randomTOTEN

I don't see anywhere in our Mi-24 where this control is located. I have never used it (because I don't know where it is) and route mode works just great. I'm under the impression you're talking about the ZK switch on the HSI, in that case perhaps the functionality isn't working yet, as that switch has no bearing on AP Course (HDG) mode.

...really?

...really?

No, I don't think those two are related.

Can you post the mission this happens? Or a short track? My understanding is that if you're tying to land at an airfield not assigned to your coalition, you will receive no response to ATC. But it might be the case that it tells you to go to an alternate. I'm not sure, it's been quite some time that I've tried it. You will also get told to divert to an alternate if another aircraft has crashed on the airfield anywhere. I think also if the runway becomes damaged.

What's your specific problem with it? Probe and Drogue is so so much easier than the boom for me...

have you checked the assets in the mission editor? there are quite a few buildings already. Many missions include entirely custom made cities, bases, and camps.

Its not a HUD projector. It's a camera. You could try raising your view upwards just a tiny little bit to see over the edge of it.

Why do you "hope"?

Not really sure what you guys are trying to say. "Sure miss them." "The era... is gone." "...relics of the past." I consider these manuals a part of the module. The flight manual will need to be created before the module should be considered released. So it can't be in any way considered a thing of the past, when it exists in the future!

the Hornet early access guide is now 499 pages long, for a module that's still in active development...

Since you're not picking up what I'm putting down.... .... I never said the word "dynamic"

Isn't it RSHFT+BCKSPC?

I thought that worked for all modules? I remember doing it in the A-10C

I'm hearing conflicting reports. This applies to after allowing the operator gyros to tumble (for whatever reason). Usually identified by me as having the optics looking in a random direction, while the azimuth scale at the bottom of the sight shows pointing forward. Has anybody had any success realigning the gyro in flight? (I.E. the sight correctly indicates the current relative heading.) Some people say you can do it by restarting the entire sighting system. Some people say you have to get the aircraft repaired. I've never been able to realign the gyros in flight. Has anybody done it? I haven't tried a repair either because we either have a lost connection or crash before we could try a repair. Does tumbling the gyros for the sight cause them permanent damage? Would greatly appreciate any insight.

page 36 item 25

No, at first ED did not allow HARMS on 4/6. Allowing 4 and 6 was the first change.

But these are all tasks you would have to perform for AI aircraft that were performing the same tasks. You would have to place them, give them callsigns and numbers, and give them flight plans. Literally the only difference is you use the skill dialog to choose "client." Is that correct? So your problem is just that making a mission takes too much time for you in general?

Can you go into detail about what's so challenging about this process? Perhaps provide some examples? Thanks.

I don't get the disconnect between the need to restart the .miz every several hours for stability reasons, but the requirement that missions be "persistent." That requirement seems to really take a lot of the life out of a mission. Why not just make 3-5 hour long missions with multiple client slots?

page 8 of: https://www.faa.gov/documentLibrary/media/Advisory_Circular/ac90-95.pdf I also suspect a large number of you are exceeding engine temp/torque limits because the simulation doesn't punish you for that just yet. It may be the case that the engines are more limiting than the tail rotor performance.

The entire system is a workaround. Aircraft autopilots don't function by actuating the trim. Yes, some will automatically apply trim, but trim is not the primary control. Suddenly experiencing an out of trim issue on autopilot disconnect is a real problem, but not for the reasons it occurs in the 25T (and other FC jets). No autopilot I know of works the way it's depicted in the Su-25T. Trim reset is a concept that doesn't exist for fixed wing (and I highly suspect rotors too). Many aircraft have no "0" position defined which you could even set the trim to if you want. Others do have a 0, but resetting to 0 is not something that should be done in flight. Aircraft that support "trim reset" actually have a function that sets the trim to the Takeoff position, not zero! Takeoff trim is very often inappropriate for flight, and 0 is even worse. Resetting all trims to a given "0" position would only make sense if the aircraft was at a specific combination of altitude, airspeed, weight, thrust, and weight distribution. These will all change constantly in flight, so in 99% of cases a "trim reset" just sets the wrong position. This is a real problem when I spawn the F5 or MiG21 in flight, as they are pretty much always at the wrong airspeed for the default (I won't even call it "0") trim state. Trim reset is of no help. The reason you're asking for a trim reset is because you disconnect the autopilot in a turn. The autopilot doesn't deflect the ailerons like a real one, it deflects the aileron trim to turn. When you turn off the autopilot in a turn the aileron trim is still cranked in, and you fight it immediately with opposite aileron. Same for climbs and descents. "Takeoff trim" is a valid airplane control, and many aircraft in DCS have it. "Trim reset" is a flight simulator feature, which exists because of how trim and joysticks work in flight simulators (I personally never use it... many flight simulators don't even have this function).

track?

Which setting is this rotary switch currently set to? Most of the switch positions for the AC selector do not coincide with the placard. Regarding the DC selector switch. Some of this is an improvement request, some of this is lack of understanding and system description still being WIP: I don't get the difference between BATTERY and BATTERY BUS I/II. Turning on either battery will provide voltage to all 3 switch positions, even with no other switches turned on. With both batteries OFF, all 3 positions show 0V. In the MI-8 there are two positions to independently check the batteries, even when they are turned off. Is that the purpose of BATT BUS 1 &2? Just seems weird to have 3 positions that do the exact same thing.... Also It's hard to understand this knob because the dividing lines between I & II are a little too tall. I didn't realize what I was looking at until I referenced another source. If the vertical line between AKKUM SHINY I and II was a little shorter, I could tell that the words AKKUM SHINY apply to both. Compare the readability to here: From: http://eechcentral.simhq.com/index.php?title=Mi-24V_Flight_Manual_part_1#1.1_Preliminary_Cockpit_Inspection TRACK IS ATTACHED Thank you! Hind Electrical bugs.trk

I initially suspected the AG-30 and 12.7 used the same fire signal (hence the mounting restrictions), so I tried to misconfigure the Mi-8MTV2 weapons and tell it all GUV's were Grenade launchers. It still only launched the Grenades, and didn't fire the 12.7mm guns. So I don't think they're using the same fire control signal. My Syria target range mission also had GUV 622/624 + AG30 pods, and the AG30 and 12.7 fire together. You can tell this is the intended loadout because the on screen message and dialog both tell you which pods are loaded. I suspect we're missing the ability to differentiate between 12.7/AG30 and hopefully it will come later in early access...