Pocket Sized

That ammo... it takes up nearly the entire wing! How much weight does it add?

The Stang will happily rip wings off if you're hamfisted. Unlike the Spit, it has an accelerometer on the panel, so it's reasonably easy to keep G forces under control (which is why you don't hear people complaining)

Welcome to the forums! Are you trying to assign it to a set of buttons (hat switch), or an axis (joystick/mouse nipple)? Edit: you meant to say "yoke," right?

In situations like that, throttle down for a moment. Once you get a bit slower, you should be able to get inside his turn and get closer, allowing you to get in a better firing position. Results may vary.

If you slowly ramp up the G forces, you will have enough time to hear the sound and relax your pull. Personally, I fly EVERY aircraft like this even if I don't have to. The last thing I'd want is to find myself in a dive above maneuver speed and instinctively yank on the stick whilst flying IRL

The second the C-101 gets an EFM I'll be all over it, and I'm sure I'm not alone on that. The visual and systems modeling are easily up to DCS standards, but that damn SFM is a deal breaker for me.

Use aileron only when absolutely necessary - I think the FM is bugged. https://forums.eagle.ru/showthread.php?t=182586

Yay!

primmed

Yes, that's exactly what he's saying, because he wasn't aware of the effects of P-factor.

Dude, cut the guy some slack. "Joined: Feb 2017, Posts: 5"

That's totally normal for tail dragger aircraft. It's called "P factor" and causes the plane to swing to the side when you increase throttle. Apply power S L O W L Y and try taking off with about half throttle. You need to be VERY active on the rudder pedals to keep the airplane straight. Be prepared for large pitching motions after takeoff and when you retract gear/flaps.

Can confirm (on the Kuznetsov) F-15/Su-27 explode upon reaching the center point of the carrier (even if your wheels are a few feet above it) Su-25T/A have a weird bug involving the ramp that makes their wheels pop when going back down onto the main deck. Most other aircraft are OK, if I remember correctly.

For quite a while it was stated that the 33 PFM would get some love after the Spit was released. My guess is that the Hornet takes priority now, which is kind of a shame, because I would have loved to get some practice landing on carriers in the 33 first. (Scripted SFM carrier ops make me cry)

I rarely take off with more than half fuel unless I plan on using all 16 Vikhrs or flying long range. It really makes a difference in how the aircraft flies. That being said, it's worth noting that the aircraft will never come close to the turn or acceleration performance of ANY fighter, even when nearly empty.

One more thing... Use the collective twist grip for throttle control, not the levers. If you have the levers all the way up, the rotor governor will tend to overspeed the rotors (nominal RPM is 95%). See this post for details: https://forums.eagle.ru/showpost.php?p=3118129&postcount=5 (AlphaOneSix is a real Mi-8 crew chief as well as BST dev)

The other day there was a thread just like this in the A-10C section. We asked about altitudes, control assignments, gross weight, etc... this went on for quite some time, until we all slowly realized that there was no problem and the pilot was just overestimating the aircraft's performance. I am fairly certain that's what's going on here.

[YouTube]a9Ebv0XSgc0?t=20s Introducing: the quick stop! I haven't had but a few hours to practice with it so far, but it looks like this maneuver has a lot of potential! To do the quick stop, enter at 75-150 IAS and at least 20m radar altitude. Pull the cyclic all the way back. At about 60°, push full forward cyclic, the goal is to hit exactly 90° before pitching back down (this may change depending on entry conditions). If you push too early (nose stops below 90°) you will gain altitude and not come to a complete stop. If you push too late and go PAST 90°, the aircraft will begin dropping rapidly and you'll probably VRS into the ground. The collective should be adjusted as necessary to maintain rotor RPM, but usually you can get away with leaving it in place until nearly horizontal, adding a bit to maintain a stable hover. Once I get home, I will experiment with higher entry speeds, lower altitudes, and higher gross weights. (Who knows, maybe this can be used in tactical situations?)

When you raise the collective, it moves the throttle lever up a bit automatically. Possibly this is how you managed to fly without twisting the throttle?

TMWH throttle, nice.

have you tried throwing it horizontally

Which sounds?

Plans can change. Who knows, maybe they'll release both at the same time?

As you just said, drag increases exponenitially relative to speed. What does this mean? At low speed, the spoilers are going to produce a tiny fraction of the drag they do at high speed. Their drag contribution is going to be even smaller when the gear and flaps are extended, which is why they seem so ineffective in landing configuration. In "clean" configuration, the Frogfoot is a VERY slippery airplane, thanks to its thin, lightly swept wings and high mass, which is why it is so reluctant to slow down.

Piss poor airbrakes aren't rare in aviation. The F-5, Viggen, and L-39 are as bad or worse in this regard compared to the Su-25. Especially the Viggen, where you have a delta wing to bleed energy and the airbrakes retract automatically above Mach 0.92 or any time the gear is extended. Hell, even the glider I fly suffers from this shortcoming. It's standard procedure to fly the final approach with them fully extended and slip as necessary control your descent rate... and we have the upgraded spoilers that are TWICE as big as the originals! In a regular glider you'd use less than half spoiler and no slip to accomplish the same approach.