Baz000

I'm experiencing DCS crashes in VR, GPU overclocking removed, running DCS on VR preset video settings. After some more testing I think WMR is putting the headset to sleep possibly because at time of DCS crash (it isn't just DCS crash... Everything seems to crash including FPSVR and SteamVR) The default value WMR comes with it let windows decide when to put the headset to sleep... When I set this from that setting to never, it seems like I possibly don't experience this issue. Also, it is possible WMR put it to sleep because at time of testing I am not wearing the headset, but rather I am keeping it stationary on hanger and mainly testing without wearing the headset... So this could possibly be fixed too by just wearing the headset, just something to be aware of I guess?? dcs.log

I am not getting this crash in 2D or VR... But I am also not running in fullscreen either too... EDIT: I just have experienced this crash now for myself when quitting a mission that was running for an extended period of time in VR.

Seems like I can confirm that the water setting from high to low no longer crashes DCS in 2D and I'm looking into 3D now... Also, can confirm in 2D I am not getting 2nd mission load crash too, this was tested in 2D using overclocked GPU also... Edit: I can also now confirm that the water setting causing crash is fixed for VR too as is the 2nd mission load crash as well for me... For VR test GPU overclock removed.

are you guys running in 2D or VR? Because in VR I am getting constant crashes both with and without an overclocked GPU and in 2D, so far I haven't experienced any crashed both with and without an overclocked GPU. Strange that 2D runs fine with GPU overclocking but VR causes a crash for me. Anyways, my problems seem to be with the game in VR mode and not 2D so far based on my limited testing of the new patch

so far in 2D mode I am not crashing with factory GPU timings or even user overclocked on the GPU... I am running with the VR graphics preset (because I'm trying to use my VR) and DCS in not fullscreen mode. Using the same instant action F-16 mission "fighter sweep" I can actually get to a point now where the AI aircraft all RTB and land whereas before, I could not get to a point with any landed aircraft. Now all the aircraft can be landed and me spectating them (it does take some time tho) I will try testing to see if 2nd mission crash is still happening to me, but right now it isn't and I was able to load 5 other missions after running this mission for a long time, i'm going to see if the water setting causes crash still too when I change that ingame also. So far on my particular end tho, the crashing has stopped in 2D mode, my problem exists constant crashing in VR mode however and I will make a new forums post for that.

I took this video to show what happens to me, but I was sometimes able to load 13 missions for example... However, now I am experiencing a new crash even just on 1st mission load after playing inside the mission for a while watching the AI fight in the external views.

Mine is crashing constantly with or without any GPU overclocking... The crash with the GPU overclocking is related to Windows TDR I think... Maybe

I'm getting reproducible hard crash to desktop just observing the F-16 instant action mission called "Fighter Sweep" and the DCS logs just get cut off so DCS is not reporting why it is experiencing the crash. All I do is let my plane get shot down and then watch the AI play the mission and cycle the views using F6, F2, and F3 cameras until there is no more fighting left. dcs.log

Rik I sent PM, I can help if needed and am experiencing crashes.

it just takes 1 to have the balls to do it and show us the way...

would like to see someone explore converting a TM F-18 stick sensor select and trim switch reversal to create an AV-8B style stick... Ergonomically speaking, trimming the AV-8B would become far more natural then if your thumb doesn’t have to reach so far like on the TM F-18 stick. I imagine that is why they did it on the real life stick too.

i’m used to pressing the / key first if I need to access any of the menus.

My point was the ICS PTT wasn’t controlling the jester menu, although in the past, I swear it did... considering if you had a real human sitting in the back, talking to the RIO would be done by the pilot using the ICS PTT i’d like to have jester using the ICS PTT to open his menu so when I have someone in the back seat it is the same exact keying of the radio without any need for changing it or having an additional keybind or hotas command. The only variable would be is Jester activated or not. if jester then ICS PTT=control Jester menu if no Jester because of human player in RIO then ICS PTT= ICS menu / SRS ICS PTT

I intended no insult, seems the source article I used was not 110% accurate which is not uncommon for the internet. But considering I didn't craft that article, it is no fault of my own but I do take responsibility for my abbreviated internet search time and analysis. So I apologize for the dissemination of that inaccurate information. Oh, I see I forgot to include the URL link when I posted my comment which led to the belief that it was something I had crafted. Source: http://fly.historicwings.com/2013/01/splash-two-migs/ Yes I understand the OP post, my point is too often i'm seeing this utter nonsense debate about pulling G constantly. If a plane was designed to make the quickest, tightest turn with the least amount of G load on the pilot and plane than an adversary. That is the chariot to ride into combat, yes it is an oversimplification but the bottom line is G hurts, fatigues pilot and machine, although pilot more so. It was 7.5 G for the F-14 originally, in order to extend the lifespan of the plane the Navy lowered it for training and peacetime to 6.5 G.

