Deano87

Are you confirming the fields in DED when doing a stored heading alignment or not? I confirm and I don't see any meaningful drift.

Wow.. I can't imagine what that was like going from 1.1 to 2.5! lol It must have been quite a change!

You sure your flaps were down?

Turned the IFF knob on the left hand side of the cockpit to NORM?

Agreed! He did some pretty damn good manual slewing to stay with that formation as well.

I just did the OTTO P1-11121 upgrade to the pickle button on my Warthog grip and it feel about a million times better then the stock button, so much so I might do the rest! lol

At this point I'm not so much arguing as just trying to understand his perspective. English isn't his first language so using confusing terms like "Absolute airspeed" when he means ground speed can make it very easy to get wires crossed. I think he has also confused our point of the FM not being effected by wind to mean that the aircraft should ignore wind all together which is obviously not what we are saying.

We are talking in circles. What is absolute airspeed? Do you mean ground speed? Airspeed only refers to the aircrafts speed through the air, which doesn’t include any of the airs movement (wind). Yes a headwind takeoff will be shorter then a tailwind takeoff. But the climb rate of the two aircraft will be the same. They will not travel the same distance over the ground. But they will achieve the same altitude at the same time. Nobody here is arguing that wind should not effect the ground speed and the ground track of the aircraft. Those are obvious effects.

Sorry Falcon, but no. I understand your logic but it’s not correct and doesn’t apply to the specific aviation terminology we are using. The aircraft height at the end of the runway has nothing to do with its climb performance being effected by the wind. It just means that it reached the end of the runway sooner or later because of the wind direction. If it was taking off in a headwind it would get airborne sooner because it would require less acceleration time, and so it would use less runway and have more time to climb before it reaches the far end of the runway. = Higher In a tailwind takeoff the aircraft will use more runway to get airborne and it will reach the far end of the runway sooner because of the tailwind. = Lower BUT in both cases the Climb Performance of the aircraft, that is to say the ft/min of climb rate that the aircraft achieves once it leaves the ground will be the same. The only difference is the time taken to reach the end of the runway. If instead of distance (length of runway) you measure how high both the aircraft are after they got airborne after one minute you would find that they are the same. Doesn’t matter if you’re flying into wind, across wind or tail wind, if an aircraft can attain 2000ft/min of climb it will do that in any wind. The climb rate will be the same, the time to reach the end of the runway will be different. This is not a change in climb performance. Nobody here has been trying to argue that wind doesn’t effect an aircrafts ground speed and ground track. We have ALL been saying that from the beginning. If that’s what you’re trying to get across then we agree. But steady state wind does not effect the performance (airspeed, climb rate, stall speed etc etc) of an aircraft. These are fundamental inarguable facts of aviation.

Yep it boggles my mind also. Lol.

Can confirm this works. :D

Re-arming a jet would move the jet slightly, you don't want this while doing an alignment. It's realistic to not be able to do them at the same time. Rearm literally takes a minute so it's not that hard to wait for it to complete.

They know.. Has been reported since the jet first came out. Current workaround is have a waypoint that you can then edit.

As mentioned by mvsgas a rearm should halt the alignment as it will move the aircraft.

DanielNL, you’re living in a fantasy land if you think the FC-3 F-15C will ever get 9X and JHMCS. DCS has never been about balance and it’s not going to start now. If you want balance then limit the weapons the F-16 can use so it doesn’t have HOBS missiles.

I presume you mean on the analog fuel gauge, when you select EXT CTR one of the two needles in that gauge will read your fuel level the other will go to zero. Take the reading from the highest of the two needles.

A full normal align takes 8 mins, stored heading align takes 2 mins roughly.

You’re not completing the alignment properly. Take a look here. https://forums.eagle.ru/showpost.php?p=4189570&postcount=19

No Lift is created from the wings moving through the air so the only thing that matters is the relative motion difference between the air and the aircraft. The ground speed has nothing to do with it. And aircraft could be flying at 200 knots airspeed in a 200 knot headwind with a ground speed of 0 and it would be creating just as much lift as if it was flying at 200 knots with a 200 knot tailwind. The climb rate of the aircraft in both cases would be the same. The distance traveled during the climb would be different. But the climb rate, as in how many feet per minute or meters per second would be identical.

Nope. Absolutely not. The takeoff roll will be shorter in a headwind and longer with a tailwind but the climb performance of the aircraft will be the same. If the aircraft can climb at 2000ft per min, it will climb the same in a headwind or a tail wind. The ONLY time wind effects aircraft performance is when the aircraft is touching the ground - during a takeoff or landing roll.

No. The wind doesn’t effect the performance of the aircraft. It effects how the aircraft moves in relation to the ground. Those are two very different things.

Sorry. That’s not how real aircraft work. They don’t rotate 180 degrees in an instant. As you turn downwind the aircraft will maintain whatever airspeed you have entering the turn. I’ve personally flown repeated circles in 80 knot winds at high altitude and the airspeed needle doesn’t fluctuate from when I turn into wind and down wind. Crosswind Landings have nothing to do with what I’m saying. As I’ve said again and again the wind will alter the ground track of the aircraft, which is why you have to angle into wind to fly a ground track that is parallel to the runway.

As I have already said repeatedly, steady state wind effects the aircrafts ground speed and ground track, but nothing else. Turning downwind won’t cause you to stall.

You’re not understanding the point. Wind effects the ground track of the aircraft. But it does not effect how the aircraft flies or its performance. There should be no difference in maximum speed, climb rate or stall speed with or against wind - as is currently the state with the F-16.

No. You won’t. You’re looking at it from a reference frame of the ground... you need to look at it from the reference frame of the air you’re flying through as that’s what is producing your lift but is also what’s dictating your available forward speed. Your ground speed has no effect.