Jump to content

Deano87

Members
  • Posts

    2852
  • Joined

  • Last visited

  • Days Won

    1

Everything posted by Deano87

  1. To be clear, The position of the viewpoint in 2D is "correct" only in as far as it allows you to see all of the HUD. Its not a realistic position for the pilot to put his head, but is a compromise that has to be made for playing on a screen. You make a choice, you either see all of the HUD and have head in a non-realistic position. Or you move the viewpoint back to a few inches in front of the headrest for a more realistic position and you don't get to see all of the HUD. Pick one.
  2. This is more than likely just because the power tower doesn't have a thermal map yet to work with the new FLIR renderer. I would expect/hope this would change in the future.
  3. I think its obvious what the OP is talking about is the size/shape of the HUD glass, obviously the HUD symbology itself stays the same size no matter what you do with your head position. But the piece of glass that the HUD is reflecting off changes in size depending on your head position, that is the issue here for non-VR users if they put their head in a realistic position. The same thing happens with the A-10 to some degree.
  4. Yes in VR the F-15C HUD is fine when you put your head in a sensible location - Couple of inches off the headrest. The problem your having is that your effective FOV through the HUD is much smaller when viewing with only one eye/camera. One must remember that the F-15C HUD is relatively old/basic compared to all the other aircraft your comparing it to, and its MUCH smaller, so has a much smaller eyebox where both eyes have to be to see the whole HUD projection. When looking through it with two eyes you have significantly more horizontal FOV through the HUD, this just isn't possible on a screen so the default position is moved forward as a compromise to give you more HUD FOV.
  5. Huh? I think you're misunderstanding what the F-16 flight control system does. The F-16 FLCS tries to maintain 1.0G of load on the aircraft when you put no pitch inputs into the stick, NOT going in a dead straight line. This means it should maintain about a level flight when flying level, but If you roll to 90 degrees of bank the FLCS will load the aircraft up to 1G. The same happens when inverted, the FLCS will pull to maintain 1G of load on the aircraft so the nose will be dropping quite quickly, The same as a -2G pushover actually. All of the above is why you having to re-trim in pitch after jettisoning makes no sense to me.
  6. There are no shortcut options for aligning the HMCS or Bore sighting the mavericks. TBH for me the HMCS alignment takes about 10-15 seconds, And I do it while I'm waiting for the INS of the jet to align so it doesn't add any time to a startup procedure. You don't need to be super precise with the coarse alignment, just get it in the ball-park, and then refine the alignment using the cursor control during the AZ/EL phase. I don't boresight my Mavs on the ground, I pretty much always do it while airborne after takeoff, gives me something to do en route to target area. Regarding the terrible Warthog cursor slew controller, do yourself a favour and go to Delta Sim Electronics and pick up one of their slew upgrade kits, It'll change your life. https://deltasimelectronics.com/products/thumbstick-slew-sensor-adapter
  7. If you can't turn with an enemy, Don't. The straight wings of the C-101 mean that it can definitely turn tighter than you (turn radius) and can probably turn faster than you (turn rate), it certainly can at the relatively low speeds it operates at. At the same speeds the F-5s little wings are going to be really struggling. Your best bet is to use your far superior speed and vertical performance to "boom and zoom" the C-101.. Run in fast, try and get off a couple of shots at them without actually flying into them, and then fly out past them and turn that speed into altitude, after your initial zoom climb try to regain visual on them from up on your perch and position for another dive attack. I guess its a good analogue for trying to shoot down something like an A-10 or an Su-25 with guns. Remember, use your performance to dictate the fight, don't get lured into a low speed turning fight in an aircraft not designed for it.
  8. I can’t see any of your text here. It appears to be black against a black background.
  9. @TOViper I think I ran into this issue last night. It happened after I powered my mavericks down after boresighting and the powered them back up again. During boresighting they were about as sharp as would be expected, and then after the power down, 20min transit and then powering back up the maverick view was all blurry. No track unfortunately as I was online but Ill try and repro in singly player today.
  10. That image isn’t photoshopped. Well obviously. It was a discussion about IRL and not the sim.
  11. I have no idea, you shouldn't have to. I can't remember the last time I trimmed in pitch in the F-16. Why exactly do you feel like you have to trim?
  12. Nope! It would be unfortunate to go off the end of the runway because of a faulty WoW switch. So they trust their pilots to be "sensible" with it.
  13. If you really want to stop fast you can do fun stuff like this...
  14. The front gear has no brakes. It’s only on the main wheels. But to answer the OP, the brakes on the viper are as big as they need to be… that is to say fine when then aircraft is flown properly. Aerobraking is a huge part of slowing the F-16 down efficiently. Remember that kinetic energy goes up by 4x with every doubling of speed. So jumping on the brakes at 180 knots is asking them to deal with 4x more energy to stop the aircraft than at 90 knots, and the F-16 brakes are not really designed to cope with that… at least more than once. Adding brakes to the aircraft that can cope with regular use from higher speeds requires much heavier brakes and wheels, which in turn reduces your useful load etc etc. As with everything with aircraft it’s all a trade off. Also the short field landing procedure (minimum landing distance) still calls for aerobraking at 13AoA, so getting the nose down and getting on the brakes as soon as possible is not the fastest way to stop an F-16 in any situation, and you’re likely to have no brakes left at all by the end of the runway, and burst fuse disks in the wheels shortly there after. There is a reason why the drag chute is a popular addition to the F-16 for a lot of its customer nations who operate from shorter runways.
  15. I'm not at home so I can't check your mission... Couple of Qs from me though. Is it a hot/airborne spawn or cold and dark? Does it make any difference if you try either? Does it make any dif if the Mavs are boresighted or not?
  16. @Nessie Just for clarity, Are you flying Openbeta or Stable?
  17. We are getting the old style one initially, and then there will be an option for the updated UFC later.
  18. I think the racks are integral to the CFTs and don’t get removed regularly, so I’d say no.
  19. 10% = massive? Some modules perform differently, and it depends on a lot of factors.
  20. +1 Would be much more realistic.
  21. @Raz_Specter You might want to re-read the first post, it’s a comparison between camera height, not weather the F-16 is there or not. When the camera is low the FPS tanks to 50% of what it should be, move the camera a little higher and it suddenly jumps back up to what it should be. This is what’s making this map completely unplayable for me in VR. At low level it’s a slideshow, climb 1000ft and it’s smooth. I have zero issues with Syria.
  22. Yes this is created by the IDF Mod. Known issue. You most likely need to do a full DCS repair.
  23. The reasons why the rotor disks tilt towards each other is because they rotate in opposite directions. It is not to do with the lower blade being in the flow shadow of the upper disk. All flapping helicopter rotors will want to tilt like this in high speed forward flight because of the way the center of lift moves horizontally across the disk as the forward speed increases. The advancing blade has a higher airspeed than the retreating blade, so produces more lift, and this causes the disk to tilt. In the case of the Ka-50 the two rotors rotate in opposite directions so the side which has the advancing blade is opposite as well. Which is why at high speed the left hand side of the top rotor and the right hand side of the bottom rotor lift upwards, obviously this brings the right side of the top and bottom rotors into proximity with each other.
  24. When you're trying to land an aircraft on a moving piece of tarmac that's only about the length of 2 football fields... you wan't to be going as slow as possible Full flaps is normal for landing unless its a strong crosswind or very gusty conditions when landing at a normal airbase.
  25. Yes. One of the main bits of data the FLCS uses is G loading.
×
×
  • Create New...