I think the question is in the real jet in order to move from GUN to OFF and vice versa, is that weapon selection hat pressed in so deep as to actuate the PH/SP missile select or is it only a slight push to pass a detent? I haven’t had the pleasure of sitting inside a F-14 cockpit to know and i’m trying to setup my pit as close as I can get to the real jet, maybe it’s just me being pedantic but to me the attention to the details add up to the overall experience.

“At this point, Gypsy 204′s pilot, Hermon C. “Munster” Cook III, has the Libyan MiG-23 lined up perfectly in his HUD. Everything is right on and he is within 1.5 miles of the MiG, directly behind it. Incredibly, the pilots hears no missile tone from the AIM-9M Sidewinder missile. Moments later, Cook realizes that he simply has the volume turned down to the stops. Turning up the knob, he is greeted by the perfect growling tone of the missile, which is tracking the target perfectly. As for the Libyans, they seem unable to keep up with the rapidly changing air combat. Gypsy 204 did an early break and then reversed to come in behind the Libyan MiG, pulling a continuous 5Gs in the maneuver. Once too close for radar-based weapons-systems, Gypsy 204′s pilot selected heat-seeking missiles, which are fired from up front and the RIO, Leo F. Enright, transitioned to a different role in the fight, keeping his eyes open and tracking the overall combat picture and planning for the egress afterward, thus freeing up the pilot to concentrate on the attack. The Libyan MiG pilot, who should have pulled out sharply into a tightly turning dogfight, is tentative and does not maneuver effectively. It would appear that while the GCI instructions had been perfect and had countered the F-14s in their earlier positioning, now that the combat is engaged, the Libyans lack the individual pilot initiative to fight “head-to-head” in a turning fight“ Source: http://fly.historicwings.com/2013/01/splash-two-migs/ Apparently in actual combat, 5 G turn to position them for a sidewinder shot vs MiG-23... Seems the 7.5 G plus was not needed for long in that particular engagement tho it may have been used for the initial break turn prior to the sustained 5G reversal. You guys put way too much emphasis on how many G a plane can pull, what matters is its sustained and instantaneous turn rate in relation to its radius. The goal is for to pilot to make the tightest, quickest turn the plane can do. Think instantaneous (energy depleting) vs sustained (energy retaining). That speed to initiate such a turn is called corner speed. The pilots are aware of the EM charts for their planes in different configurations and altitudes and at the most basic level they know they need to do entry speed of X mach or IAS into their turn, if sustained they know they need to reach Y Gee and hold... If instantaneous they know its a max G turn. They know based on the entry parameters the turn should end up being A radius and B turn rate in degrees per second. The goal once again being to complete a turn at the smallest sized radius (to turn inside the turn circle of an adversary) in the fastest turn rate (to move your nose faster than your opponent to enter a firing solution) Oh, one more point... In combat or when expecting entry into a combat environment the aircraft generally will accelerate from their cruising speed to a tactical speed at a minimum at corner speed or even above corner speed... This allows them to perform at least 1 maximum performance turn to defend against an attack on them from various threats such as SAM missiles for example. This is important when needing to defend against incoming missiles in particular or an unseen bandit running a stern intercept. You always want to be thinking ahead and be ahead of the curveball. If you start off behind the curve, you already lost the entry to the fight and got off to a bad start.

Mike did you see this or did it fall through the cracks?

I mean IRL weren’t they just white string or completely detached from the plane from wear and tear? I wouldn’t change anything on the F-14 to make it not be authentic to the real jet

I’d like it if Jester could start giving us the correct clock heading directions of aircraft he has tally on... Because right now when I crank my head to look where he says I should in BFM, 9 times out of 10 I see absolutely nothing.

Pressing the selector hat down is the same action as switching between sparrow and phoenix should it not?

Strange, because the way it is labeled is indicated as the following: require weapon selector press between OFF and GUN (which seems to be making sense if you have a replica F-14 grip, since that is how it worked in the real aircraft) and then it is described as the following when you hover your mouse over top of it: "For enhanced realism, pilot weapon selector needs to be pressed while moving between OFF and GUN positions. This may be impractical with many consumer joysticks, hence it is an optional feature." I mean, reading that... It gives me the impression that this is exactly for my replica F-14 stick grip since this optional feature requires me to Press down the weapon selector HAT, actuating the button 2 on my stick, while moving the selector switch to the Button 9 or 10 position simultaneously which should mimic the real jet. Either you could possibly be mistaken about the feature or the feature needs some more descriptive labeling when you hover the mouse over top of it?

