Sandman1330

In the Huey, that tiny tail fin isn't sufficient to keep the aircraft flying with a loss of tail rotor, even in cruise flight. Thankfully I've never experienced one, but when we run the scenario in our sim, the aircraft immediately veers right and tucks the nose (simulating the change in C of G from the weight of the tail rotor departing the aircraft). It is extremely hard to recover unless you immediately drop the collective and roll off the throttles into autorotation. Perhaps there would be scenarios of low power settings (ie descent) at high speeds where it would be marginally controllable, but maintaining cruise flight or a climb isn't going to happen! Our current fleet has only had a few cases of this, all resulted in very hard landings / crashes.

Loved BMS, but the lack of VR support killed it for me. I can't go back to a flat screen now! Back on topic - I find both remarkably similar in capabilities. I think I still prefer the Hornet, but both modules are great. The Viper is "sportier," but the Hornet is more versatile with its ability to operate off the boat. You can't go wrong with either.

I've just purchased the Warbrd base and VFX grip, and plan to also get the Hornet and Viper (A10) grips too. Yes I know, but hobbies are expensive... Question: Can I hot-swap the grips in game? In long multiplayer sessions, I'll often switch between Hornet / A10C / Tomcat, depending on what's needed at the given time. Will I have to exit DCS every time I switch grips, or can I swap them and jump in the new plane? I don't plan on using any of the Virpil or TM proprietary software.

Perhaps a bit of a pipe dream, but +1000!

The shimmering effect you are seeing is an artefact created by ASW, which interpolates every second frame if your frame rate drops below 90 (and every third frame if you drop below 45). Disable ASW by using Ctrl+numpad 1 (you may have to hit it several times for it to work), and this should remove the shimmering (but also cause some choppiness due to the loss of ASW).

That’s a helluva warmup! And sorry to make you feel old, but I was indeed referring to the Texan II (actually the Harvard II for us Canadians) :smilewink: We would do the standard acro check as well (choose whichever acronym works best for you), before starting our manoeuvres. I don’t think we were that in depth though!

Reaching back in memory to my time on the T-6, I think we did a 4G turn for a few secs, rolled out level/1G, then into a 5G turn for a few secs in the other direction. But the most we could pull in the T6 was 7G, so I'm not sure if you'd be more aggressive in a fighter. In DCS, before the merge I do a pull-up to 7-8G for a few secs, then invert and pull down for 8-9G to 45* nose down, roll upright and level out. It seems to work in game.

According to Wikipedia, for what that’s worth: The Wikipedia citation refers to Jane’s all the world aircraft as source.

According to the readily available online EM diagrams that I haven't seen, best sustained turn rate is right around 8 or a bit higher (sea level and clean of course, which does happen to be how most 1v1 servers in DCS are set up).

Better to be lucky than good!

In testing, are you actually running it on your dedicated server and joining from a separate client, or are you hitting fly in the mission editor? It works on my dedicated server, but only I think if I join with a separate client.

I can admit when I’m wrong, and my data above was wrong - it was 6g, not 9g, for 15 secs without a g suit. However it seems counter-intuitive to me to build an entire aircraft around a 9g sustained turn capability if the pilot can only sustain 7.5g. Anecdotally, much has been said about the Viper’s reclined seat and the additional G resistance it provides. I’m not sure we will find a source that tells us an exact number for how much extra resistance this provides, but I’m not convinced it is currently factored into the game.

Yup, she seems able to sustain a 9g turn now at 420-450kts. A total rocket! My biggest problem dogfighting it now is blackout - the pilot’s low G tolerance means I can’t utilize the 9g capability, it’s effectively a 7.5g aircraft with the ability to briefly hit 9g. This marginalizes the aircraft’s greatest strength...

Thought I'd try this... Doesn't even work. It seems the nosewheel isn't free castoring or something, so when I try differential braking, nothing happens!

I wouldn’t recommend this, you should always be looking outside in the hover. I presume if you are doing CSAR, there is something floating in the water that you are picking up. This should be your reference. You need to get comfortable flying off a reference that may be straight below you, beside you or even over your shoulder. First practice this over land, get comfortable hovering looking down or behind you, then take it out over the water. These are advanced hovering techniques that take time to master, so practice practice practice! Another situation like this is landing in a dustball. It’s not well simulated in DCS, but you get to a point where you can only see things inside your rotor disk, everything else is obscured. We train to pick a reference (like a bush) in the short strokes and fly to place it right beside our pilots door. That way you will see it through the whole transition and landing. Happy flying!

Yet it has been the far more reliable of the 2 lately, at least when employed on the Tomcat. I never use it on the hornet.

I think it has to do with the missile guidance aerodynamics. Right now, both the AIM120 and AIM54 run out of energy well before they should based on their respective aircraft’s radar cues. If you watch the missile in F6 view with the data bar on, you will see that the missile executes max performance turns in response to every small movement of the target, and each one of these turns bleeds massive amounts of energy. The missile should be guiding much more smoothly than this, retaining its energy. There’s hope though. I remember an update a while back fixed this for the sparrow, and doing some testing last night I could see the sparrow guiding much more smoothly and retaining its energy. ED may be working on redoing the AMRAAM (and hopefully Phoenix) guidance algorithms, after which perhaps we will see the Rne cues become more realistic? Of course, the hole in my theory is the F15 and why it’s numbers are different...:dunno:

This is totally in the realm of the possible. Star Trek Bridge Crew has had this for years, and it is super immersive. You can hold your arm/hand out in front of your face and it just feels real. Here’s hoping we see it in DCS eventually!

I love it for everything else, much more comfy than my first chair. I’m adjusting my seating position such that I sit leaned a bit forward for BFM, getting used to it...

Just had this happen to me too. No log file was written, straight to desktop. I'd been playing for a while, then turned the music on, tried to switch sides (it didn't switch), so I hit stop, then switch sides and it CTD.

As a heads up, be careful buying a high-backed gaming chair. Dburne, I know you are a VR guy, and I've just bought myself one and found that the high back makes it very difficult to look up and behind, as my head keeps hitting the headrest. Fine still for most things, but for BFM (which I do a lot of), it's a major disadvantage. I may return the chair, I'm undecided if I can get used to working around it...

I’m wondering about the board myself. PBO is on (though PBO is the all core boost, PB2 is the single core boost) I’ve tried several combinations of BIOS settings...

New AGESA in 2 weeks https://www.tomshardware.com/news/amd-ryzen-3000-boost-frequency-fix-bios-agesa-1.0.0.3abba-longevity-reliability,40368.html 25-50 more MHz planned... mine is still 200+MHz below spec on single core load. Maybe now if I’m lucky I will only be 150mhz slower than advertised.

Have you kept the oculus software and your device firmware up to date? Maybe try the public test channel (beta). I haven’t had the problem for a while now, it appears to have been rectified in firmware somewhere along the line.

Haha, this. Using collective to slow the rotor is strictly forbidden in the B412 I fly. In fact, it’s exactly the opposite of Fri13s statement - the rotor slows quickly on its own to about 40%, which is our brake limit. At 40% we pop that sucker on and the blades slow down quickly. If the rotor brake is MEL’d, it takes forever to fully stop! The rotor brake is 100% designed for slowing down the rotor on shutdown, we don’t leave it on afterwards to secure the rotor as it puts stress on the hydraulic system that powers the brake. We have tie downs for that. It also does not wear the mast down, as it is all connected to a disk brake just like in your car. It doesn’t put friction on the mast at all, but rather on the attached disk brake.