IvanK

"the Never ending thread" :) The NAVY do it for a reason, few land based operators use this technique. Adding some grist to the mill :) Excerpt from the RAAF FA18A/B Flight manual

The ADI and HSI ILS bars work just fine for me in LDG mode

Dont think it can be caged in AG mode in the A or C From the C manual: "In the NAV master mode, the velocity vector may be caged to the vertical center line of the HUD by the cage/uncage switch on the throttle. When it is caged, a ghost velocity vector is displayed at the true velocity vector position if that position is more than 2° from the caged position. The flight path/pitch ladder and steering information are referenced to the caged position. The ghost velocity vector flashes when limited. With MC OFP 13C AND UP, the flight path/pitch ladder is referenced to the waterline symbol when the velocity vector is caged." And from a MDC FA18A Software manual: In AG modes Cage only effects certain weapons and sets a fixed range for AG guns and Rockets CCIP pipper ... doesn't Cage the HUD/Velocity Vector

IRL its a toggle action switch :) active in NAV mode. In AA mode HUD is always caged, in AG mode it cant be caged .... so my atrophying neurons recall.

" How the aircraft feels with an IAS of 250 at sea level is more or less how it will respond with an IAS of 250 at 32,000 feet, even though at 32,000 feet, your true speed through the air is 800" actually its behavior is very very different, aerodynamically its at 250 but inertia is there for the very much higher TAS. The aeroplane is a lot more sensitive at the higher altitudes tasks like close formation are a fair degree more difficult at higher altitudes even at the same IAS as aircraft inertial response is TAS based. To the pilot the aeroplane feels a lot more squirrly at the higher altitudes than the lower altitudes. For the same IAS you can manhandle the aeroplane a whole lot more at the lower levels than you can at the higher levels.

Good question this is explained by the "Custard Layer theory" Which is the empirical proof that the Air gets thicker as altitude increases ... slightly controversial concept but pretty simple. (Note this theory predates Global Warming theory) Take your oblate spheroid (Planet earth) and wrap it with an atmosphere (The custard layer) then rotate the oblate spheroid around its axis ... what happens to the custard layer ... it gets thrown off ...as does the atmosphere. Nonsense you say .... but lets look at the evidence. Why is it that (if you accept the theory) that slow aeroplanes that fly in the lower reaches of the custard layer have propellers ? simple the air is so thin they actually need fans to induce air flow. Helicopters who indulge in super thin air "nap of the earth" type flying have the biggest propellers of all. As you get higher the air gets thicker so thick in fact that propellers can no longer turn so then we bring in jet propulsion which allows thick air to be accelerated through a tube to produce thrust. then of course you get into space were its so thick you cant even get the air down a tube so must resort to non air breathing engines like rockets. Take also the pilots those who fly in the lower thin portions of the custard layer can breath quite easily unassisted. however as you get higher the air is so thick then masks and ultimately full pressure suits are required ... least the high altitude aviator drowns in the thicker higher level air Further convincing proof of the theory is the colour of the sky. in the lower thin levels is a lovely cyan sky blue ... however as you climb the sky gets darker until ultimately in space where its really thick its black ! ... pretty convincing so far. Now of course there many other empirical proofs but lets get back to your question. "Why does speed decrease with altitude" ... simple in terms of Custard layer theory . Given airspeed is measured by Pitot static systems in the lower or thin portions of the atmosphere the air molecules are free to move and their concentration is obviously less so they can rapidly move through the pitot system. However as altitude increases the air becomes thicker and poor air molecules become congested and constrained by the pitot tubes and can no longer move through it as quickly as at the lower levels and so a lower speed is registered.... all quite simple really. It just takes a little outside the box type thought see the answer. BTW "Custard layer theory" also explains why Chem trails can linger so long after they have been dispensed .... but much of that subject is of course classified. Anyway I hope that brief discussion on "custard layer theory" helps answer your question :)

RWR Signal strength Yellow Arc inoperative .... added as priority to original post.

Thanks QuiGon I think thats exactly what I was doing

I can bring up the Chat window OK. I type in a message then use the mouse to choose the recipient .... how do I then send the message ? pressing Enter doesn't seem to do it Also is there a way to move the Chat window to a different place on the screen ?

Pirouettes galore in a c model:

We have a stunning 3d external model and a stunning new cockpit model .... except there are a lot of inoperative/non animated instruments in the new cockpit. Whilst we wait for the AFM/PFM how about a little cockpit love to tie us over :) These are the things in order of priority (imo) that I would like to see: RWR: Signal strength Yellow Arc inoperative.... entering the DCS battle space without RWR is plain Stupid. AFCS PANEL: Non of the mode lights illuminate so knowing what mode you are in is problematical.... should work in identical fashion to SU27 (that works just fine). Mechanical System Indicator: The Leading edge Flap position indicators are inoperative. Countermeasures Qty: this is inoperative Gear Handle : doesnt move Intake Ramps display : Its stuck on 0% .... Full Open HYD/Pneumatic indicator : Inoperative at least get the indicators in the green band OXY: again inoperative at least get the indicator showing its usable Brake Pressure : Another one stuck at Zero Navigation Controls: System control is inoperative ... though I suspect a lot of code would be needed here to get it running in a realistic manner. Fuel Display: Its not correct see other posts on this subject https://forums.eagle.ru/showthread.php?t=53797

Visual presentation is stunning. However after landing they are still visible right down to taxi speed. In reality they should stop on touch down. Similar on take off they start almost at the start of the take off roll. They shouldn't really start until the wing has to actually do some work like at the rotation.