There are some good resources on understanding trimming an airplane if you know what to look for but here is an example: https://www.cfinotebook.net/notebook...g-the-aircraft F-14 Specifics: 1. You have no Trim wheel, the trim is A 4-way momentary China HAT on the top of the stick in the F-14... You have nose up, down, and wing left and right 2. If your wings are actively changing sweep, consider this a configuration change and you need to adjust your trim... Generally as the wings sweep back you need more nose up trim, and vice versa when they sweep forward. 3. The F-14 has no Trim tabs, the entire stab moves when you fool with the Trim, so don't over do it with the Trim inputs it will have more responsiveness than your Cessna 172 with trim tabs. Give a Trim input and watch for the effect it has, correct as needed. 4. Follow this as a basic guide Pitch-Power-Configuration-Trim You are working to trim for an airspeed! If you are changing your airspeed in any way then your trim will be off Entering/in the downwind: Pitch- this should be level flight in the F-14 at 600 ft AGL (above ground level) Power- this should be set to maintain level flight at 600 ft AGL The combination of Pitch plus Power = your current AOA, the goal is to manage both of them so you arrive at 600ft AGL in level flight at on speed AOA (yellow donut on AOA indexer) At a certain point as you reduce speed and approach what is called the power curve, basically your controls become reversed and now you pitch for speed and power for altitude. So, in other words your nose pitch position is controlling your approach speed which the goal is to maintain onspeed AOA of that yellow donut in the AOA indexer. Excursions out of that will primarily be controlled by your nose up or down positioning. next, the power you are giving to your engines in this particular flight regime is going to control your decent rate and rate of climb or if you are level. This is very unusual because normally your nose pitch is controlling this and your power is controlling your airspeed. But in this particular flight regime, these two things basically become reversed. Pitch + Power still in this flight regime will have an input into your AOA, but not as drastically as only lowering or raising your nose will. The power inputs take time to develop to change your AOA compared to the more immediate effect that the pitch inputs provide. So for example if you keep your pitch the same and give it MIL power from a level flight state at onspeed AOA... The first thing you will notice is you will start to rapidly begin a climb and the next thing is you will not be at the same onspeed AOA if you don't change your nose pitch position to compensate for the increased thrust. Your AOA will go past onspeed and you will build speed in the climb showing a Red upside-down V. Configuration- this should be speedbrakes deployed, wings sweep to AUTO, landing gear down and locked, Flaps fully down, DLC deployed each of these points changes the configuration of the jet, my advice is to wait until fully configured before messing with the trim otherwise you will be chasing your own tail with every change... And each of these configuration changes will cause the jet to experience more drag, thus helping it to slow down to onspeed AOA. TRIM- once your pitch and power and configuration are all set... Go ahead and work the trim for holding the nose at onspeed AOA with the yellow donut. More than likely, if you entered the overhead break with your wings swept at 68 degrees, you also trimmed to hold that... So as you get onto downwind, that is the current trim state of the jet, and you will work the nose up trim until you get that yellow donut... While you do that it is a bit of a balancing act that takes some practice because you need to manage your power to hold your jet level at 600ft AGL as well... Give a trim input, see the result... Too much trim input given? Chip some of it away... Too little trim given? Add some more, the key here is you will know your managed everything correctly and trimmed the aircraft when you are fully configured for landing, at onspeed AOA with the yellow donut and holding level flight at 600ft AGL. Just remember if you make any change to your PITCH or POWER or CONFIGURATION then your trim needs adjustment. At a certain point after enough practice and repetition, this will all be instinctual and done by you with little need for the grey matter between your ears having to give it much thought. Oh, and this was only with the Elevator trim in mind... But similar principles apply to the aileron and rudder trim... I think it goes Rudder trim first, then Elevator and then Aileron. In that order primarily in general aviation aircraft IIRC. Trim Procedure: Trimming the aircraft allows for the relief of control pressures to stabilize the aircraft Rudder trim is the most common on general aviation Rudder is trimmed right for power increases and slower airspeeds Rudder is trimmed left for power reductions and higher airspeeds [*]Elevator trim: Elevator is trimmed up for power reductions and slower airspeeds Elevator is trimmed down for power additions and higher airspeeds [*]Aileron: Used as required to level an aircraft [*]Trim Tabs: Servo: trim tab moves opposite of the surface it is trimming Anti-Servo: trim tab moves with the surface it is trimming

