SinusoidDelta

I don’t see how a company could have a current patent on control loading as a whole, only a specific implementation. Then again with how the US patent system work it doesn’t necessarily matter. Even if you aren’t infringing patent trolls will drown you in legal fees until you settle. Here’s to hoping.

As far as I’m aware no changes were made to the F-15 or Su-27 flight models for 2.5.

I thought the point you were trying to make is that turn performance is significantly worse in the latest update. Maybe I’m misunderstanding. Just to clarify, stick deflection limiter override (Y key) mentioned by opps is not a button in real life but enabled when applying >34lbs (15kgf) of backpressure on the stick. Also, I think you’re misunderstanding it’s function, it isn’t simply a G limiter. While held it allows the aircrafts normal 26 deg AoA limit to be exceeded.

Although inconvenient, showing turn performance test data from 1.5 would show that it has indeed changed in 2.5

I’m experiencing similar freezing issues. However I am using a single 34” ultrawide monitor (3440x1440@60hz).

I’m seeing 2.5 use nearly 14gb of RAM before becoming unresponsive. I think something is wrong too. Edit: I’m using 16gb DDR3

:megalol:

I started typing a response and realized I typed nearly the same thing in this very thread....3 years ago :megalol: When did you do this test vs the mirage? Before or after the Mirage FM update? I’ve performed climb tests/levelacceleration before and after the flight model update using a constant .9~.95 Mach climb profile. As you know, maintaining a constant mach number through varying the pitch angle in a climb means the aircraft it constantly accelerating while climbing. in a In my testing the mirage no longer out climbs the Eagle to 40,000ft (12km). Also, the mirage no longer out accelerates the eagle in level flight at 40,000 ft.

These threads do tend to get out of hand quickly. Back OT, we don’t know how the Phoenix will perform within DCS or how it will effect MP. We’ll cross that bridge when we come to it. :thumbup:

Normal nose wheel steering range is limited 15 degrees left or right. Holding down the Nose Wheel Steering Range button allows the nose wheel to rotate up to 45 degrees left or right. I don’t use the NWS disengage command. It isn’t necessary or accurate compared to the real F-15 NWS system. Regardless, in DCS, holding down disengage locks the nose wheel centered.

From the book Iranian F-14 Tomcats In Action:

I’d like to see that.

I agree there needs to be a critical incentive to survive. Some other flight combat sims have systems encouraging such behavior.

This flawed notion of fairness already exists in MP with the AMRAAM being restricted. I don't agree with it in the least. Aircraft and weapons have never been developed with the intent of making it a fair fight.

What seems odd to me is the throttle sensors are Hall effect 5-Wire I2C (digital) while the friction slider is a traditional analog potentiometer. IIRC the 5-Wire ribbons are connected to a different board than the friction slider. I’m not sure if re-flashing the firmware is a good or bad idea. You can also look for any signs of failure on the board (such as burn marks).

The AWG-9’s spotlight mode should make AIM-54’s easier to defeat than most seem to assume.

Unsure about salvo mode however, if your TM Warthog pickle button fails closed (as in constantly pressed down) mid sortie like mine did, every missile will come off the rail :shocking:

10 seconds in burner isn’t long at all. In the FLIR video in the original post? :huh:

I apologize for speaking out of turn but what is the significance of this to the original topic?

I made this plot back when the issue was first discovered when 1.5 was released. It illustrates how altitude hold violently disengages at approximately 250 seconds

1- Why not test it out? 2- Aquire the contacts in BVR mode (default mapping is number 2 on the keyboard). Switch the radar to Track While Scan (Right alt + I is the default mapping). Move the TDC cursor over the the desired contact and press designate (enter is the default key). Assign additional contacts the same way. When you fire (Ralt+spacebar is default mapping) each consecutive Missile will guide towards the contacts in the order they were designated.

Aside from contacting TM support, you could remove the base plate and look for any obvious signs of wire damage from pinching or excessive strain. Did all 3 axes fail at the same time?

That’s certainly possible but TM’s circuitry clearly is lacking industry standard ESD / surge protection circuitry. These types of failures simply shouldn’t happen with such high frequency.

Good advice. Waiting until 50kts to plug in afterburner might be helpful with the veering problems the OP mentioned.

1) Takeoff: Ensure you are lined up centered on the runway. Apply maximum braking. Press rctrl+enter to bring up the control indicator Check flaps are down. Pull the stick full aft once and return it to center. Advance throttles to 80%. Release brakes and advance throttle to max. Apply a small amount of rudder to track the runway centerline if there is a crosswind component. (Adding a heavy curve to the rudder axis will help to avoid the tendency to over correct with rudder) At 120 knots apply 1/2 aft stick and rotate the nose to 10 degrees. Once your airborne raise gear and flaps 2) The FUEL QTY indicator is at the lower right of the front panel. The eagle carries 13,500lbs of internal fuel. 3) When firing an AIM-120, once the time to active countdown reaches zero the missile is active and guiding itself. There’s no benefit to keeping the target locked.