Pocket Sized

At the moment it's far too unstable to be put in a BST module IMO.

I'd say you summed it up pretty well! A bit OT, but is this modeled in the P-51? I've never encountered it, but I've never done any high speed dives from high altitude. It seems like going fast the only thing you have to worry about is pulling the wings off.

I just had an idea. So I completely understand the logic behind the clipping behavior for the elevator in the 109, it makes maintaining a constant AoA much easier and realistic. Why "clip" the inputs to the aileron and rudder on the spitfire? All you care about is roll rate and turn coordination, neither of which are absolute values like AoA is. In other words, when you're flying, you move the stick until you reach a desired roll rate. Roll rate already varies wildly with airspeed, so it wouldn't make rolling performance too unpredictable IMO, although it would greatly increase precision at high speed. Rudder deflection doesn't matter too much at high speed either. All you care about is turn coordination (lateral G force), which is extremely difficult to control at the moment due to the sensitive rudder.

What he was trying to say is that you don't have to exceed the limits if you fly differently. Are you familiar with translational lift? Basically, if you want to climb, fly forward at 180kmh or so and you'll get a lot more "bang for your buck" in terms of engine power. Trying to climb vertically puts a huge amount of stress on the engines and results in a rather disappointing climb rate.

Oh. I know all about supersonic flow separation on top of the wing, but all I've ever heard about compressibility is the huge control forces it causes. What I'm trying to say is, what's compressibility like from the cockpit of a WWII aircraft? Spontaneous wing drops due to the unstable airfow over the wings? Complete lack of available lift? Lack of lift combined with stiff controls? Edit: Nevermind, it seems that compressibility is just another name for Mach Tuck?

https://forums.eagle.ru/showpost.php?p=3116584&postcount=46 Apparently not.

The 47 is a generally much bigger airplane than the 51. Am I wrong in saying that this would amplify the effects of compressiblity due to the larger control forces?

It's a feature that's planned for the distant future, most likely.

Makes sense, thanks!

But is this something that actually happens in the simulator? I've never managed to do any apparent damage to the engines.

Try the Mi-8. As others said, there's a sort of "what if" factor when flying virtual aircraft. In my case, I asked "what if i tried to do aerobatics in the Mi-8?" If I pull too much G, the tail breaks off. Negative G makes the main rotor strike tail boom. If I pull too much collective, the rotor RPM droops and the main generators go offline, disabling the stabilization system. If I exceed a certain airspeed, I get retreating blade stall and the aircraft begins vibrating and pitching up. This right here, is what separates DCS from every other flight simulator on the market today. This is the level of detail that EVERY DCS module should strive to achieve. You ask "what if," and it answers! /rant

I tested this by flying sideways and didn't see anything unusual. If you slide to one side, the ball will tell you to yaw towards the direction of travel. Therefore the ball itself appears to be responding corectly to lateral acceleration. If it's backwards in forward flight, then that's an FM issue. (There are so many forces acting on the ball when you turn in forward flight that I can't make heads or tails of what it's doing)

Very strange. I've been flying the Mi-8 just fine all week. Try using the keyboard commands to manipulate the collective, maybe? Not sure what the default keys are.

Not sure what you mean by "good," but the controls will still stiffen considerably in a steep dive. IIRC one pilot said that they'd practice diving from 42,000 ft, the stick got so hard to pull that the best recovery method was to wait for denser air to slow you down.

You're doing zoom climbs, not sustained climbs. The airplanes perform comparably (I'm guessing) because the Sabre's lower drag compensates for its inferior TWR. Next time, tell the MiG to maintain best climb speed (700kmh TAS). It climbs like an absolute beast all the way to 40,000 ft. I'm not sure what the best climb speed is for the sabre, though.

Do you see the square in the axis tune menu move when you move the slider? Also, just to be extra sure, are the engines running? If the rotors aren't spinning, there's no hydraulic pressure and the controls in the cockpit won't move.

Precisely. The throttle slider should be mapped to collective, which controls the amount of thrust from the rotors. In the control assignment menu (for the collective) click the dropdown arrow and see if you can select "JOY_SLIDER." It should be there next to X, Y, and RZ.

To my knowledge, stores don't fall off of aircraft when they are overstressed. The release mechanism and pylon can get damaged, preventing a safe jettison of the store, but it would take ungodly amounts of G to actually tear it off.

The two throttle levers next to the collective are used to change the operating modes of the engines between idle, normal, and emergency (for single engine flight). They are in the normal (center) position upon spawning and should stay there throughout the flight. The twist grip is used to control the engines in their normal operating mode, the throttle levers override this when they are in the "idle" or "emergency" mode. Now, I've recently run into some confusing behavior involving the way these two controls interact with each other. There appears to be a mechanical linkage that moves the twist grip when the levers are in emergency mode. The amount it gets moved seems to depend on collective pitch. I encountered this while working on an aggressive vertical takeoff. I put the levers into emergency and use the extra 5% rotor RPM to pop into the air more quickly. Then, I put the levers back to normal because emergency mode likes to overspeed the rotors under certain conditions. The problem is, when the levers go back to normal, the twist grip is rolled back significantly and must be returned to full before the engines throttle themselves down and rotor RPM drops. Does anyone know why this "linkage" exists, or if it's implemented correctly?

You are trying to assign a throttle slider to the collective pitch, correct? Edit: re-read post, you're probably referring to cyclic pitch. I have no experience with the sidewinder, so I'm not sure I can help

Speaking of that, the speedbrake on the real Fulcrum is disabled when carrying a centerline tank.

If the battery was off, the APU wouldn't have started and therefore the engines wouldn't have gotten to 30%, where they stopped spooling according to the OP.

When lightly loaded, the A-10 should turn like mad. Make sure you're maneuvering above 200 knots with flaps fully retracted. Keep in mind that the A-10 is rather pitch sensitive. At times, half back stick can result in a stall. Also, what indications are you getting of an accelerated stall? Chopped/solid tone, or wing drop?

IRL, you should expect less than 60 degrees per second at high speed and low altitude, due to a weak set of aileron actuators. There's a chart in the manual, IIRC it gets down to 40 deg/s when supersonic. It's currently too low in game, but that may be because the airplane will actually roll opposite to your inputs when you're going stupidly fast. The SFM code is far beyond obsolete at this point, just wait until we get the PFM for these issues to be fixed.

Oh. If the game is 1.5.6 you should be fine. The module always updates with the game.