vladd148

I too have just finished this mission and I may be going bald now. I couldn't see the tanker well enough to tank and had to proceed without a sip of gas. Had to constantly use the F10 map as I could not see the flight even with the gamma fully up. On the case 3, everything was smooth up until the ILS needles which never worked for me. The result was 3 bolters, and a hookup finally with 2000lbs of gas left flying solely by the carrier lights and meatball

Run 2 is absolutely driving me crazy. "You took too long to fire a Fox 3" - I am firing my Fox 3 a few seconds right after Paco calls it. "You took too long to turn back in and fire a Fox 1" - I am turning the second I notch and hear it go cold, I see the target and cannot get a PAL lock on it until I am within 10NM regardless of what I do Also, every T-turn my RIO drops lock in the back which is incredibly frustrating. I am thinking I may just skip this mission. And I am maintaining combat spread with Paco the entire time.

Awesome job! I am still getting unsat on parade and cruise and I've flown form IRL . Any tips on flying them on a 2d screen?

Any helicopter pilot for that matter. You always do a hover check before departing.

RCAF SAR UH-1H responding to a call.

We have no idea currently in our Air Force what it will be. Lots of speculation all around, but until we hear from our government, we're flying blind.

It is always politics. If there's one thing I have learned in my time in it's that. Just the way the cookie crumbles.

Actual plane performance will have little impact in the Liberals decision on the replacement program. It all will essentially come down to cost, and creating Canadian jobs. It's what it's always been about in the CF. -V

Have been experiencing the same issue others were mentioning. Have inputted the correct channels, and have no problem using navigation or glide slope mode, but as soon as I switch to landing mode, both lights are no longer green. I have attempted using the mode at Krymsk and Maykop, and neither have worked for me. I have also set the course pointer on the RMI.

Kind of like it happens IRL. For some people, the onset of hypoxia can be euphoria, belligerence, or very mild symptoms that are very difficult to recognize!

I will give it my best shot. I'm in the Canadian Air Force, but I am still undergoing training. 1. "Chalice" is the C/S for one of the AWACS. In this ex situation, it is the Red Flag AWACS. 2. Everything else is simply exercise specific. All relatively advanced for me, but I believe they are referring to 13-19k feet being restricted to participants flying under IMC. 3. Bullseye is a predefined point that is used as a reference for radio calls indicating a position. So in the first example, from C/S Laurel, radar contact of heading 185 and 24nm from the bullseye or predetermined reference point. 4. Push means change frequency. So change your frequency to X 5. Not sure. I have never heard it before, could be exercise specific, or numerous other things. 6. Gate is brevity code to afterburner. The # indicating anywhere from minimum to maximum afterburner.

I can tell you the CT-155 Hawk (Canadian Forces BAE Hawk 115) is also a bit of a pain in the ass to trim. Whereas the Harvard 2 turboprop trainer (Texan II) is an absolute breeze.

Asked one of my friends from work who is more familiar with these trainers. He pointed out that a) this aircraft does not normally require much trim, and b) it is actually quite difficult to properly trim this out despite the fact that it requires little trimming; harder than say any other slower trainers. Also, any trimming in DCS world is not really realistic per se, unless you have a proper force feedback stick with electric trim.

Try attitude, power, trim for climbs and power, attitude, trim for descends.

When you G-LOC in real life you are incapacitated for about 30 seconds, where you're not really able to fly the plane. You're physically unconscious for anywhere between 10-15 seconds, and then you undergo about another 15 seconds of relative incapacitation where you can't perform basic flying tasks. So while perhaps it isn't modeled as it occurs in real life, if you G-LOC while flying solo, you more than likely will not be able to recover in time.