So if we just went with Wypt no in ENR and Airfield ID no in RTN and LNDG in the MIG29/SU27/SU33 it would just require copying the same code used in the SU25T It would look something like this:

So if we go for Airfield ID numbers we already have the Caucaus list from the SU25T from the supplements section of the manual: Does a Similar list exist for Nevada ? by experimentation: 17 RTN Airfields in Nevada Creech is ID1 Groom Lake is ID2 McCarran is ID3 Nellis is ID4 Beatty is ID5 Boulder is ID6 Echo Bay is ID7 Henderson is ID8 Jean Airport is ID9 Laughalan is ID10 Lincoln County is ID11 Mesquite is ID12 Mina is ID13 North Las Vegas is ID14 Pahute Mesa is ID15 Tonopah is ID16 Tonopah Test field is ID17 Obviously a list for the new Gulf map would be required.

Numbering would be fine for RTN/LNDG as long as the list is published... similar to the way numbers are used for airfields in the SU25T Best though involved would be to realistically enable the entire Nav control panel and systems. My proposal is an interim to get something usable going in a reasonable and not code intensive (I think) time scale.

With the removal of the Map from the MIG29 display Nav is problematic as you dont have any real way of knowing What Waypoint in ENR or Airfield in RTN/LNDG modes your system is referencing. In the real aircraft WYPT number or Airfield number is displayed to the pilot. Adding Text to the HUD might be a suitable less invasive way of doing it. I propose a single digit WYPT no in ENR mode and the ICAO airfield ID in RTN and LNDG modes Until such time as actual aircraft methods are modelled, how about a fix to supply the pilot with this Basic but essential data ? its very easy to loose track of what you are refrencing if you use the WYPT increment/decrement commands or the aeroplane auto increments as you pass a WYPT. This could be applied to the SU27/33 and F15 as well. To those that say its unrealistic ... well no aeroplane on the planet presents Navdata without the pilot being able to determine what has been selected or referenced. secondly there are numerous concessions to accuracy in a lot of aeroplanes in DCS/FC3

Joined today in mIG29S all I got was skeleton airframe with no cockpit ??

Tried a couple of times today to Spawn in MIG29S all I got was a Ghost aeroplane with some airframe parts but no cockpit structure as such ??

Because its in Australia on the bottom of the planet :)

The MIG29 old modelling error regarding fuel indications is still alibe and well. See old thread: https://forums.eagle.ru/showthread.php?p=899172#post899172

Using the U to position the SU33 for the take off position results in the SU33 blowing up.

LE Flap lights should illuminate with LEF activation

"in BFM/ACM there is no contest " .... Rofl .... Be happy to merge with any Yak 52 ... in good hearty competition. I guess the Yaks negative G and roll advantage is important ......... for the guns jinks they feel the need to perform so often when confronted with a PF Chang :)

Having had a share in a 52 and sampled the Chang I went with the Chang. In my case I removed the 285Hp Housai and replaced with 400hp M14PF (A common mod in the US and Aus) Chang doesn't have an inverted Oil/Fuel system like the 52. That coupled with fully retractable main gear and fully flushed riveted skin makes the Chang a whole lot faster, way better ROC and way better sustained turn performance. I get 180Kts IAS on the deck at max power. 52 Roll rate is better but thats about it. Chang handling is imo significantly better wrt Control Harmony and Max lift "on the buffet' type flying. The depth of the Buzz and buffet in the Chang is great in comparison to the Knife edge buffet handling in the 52. The extra 40 litres internal fuel in the Chang makes X country quite reasonable. Cockpit is way nicer in the Chang with a stick that sits comfortably at knee height rather than at Chin height as it does in the Yak. Also equipped with "Shinning Dragon MK I" Light strike fighter site specially developed for the Multi Role Chinese Aircraft (MRCA) to swat pesky Yaks ... Outer ring subtends Yak at 500Feet range :)

Nice formation Ivan, you in that one? When are you upgrading to the YAK:) Now DCS is getting the Christian Eagle II I am torn as I am looking for a YAK52 but all confused with the CE - what to do, what to do! :) Had a share in a YUK so the upgrade to a Chang was an Epiphany ..... Yep in the front of this gorilla :) Some more Chang goodness with some YUK goodness thrown in :) https://www.russianroolettes.com/ Nice Vid acrochimp... need to visit you guys I get to LA pretty regularly. P.S. How do you embed a Youtube directly nowadays in a forum post ?