IvanK

The "inverted" pitch type arrangement (like in the YAK52) has in fact a US origin take a look at the Bell X! cockpit there is a sperry document out there as well describing this type of AH

I have a fair bit of time operating the R530EM(K) it was considered useless at low level, and useless shooting down into clutter.... it was however very good at blowing up in your face as the proximity fuse armed after launch ! Its only real use was look up into a clear air mass at a non outmaneuvering target.

There are two types of seat harness used on the MB MK7 seat as fitted to the F4. The most common is the version that has the pilot wearing a "Torso" harness. Indeed that it was the DCS F4E pilot wears ... see jpg below. The pilot attaches his harness to 4 quick release fittings. The second type of harness is the "Combined or Integral" harness. In this style the pilot straps himself into both the seat and parachute harness (hence the term combined) with all fittings going into the circular Quick release box. To my knowledge the only F4 operators that used the combined harness were the RAF and the Luftwaffe. When you look down in the DCS F4E the seat harness is of the combined type ... it should be of the Torso type imo. see attached jpgs.

Tested with setting the HSI bug to the same value as the selected course ... then works just fine.

bump still an issue.

The image was Taken about 20-30nm inbound to a TACAN. I have seen an F4 DCS tutorial that talks about the Flight Director using both the selected course and and the selected Heading to derive a "blended" fly to command. This might explain what I am seeing in the picture. However I don't see any reference to this "blended" operation in any of the publicly available F4 manuals or USAF Instrument flying manuals. In addition I have not seen this sort of blended behavior in any real world Flight director use. It is my understanding that once the course is selected the FD will then generate an internal command to intercept the selected radial at a programmed intercept angle (typically 30 degrees) until getting close then the FD eases of the intercept angle to achieve a smooth progressive intercept. The F4E flight manual actually says in the intercept case the HSI heading marker must be set to the same value as the selected course. (TO 1F-4E-1 Fig 1-19 Page 1-49) So off to test with HSI heading set to the same value as the selected course.

See attached jpg. I am on the selected VOR course but the FD is giving me a fly right indication ??

Not fixed. ADI does not power up after Cold and dark start. Despite the changelog saying it was fixed. Guess the Fix didn't make the compile. Really need a Hot fix for this rather than waiting another month for a fix.

My AVAST is triggering the HeatblurJester.dll as Malware. maybe try an exception in your Anti Virus

F5e Special .... Settings ..... Select default Cockpit

ppistolb Go into settings Special and select Default Cockpit

Confirmed

Good sleuthing BJ55 I agree 100mill setting is correct , It is indeed the Two right tumbler mill settings that are out. Jpg below using MB338 references only. Reticle diameter is 50mils so if rotated vertically can be used as a measure. So the right two tumblers are over depressing the pipper by about 3%.

So I have checked again and its partially fixed but the the actual depression achieved is incorrect. See the image below. On the left I use 1 click to set 100mills depression. In the centre image I use the tumblers to set 99mills depression ... but the pipper is actually more depressed than at the 100mill depression ? The right image I set the depression to 98Mills. So if we assume that the right tumblers are correctly setting the depression then the single Left tumbler when set is "under depressing" the pippa by about 3mills. If I manually set the right tumblers to 97mills the pipper ends up at the same position as if I set 100mills. So at present to achieve an accurate 100Mills depression you need to set 103mills

Nice to see Andoya Tacan now on the map. Unfortunately Bardufoss TACAN didn't come with the new airfield.

Andoya Tacan in the latest patch Great. Nice new airfield at Bardfous but its TACAN missing

How do you delete a static object you have placed in the ME but no longer need it ?

Went and had another look at this., ans take back my previous comment. I agree with you Bucic. It seems its better than previous but its still there.

Rain inside the Hangar is an old bug.

Be nice to see Evenes, Mosjoen TACAN's in there to. I am assuming Bardufoss Tacan will be there as part of the airfield

(Slight thread drift) Really interesting video. Also shows that weird Attitude Indicator flick in roll in the region of 20deg Nose up Nose Down. Bucic mentions this in his AI bug thread Dec 6 Seems to me its like the normal "Controlled precession" you see approaching the vertical but in this case its happening inappropriately. (Reported in the Beta testers forum with TRK)

keep turning the Knob anticlockwise (I think) eventually it reaches a spot where the cage knob and plunger snap closed thus uncaging the Stby AI

This video you linked to:

Hmm watched your vid. The bank error ends up being in the order of 1-2 degrees after flying a similar bank angle for 5 or so minutes. In my case in regular IF flying using standard bank angles and general manoeuvering I see little to no error. A 1 degree bank error after 5 mins at 2 degrees AOB I would consider insignificant.... and in some installations to be expected. In fact their is references to this in the old USAF TP55 Instrument Flying manuals using MM1 and MM2 Attitude indicators. Not sure if the F5E is an MM2 or MM3 though. When I was taught IF it was standard caveat not to use low sustained bank angles as that might be below the threshold for the auto erection circuits to cut in. Early generation remote AI systems talk about avoiding sustained turns with turn rates <40deg min (so 0.67 deg sec) for this very reason. Previously we were getting bank errors as much as 10 degrees.... anyway thats my 2cents worth

Thanks that fixed it