The accelerometer is right below the landing gear level. Remember, and this is applicable to real life, that in order to prevent stalling or buffeting during aerobatics, you've got to take into consideration the entry and exit speeds as well as the g-factor during the maneuver. Here is the procedure for the inside loop straight from the manual: Inside loop entry is performed at entry speed of 650 km/h with engine operating at takeoff RPM. By slowly pulling the stick start climbing. At pitch angle of 25-300 pull the control stick faster so that when pitch angle of 50-600 is reached, G-factor is 4-5 units. From this point pull the stick so that airplane angular velocity is maintained constant, and speed at the highest loop point (airplane is “wheels up”) is not less than 200 km/h. In the upper point of the loop, check aircraft position and when the upper part of the instrument panel aligns with the horizon line, slowly reduce engine RPM to 90% and by slowly pulling the stick, start diving. The descending part of the loop is similar to split-S (descending half-loop). Gained altitude in the upper point of the loop is 1200-1400 m. 1. Loop entry – speed is 650 km/h, throttle is in the «TAKE OFF» position; 2. ADI – pitch angle is 50 – 600, G-factor 4,5 – 5 units; 3. ADI – сlimb angle is 900, airplane symbol rotates at 1800, speed is 400 km/h, G-factor 3,5 – 4 units; 4. Airplane in the «wheels up» position – check if speed is not less than 200 km/h, set engine RPM to 90%, G-factor - 1,2 units; 5. Angular rotation relative to the ground, absence of roll; 6. ADI – dive angle - 900 , airplane symbol rotates at 1800, speed is 380-400 km/h, G-factor 3 – 3.5 units; 7. ADI- dive angle 80 - 700, speed - 450 km/h, G-factor - 3 – 3,5 units, increase engine RPM to the takeoff value; 8. Loop exit. Speed is 650 km/h. Ref: DCS L-39C Manual

What's the G-load during the loop? It could be that you are either pulling too quickly or too slowly. I don't remember the recommended number in the manual, but anything around ~4 sounds reasonable to me.

What's your entry speed? If you take a look at the manual, the entry speed recommended for a loop is 650km/h.

The aircraft used for the air shows actually have extensive modifications to allow them to fly inverted for longer periods of time.

To answer your question, virtually every single aircraft can only fly inverted for a brief period of time before potentially encountering the same issue. It is a fuel pump limitation. In our CT-155 Hawks that we fly, we are not to exceed 30 seconds flying inverted under zero/negative g conditions. Sustained inverted flight is rarely necessary in combat situations anyways - only brief periods of inverted flight are necessary to perform many of the offensive and defensive maneuvers used in air combat. Hope this helps, V

Unfortunately in the Royal Canadian Air Force we don't fly the L-39. But I can tell you that this plane feels more realistic, and more similar to our Hawk trainer (CT-155) than the actual Hawk module itself.

Hey guys, I've been playing this once in a while for quite some time but have not really bothered coming on the forums. That is until I saw this discussion! As a Canadian Air Force pilot currently still in training, I can somewhat speak on behalf of what RCAF pilots do. And to put it simply, we do a whole lot, and it really depends on what airframe you get assigned to. In the CAF after our phase 2 on the Harvard II (Texan) we get assigned either fast jet, multi, or rotary. The split in terms of % of graduates is typically 20-20-60, and it's all based on what the Air Force needs. You don't join the RCAF with the mentality that you will only fly jets, you have to accept the possibility that you may very well get chosen for any of the three options. Now as for the typical flight duties for a trained operationally ready pilot assigned to a squadron (not doing a desk tour) the typical workday can vary depending on the airframe. The CF-18 fighter jocks can typically expect about 3-5 hours of flying/week, which is not a lot by any means. Those flights can be check rides, fly pasts, exercises, as well as QRA (Quick Reaction Alert or scrambling). When they're not flying, they're attending briefs, working with air operations, taking a course, etc. The Helo guys can also vary, depending on what they're flying. I don't know too much about the maritime guys flying the Sea King/Cyclone, or the SAR guys, but for tac hel (my bread and butter), you do a ton of flying in the Griffon or the Chinook (depending on what you get assigned). It's not uncommon for the younger junior Captains to be flying every day during the workweek, amassing 10-15 flight hours per week, and 4-500 hours per year. These flights can be general pilot or flight crew training, supporting the army, familiarization flights, exercises, as well as transporting, and paratrooper jumps. And of course operational flights. Hope that shed some light, at least on the rotary side of things. I've had some exposure to the fighter world, but my experiences with the multi guys have been quite limited. Cheers :)