Chappie

The 190 does have a high rate of roll. I can out-scissor the P-51 because of this very fact. To achieve such a high rate of roll you need to use rudder. Also, if you are really wavy, stall the left wing with rudder application for some really fast snap rolls to the left. Won't work to the right because of that pesky fixed trim tab. The 190 can't out turn the P-51 below 15000 feet without dumping flaps. Same with the 109. These are zoom and boomer aircraft and any good P-51 pilot can out turn them without the use of flaps. Head over to the Dogs of War server and see for yourself. Zoom and boom and high altitude are your friends unless you wanna fight down low but in a 190 you are dumping heavy flaps and loosing lotta speed to do so. Same in the 109 but now you are also breaking your wing tips and spewing flame and smoke out the back. So the only advantage the 190 has is in the scissor horizontal and vertical in addition to climb rate. Never be a P-51 pilot zooming north as it is certain death. Remember to use rudder for faster rolls.

I have determined that about six seconds of flap application delays the onset of wing stress while maneuvering and causes stall to interrupt breaking damage. I have noticed the wings will still break depending on: - Left or right back in a turn I managed to pop the tip off on the downwind wing - Sharp pull (back to the hard stop) will break both tips - Increased maneuverable tolerance raising the g limit before break

I would like to see damage modeled on par with IL2 BoS. DCS has been adjusting the damage models but it would be awesome to have it at BoS levels.

I would like said whine added to DCS 109. The G model in IL2 BoS has a beautiful prop whine and such an authentic sound.

This is technically not a problem if the F-15 pilot uses Flood Mode and launches an AIM-120. The missile does not need to go active but follows the reflected energy from the flooded target.

F-14!for my first born x .... I just gotta have an F-14. That is one bird given very little attention and only by Microprose and Third Wire.

You mentioned NATO aircraft but what I find refreshing and enjoyable are all the Soviet and Russian bloc aircraft present and accounted for. Without ED and, for that matter, The Fighter Collection, we would have no experience operating these simulated aircraft other than as cheap, crappy mods in Falcon BMS or some other old sim. What ED/TFC have brought to the table is indeed different, fresh, and welcome because I very much have appreciation for military aircraft I would have otherwise only known as AI targets. I enjoy the MiG-21 and MiG-29, the Su-27 and Su-33, the Su-25 and Su-25T. I was'nt even aware of these aircraft as a young adult until ED had the balls to release Su-27 Flanker, an obscure title that gained popularity and following as it evolved into DCS World. Igor Tishin and crew have made this all possible for us and though DCS may not have the module we want to fly, third party development has opened a new door to bring relief to the overburdened dev staff dealing with EDGE, the F/A-18C, the Spitfire, and whatever else on their plate. The MiG-15 is on the way and, since this is a sandbox and not a NATO game full of overstimulated (Janes, Microprose, Spectrum Holobyte, Digital Integration, SSI, etc.) aircraft but actually a place where any kind of aircraft could exist, it is indeed refreshing after all and a hearty thank you to you Igor and your team.

I observed an SA-3 tracking radar (search destroyed) lock onto and fire upon an Su-24.

Good questions. I whole heartedly recommend diving in head-first and fly any aircraft module you desire. There is not entry point for a simulator and I recommend beginning with whatever excites you. Then learn the module completely or to whatever acceptance criteria you have. If prop is your thing, DCS has props or, if jets are your thing, it has jets. Whatever you choose, crash it often and make plenty of mistakes. You will learn faster and safely. Make complete and utter use of this forum as a wealth of information and find a flying community online to help you with techniques and advice. FC3 as a module contains legacy aircraft from the days of Su-27 Flanker and Lock-On. They lack complexity and are easier to operate while undergoing updates designed to increase their realism (F-15 and Su-27) while the Su-25T and later Su-25 originally had advanced flight and damage models. All remaining modules except the Hawk and F-86 have advanced flight and damage models with increased operating complexity in the form of interactable cockpits and procedures. This means that one can push, pull, turn, flip, and click aircraft instrumentation. Whichever you decide is up to you and your wallet. I own all modules except the Hawk and appreciate the simple and the complex. Whatever you decide, have fun and stay engaged. You don't need complex flight control setups or sophisticated head tracking or even an expensive rig. A simple joystick that adds a twisting axis for rudder (Logitech Extreme 3D Pro or the like) is all that suffices. DCS has an integrated multiplayer environment so you never have to fly alone and as one who has been a customer of Eagle Dynamics since Su-27 Flanker was a demo, there is no other combat flight sim integrating an air and ground component with as much realism you will find.

