it occuring: F16FLCS1Govercorrect.trk Seems to be a FLCS command filter issue for when you decrease pitch/G commands by a big amount in either direction.
  4. Both the 39 and 37 would be amazing to have and would both be instabuys for me.
  5. The slatted F-4E shouldn't be that difficult to BFM in. Sure at very high AoA rudder will be needed for rolling, but you get used to that rather quick, as with the F-14.
  6. The FM has definitely improved a lot, and I truly appreciate the step forward here. But there are still some obvious bugs that need ironing out, and it seems also some tuning to be done in some places. But I think ED will be on it quick.
  7. Not sure why this is listed as "correct as is" ? As the post above says, the FLCS will be commanding the horizontal stabs full trailing edge UP, not down as is currently happening.
  8. Yeah I've noticed the same @777coletrain, and I don't think this instability in yaw is correct behavior but more likely an unintended bug. But we'll see. At least the FM is basically spot on in pitch rate & stability now based on the information I have available.
  9. Yeah I agree @DummyCatz, it's the same conclusion I've come to.
  10. Calm down, this is a relatively small issue. Overall the FM has been MUCH improved with this latest update! Now that being said, I can recreate the scenario you're talking about above and depart the aircraft if I apply FULL roll & pitch command at 300 knots & below in dry power only, and it seems to happen only if you do a complete rotation in roll (360 deg). Based on what I can see, it seems to be the rudder causing the issues, the FLCS seems abit conflicted as to how much rudder & in which direction in needs to be applied in a high AoA rolling maneuver below 300 knots. In full wet (full AB) power however, I can do this crazy maneuver the aircraft doesn't depart (but still the rudder is abit funky):
  11. Credit where credit is due, this is an excellent update!! The overshoot/undershoot oscillation in pitch is gone, and the aircraft is a lot more stable in pitch inline with real life DFLCS logic, HUD tapes and pilot testimony. Well done ED!
  12. Thanks for the detailed information Brems, that's what I was looking for As I understand it, the use of the flaps in this case is going to be quite limited, i.e. primarily if you're forced slow and need as tight a radius as possible. So a useful, but highly situational tool in the box.
  13. As pr. the vids it seems the slats extend further when the combat flaps switch is engaged, is that not the case? Also as for the TE maneuvering flaps, you're saying they work when auto is selected or when combat flaps switch is engaged? I'm abit confused about this now, as I thought they were always automatically limited, but would only actually extend if the "cmbt flaps switch" was engaged.
  14. Ah I see. So just to get this straight, what you're saying is that with the combat flaps switch engaged, the pilot can: 1) Manually apply TE flaps during maneuvers within automatically set limits 2) Manually apply extra slat extension during maneuvers over what the aircraft otherwise does automatically Yes? and thank you very much for the answer!
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