Actually, a common Alert Aircraft F-14 load was simply 1 SW, 1 SP, and 1 PH for Alert 5 on Deck in peacetime. And also, the outer air battle is not the complete air battle picture, you have picket destroyers and cruisers which were supposed to intervene as were shorter range aircraft such as the Legacy Hornets when those were around. The doctrine was fairly simple, the less archers there are in the sky the less arrows are on their way. The Sparrow was also used on the surface combatant ships, known as the Sea Sparrow. Funny enough, Tomcat crews hated baking in the sun like an egg for Alert 5 while on deck and the same could be said for night time alerts with sleep deprivation. I think there is Alert 5, 15, and 30... When one was launched the other alerts moved up, so for example the alert 5 is ordered to launch... The alert 15 guys who would be chilling in the squadron ready room now get bumped up to alert 5 and the alert 30 gets moved to alert 15 and another jet and crew is tasked to take alert 30. Here is a picture of the loadout here at this website https://www.historynet.com/f-14-tomc...aws-topgun.htm I also wanted to point out a blurb I read on there, from "Bio"... Granted this is TopGun training, against simulated MiG-21s with rear aspect heat seeking missiles only. "We immediately recognized this tactic from our classes. While we were dealing with the Wild Card, some bandits performed a tight delaying turn that put them a few miles behind the lead. This would complicate our decision-making: We couldn’t dogfight the first bandits, or the trailers would easily shoot us, but we couldn’t ignore the lead bandits either. If we could use the Tomcat’s vaunted AIM-54 Phoenix missile, we could each launch missiles at some targets, then attack the others with our other weapons. But in those days AIM-54s were “reserved” for defending the carrier against a Soviet bomber raid, so we had a real challenge—especially since we were required to visually identify all aircraft before shooting." and a bit further down... "I turned to the radar again and took a radar lock on the lead bandit, which would allow us to shoot an AIM-7 Sparrow missile. Once I saw the two small green lights indicating a good lock, I said over the radio, “Jaws, locked lead, 10 miles, lined-out right.” Jake said, “Boomer, trailers at 16 miles, angels 15, line-abreast.” So the second group had sped up a little, and they were a little below us. Jaws turned our fighter to the right to put the targets on the nose. He looked through the head-up display on his windscreen, and a green diamond showed target location based on our radar lock. Jaws had good vision and called, “Speck in the diamond.” This let everyone know he could see something where the bandits were supposed to be, which was good. I divided my attention between ensuring the radar lock stayed good, checking Boomer’s position, checking fuel and making notes for the debrief. If the radar hiccupped, I could manually get another lock, but that didn’t happen on this run. I didn’t write a lot of notes during intercepts, but the Topgun debrief was always in the back of my mind. “Fox One, lead A-4, 18,000 feet.” Jaws squeezed the trigger on his stick, and a tone indicated that the simulated AIM-7 shot registered on the TACTS instrumentation. He had identified the aircraft type and altitude to show he was not just taking a wild shot. In the next 30 seconds things happened fast, and there was a lot of information to process. Boomer made a radio call that he saw both bandits in the lead group. Jake made a radio call about the trail group; he had a radar lock. I updated Jaws on Boomer’s position (9 o’clock low, one mile). The bandit we shot was called dead by the TACTS controller. Jaws selected a Sidewinder heat-seeking missile, got a tone and called a shot on the second bandit in the lead group. That one was also a kill; the lead group was gone. Jaws gave Boomer the lead to get us to the trailers, only eight miles away now. From looking out and forward to acquire the bandits, I went back to the radar and took a lock on the second bandit of the trail group. “Fox One, northern F-5, 15,000 feet.” Boomer had identified and shot one of the trailing bandits. On his call the entire formation was considered hostile, so Jaws also launched a missile: “Fox One, southern bandit that group.” The TACTS controller announced both of those bandits killed, then said, “Knock it off, knock it off. Jaws, knock it off. Boomer, knock it off, state 10.8.” So, granted it is in training but last I checked people generally train like they will fight... In this case the weapon of choice was the Sparrow missile and not the Phoenix for example.

The special option in the F-14 settings don't work with it and also, yes the hardware requires you to press it but only so slightly, it doesn't require a full press down... Whereas the software of pushing the button while moving the latched switch would require a full press down.

I'm curious if in DCS they do increase in brightness with the master lights switch on the throttle set to OFF and vice versa if set to ON position