MiG-21 offers way more than F-86 does at the moment. Also, MiG-21 is only approved combat aircraft of the Korean/Vietnam era fly able on the 104th combat server. Yes, you can shoot down F-15s with a MiG-21 albeit underhandedly.

Both. The Butcher Bird has more fire-power ( 2 cannons) and faster. But it can't turn like the Kondor that has a cannon firing from the propeller hub and two closely spaced machine guns at the nose. The 190 is primarily a zoom and boom while the 109 give some turn factor without having to dump full flaps to shake a P-51. The real question to ask yourself is, with the Spitfire's superb turning against a 109, which plane offer turning and zoom and boom? The 109 does while maintaining energy in the turn. But I have both and highly enjoy both although awaiting delivery of my TrackIR 5 to take full advantage of DoW dogfighting.

Recover any port roll with right full rudder and right full aileron providing sufficient time to react and altitude. Also provided you didn't manage to invert the plane as I have with the Kondor a few times. Only remedy the is push the stick full forward and pray.

Simple procedure: Line up on the runway and roll forward to straighten the tailwheel. Stick in your gut to lock the tailwheel and to the right. Right rudder. Full power and steer with rudder. Relax back pressure and let her lift off careful not to allow the nose to get too high. Clean it up and open the cowl flaps to cool it down. Simple. With tailwheel locked, easy to keep heading fixed and you could keep stick back until liftoff at which point push it forward to prevent stall of left wing. More advanced technique is to push nose down onto mains and bring tailwheel up once airspeed is alive. Counter gyroscopic effect with rudder and pull it off when ready to fly.

Recently, after crashing, the tail was jumping up and down in an anti-gravitational manner and did several large oscillations up and down. The 109 is quite sensitive on the ground it seems.

The left roll occurs because you stalled the left wing. If you took off with flaps full (an obvious exaggeration), the left wing won't stall or perhaps should not under all but the most extreme circumstances. One of the most easiest takeoff procedures in the 109 (easier than the 190) is as follows: Line up on the runway and move forward to straighten the tailwheel and then lock it. Interesting to note that locking the tailwheel straightens it though I am not sure if that should. Pull the stick back to the hard stop and into your gut, apply right rudder, and then full power. As speed builds, when the airspeed comes active at about 120 kms/he, lighten stick forces and push the stick forward past neutral and be ready to compensate for gyroscopic precession. Let the aircraft fly off the runway and it will with full power. Clean it up and you are airborne. My style of flying the 109 is radical and departs from congenital technique. Here is what I do: Post-start taxi and line-up with roll to straighten the tailwheel. Stick in my gut, right full rudder, and full power. About 150 kms/he I push stick forward past neutral and activate my governor once wheels lift off. Finally I set my radiator to auto and bring my gear up. I then activate the water-methanol mixture and fly at full power until I feel like reducing throttle.

I appreciate the feedback.

I agree. I like knowing how to run the 190 and 109 engines at max so when in dog fight I have max power avail at all times without concerning myself with engine management during a dogfight. In combat, I have had no problem with cowl flap application and reduced ground speed. I think it is to me more piece of mind that I can select full power and add emergency power without my engine overheating while offering me the speed I need to close distance on my target. I agree this is not realistic but since there is no penalty except increased fuel burn whereas in reality I could throw a rod, but out a cylinder, or blow up my engine, I am willing to accept this.

