TWC_SLAG

Dairy cows is my guess.

Someone needs to inform those French farmers that they are doing it wrong.:doh:

Green hedges.

They aren't grass. They are mounds of earth and rocks, with very thick hedges on top. I think the French word for them is "bocage". The Allies had a heck of a time getting through them, until a soldier invented a plough-like device welded onto the front of tanks.

Hope you are not gone, yet. Would be interested in what curves you finally came up with. Thanks,

When I was a member of an RF-8G Crusader squadron (VFP-62) in Jacksonville, FL, one of our pilots flew down the St. John river, rolled upside down prior to arriving at a bridge right downtown, turned on his cameras, and took pictures of the bridge's bottom. :thumbup:

I liked that takeoff a lot more than the previous vid. That's a real improvement. You should come back on the power, though, after getting the gear up. Since you know you are going to land again, there's no need to go over 200 mph. Altitude downwind was better, but you are still going waaay too far out before turning base. Look how much altitude you lost by the time you turned final. You continued downwind for a full minute after passing the runway threshold. At 250 mph, you were between 3-4 miles away when you turned base. You end up with a very flat approach to the threshold. What has already been said about approach speed is right. You were too fast. About 2,000 rpm is a good setting, with pitch full forward. I try to feel the stall buffet at the same time as touching down. If you are unsure about the plane being controllable at low speed, go up to 3-4,000 feet and fly around with gear and flaps down at 100 mph.

It does look better than the first one. I would recommend being at 1,500 feet downwind, and turning base much sooner. Altitude equals speed, and speed equals life. If the engine quits at 800 feet, with gear and flaps down, you have no where to go. Also, airfields typically have a set downwind altitude, so that everybody can see everybody else. I drop the gear and flaps as I pass the threshold on the downwind leg. On final, pick the spot on the runway where you want to touch down. Keep that spot in the same place on the windshield. If the spot starts moving up, you are too low. Add power. If the spot is moving down, decrease power. Always make small corrections, nothing dramatic. Final approach is not starting low and then getting lower, so you don't do much of a flare. Down low, you can hardly see the runway. You should start the final at about 5-700 feet, descending at about 1,000 feet per minute, with the runway always in sight, and then flare to a 3-point stance, and let the plane settle in. Let's see another vid soon. :thumbup::thumbup:

That was an interesting landing pattern. You were going upwind on the downwind side of the runway, right into the face of traffic heading the other direction. Being where you were in relation to the airfield, and wanting to land in the direction you did, you should have made a left turn soon enough before you got to the airfield to then make a right turn and enter the downwind leg at a 45 degree angle. Pattern altitude should be higher. I use 1,500 feet. I'm going to guess you can't swim, because you didn't go over the water before you turned base. :) Wait to turn base until you are at a 45 degree angle to the approach end of the runway after you pass it. That will give you time to set up your final approach, make any adjustments to speed, rate of descent, and direction. The other guys are right about not cutting the throttle completely. Practice will show you the correct amount of nose up at the right altitude above the runway to let you set down 3-point right at the stall. Fly the plane to the runway. On takeoff, I use about 3 degrees of right rudder and 3.5 increments of nose down trim. I want the plane to lift off when I want it to, rather than jumping up on its own. Smooth on throttle inputs. Once the rudder is active, slightly forward on the stick, to get the tail up, and away you go. One other thought: On approach, the stick controls speed, and the throttle controls rate of descent.

Picky, picky, picky :)

"Ready for Take-off"

The problem I have always had with "fire at will" is, I don't know which one is "Will". :)

As I opened SSA.

Yes, I'm getting that, also.

Andre, Here is the other error message I get.

Andre, I have a problem with SSA. Talked to f401, and he has suggested I ask you about it. Attached is the error message I get when trying to open SSA. I have tried several times to delete and re-install SSA. Thanks,

I did not make a shortcut. Will ask Andre. Thanks,

Andre, Still get the same error msg, plus this one at just trying to open SSA by itself.

I use Bitdefender. Will try what you suggested. Thanks,

I spoke too soon. The SSA version referred to above opens, but does not work. I removed it and re-installed SSA. It does not work, either. I am now getting the error msg in the attachment.

Andre, Where would I find info on the Gamertrix Force Feedback Driver for Cliffs of Dover? I know only that its somewhere in the 150+ pages of this thread. Could you give me a link? Thanks,

I reverted to the previous SSA version and it now runs. You may be right about the AV. I just had an update to it, along with two Windows updates the AV said I needed. So, all's well for the moment. Thanks,

I tried to load the file through JSGME, and it didn't work.

Another thought occurred to me: why ever fly from England, when you would have more time-on-target by flying from a field in France? Even if you do fly from England, you can R&R in Normandy before flying home. This range thing seems to be a non problem.

In CLoD, a flight from Tangmere (or from anywhere else on the south coast) to Le Harve is no problem. Altitude and engine mgmt are important. When the DCS Spit gets fixed, it shouldn't have a problem, either.