You just need a procedure and I have one for you to try. I struggled with Dora take offs until I was given this procedure: - On the runway, align and roll forward to straighten the tail wheel - Stick back and to the right on hard stop to lock the tail wheel - Right full rudder and power full forward - Adjust rudder on the roll and when airspeed is alive, begin relaxing stick force but maintain a general rear and right position - Allow the Dora to cling out and raise the gear/flaps - Open the cowl flaps completely and you can run the engine full power until fuel runs out

The time has come for me to purchase head-tracking software and TrackIR 5 plus the hat/reflector kit appear what I shall purchase. I am interested to know feedback and is TrackIR the most applicable head-tracker given competition and even do-it-yourself?

Grabbing screens from recorded video is easier. I use Action! ( have used Fraps before) and loose only a frame or two from use.

I am left-handed as well but through so many years of right-handed joystick use, i could not use my left hand to fly anywhere near as good as I could my right hand. So keep at it and as you build proficiency, your muscle memory and brain neurons will compensate.

I want a Hawk; Please

Yes, I experienced this. Right after moving my stick in desired position, I set the trim and immediately moved my stick but there was no response. I circled the stick to all stops and then my control was restored. Quite a weird problem. Central Position Trimmer may have been checked but I no longer use it. Now I hold the trim button down and reposition the stick then let the trim button go. Found this to be a better way to apply trim without the rapid pitch up and down of my nose oscillating.

So apparently back in April of this year, Su-24s (unarmed pair) were sent from Russia to intercept that ship in the Black Sea (international waters) and tell it to scoot because according to an agreement, if a country's shore is not washed by those waters, then don't overstay your welcome. Now of course the Donald Cook was in the Black Sea in an attempt to project power and intimidation because Russia annexed the Crimean Penninsula. Thus, in an effort to send that ship on its way, these unarmed Su-24s used a jammer pod known as "Kyblini" that shut down the AEGIS radar system as well as all target and weapon tracking. To add insult to injury, one of the aircraft then proceeded to conduct mock attacks on the ship twelve times flying within a thousand feet of the bow each time. That ship immediately set sail for Turkey and it was reported that the crew were demoralized unable to restart their radar and felt like sitting ducks so they issued resignations. Apparently, since AEGIS is a shared radar network with a number of participant vessels, it was discovered that a single radar node was weak and did not operate properly in the presence of jamming as discovered by the Defense Department. Also, the jammer used is no ordinary jammer and a special type. I discovered this not because it was reported by some news agency in my home country of the USA but through some YouTube video that sourced it on the Internet where it has been widely reported by reputable establishments. My question is where the truth in this incident lay and why am I hearing about this event now in December than when it supposedly occurred in April? I was aware the Russians have some awesome tech but no clue good enough to exploit the weakness of the American fleet. So what gives with this?

Here is a quick tip and honestly throw all the mumbo-jumbo about numbers and what not out. Landing is a not a complicated subject and, quite frankly, you could just let the aircraft descend right onto the runway and you have landed. Now such uncontrolled descent isn't pretty and things can break but it is a start Ina simulator and you don't have to pay the bill. What I like to do when learning to land a new aircraft in DCS is not to land but to discover what the proper attitude for a successful landing is. Should I hold power on the aircraft and how much? Three-point landing or main wheels first? What speed? How do different weights affect landing? It is very important to never be in a hurry to land when first learning. I will teach myself proper attitude, so speed, and sight picture by performing touch and goes until I am able to consistently place my wheels on the runway. The landing and full stop is a natural extension of the above procedures and those long DCS runways are quite helpful. When ready to commit to landing, key is to keep the aircraft flying in the right attitude until it is tired of flying. Crosswind adds an additional component of challenge to further hone your landing skills. Have fun doing and learn from your mistakes.