Terry Dactil

Yep. And they are very awkward to see and operate, so I have mapped them to the Warthog throttle Idle/cutoff switches. It ties in nicely with the way I was trained to handle engine failures on multi-engined aircraft: First thing to do is to close the throttle or thrust lever. If the aircraft yaws you picked the wrong one !

The fuel cut-offs work now. They were fixed in the latest update. For me it is now just: Throttle back into cut-off Press feather button Engine feathered. That's it!

No. No tail wheel lock. So once you have stopped the game is over. This explanation might help ... While you are moving any braking action gives you a force forward through the center of gravity due to inertia. Take the remaining engine thrust into account then the resultant forward force will be shifted over a bit toward the operating engine but will still be pretty close to the aircraft center line This means you can apply a braking force on either side of this forward force to produce a turning effect and steer the aircraft. However, once stopper there is no inertia to use and resultant forward force is now on the engine thrust line. Since this is over the wheel and brake there is no way to apply any braking force outboard of the engine to turn in that direction. The only chance you have is if the tail wheel is locked straight and you can get moving again to get some inertia or momentum to use again as above. To really over analyze this you can take into account the P-factor offsetting the thrust line to the side of the descending prop blade. If it is the left engine operating this will be slightly inboard of the engine, so it should be theoretically possible with the left brake to generate a very small left turning force, but I don't expect ED to get down to this level of detail. (Just tried that and it is true. I could only go in circles to the right). PS. This thread has brought back memories as I've been telling this from first hand experience with tailwheels. Many years ago I was flying DC-3s in New Guinea and we had an engine failure and landed on a small remote airstrip. The landing was not a problem, but we needed to get clear of the strip to allow another aircraft to land with the maintenance crew and spare parts for the repairs. Turning around 180° at the end of the strip was easy, but now that the tail wheel was unlocked we could only go in circles. Fortunately the local police had working gang nearby, so with them pushing on the rear fuselage and tail for steering and us using the good engine for moving, we "taxied" back along the strip to the parking bay. That was great fun and entertainment for everyone. Thanks for bring back the memory.

If you map the fuel cutoff thingies to the unused Warthog throttle idle/cutoff switches you can operate them from the comfort of the pilot's seat. Avoids the hassle of changing seats and the contortions normally required.

Since you can't lock or steer the tail wheel, what else can you expect? On the ground, there is no way you can turn towards the good engine unless you are already moving and can use differential brakes. However to get moving, you can only start move in a circle into the dead engine. There is absolutely no way to turn towards the good engine as the thrust and braking are in the same line. I flew DC-3s many years ago and soon learned that when you land with only one engine the flight ends where you stop if the tail wheel is unlocked.

I agreee that having a lock on the gear and flaps can be a good idea. However, what I was moaning about is that the cockpit layout is a dog's breakfast. You have the gun sight obscuring flight instruments, fuel controls behind the pilot's seat and everything else scattered around in no particular order. As well as all that, like the Spitfire, you have to change hands on the joystick to operate major controls. Definitely not HOTAS! Compare this with the FW-190 and the modern jets we have and it is in a different world. Still - it's lots of fun to fly though.

You're wrong I use the DCS Updater utility to start things going and I have no problems entering VR or non-VR.

Yes. The British cockpit ergonomics can be a pain. However, from another thread close by ...

Voice Attack is perfect for this sort of problem. Not widely known, but VA can do things without being spoken to as it can also respond to key or button presses or positions. I have a Warthog setup and my Voice Attack sees my normal bindings for gear, flaps or whatever and inserts the extra keystrokes to operate the locks. I also have it set so if I hold the brakes (joystick lever) continuously on for more than 10 seconds it sets the park brake lock for me. For anyone interested here is the VA profile I use for the Mosquito Mosquito-Profile.vap

Yes. Very disappointed here too. (All the rest is very good though.) I have flown multi-ginned prop aircraft in the real world, and synchronizing the RPMs is done mainly by listening to the audio beat. Here is what a real mosquito sounds like on final approach when small power adjustments de-synchronize the engines mozzieonfinal.mp3. The only thing better than the sound of a Merlin is ... the sound of two or more of them!

I think it is probably disabled for VR. Just lean over a bit to the right as you would in real life. That works for me. I 'm guessing it is just a feature to save a lot of view-shifting keystrokes for the poor buggers still using keyboards and screen.

No. With me and Rift S it is too far left and too high. Easily fixed though. I have a Voice Attack routine to shift my position up/down, left/right and forward/back as required.

Yes. I totally agree with you. I should have added that it seems that ED have the engine limitations correct, but not the aircraft performance that goes with them. Update: Also note that the Ram Air function is not working now, so you would be missing several inches of manifold pressure. The discussion about this bug was recently closed for some reason.

There is probably a clue in the name of the setting called "Max Continuous"

And you take my comment seriously? Didn't notice the ? I like the sound of a Merlin (or two) as well as a good flight model. I feel I have a new career as a troll ! <- please note

Who cares about a perfect flight model? I just want to listen to the engines On final approach; engines in and out of sync. mosquito.mp3 Full video

The Spitfire has had crappy unreadable instruments for a long time now, and ED shows no signs of wanting to fix it. Fortunately, some smart people have taken the trouble to fix the problem themselves and share it with us. I can recommend this mod by Nake. (The mod still works - just checked it on OpenBeta) Spitfire High-Contrast Cockpit Gauges https://www.digitalcombatsimulator.com/en/files/3302602/ Default: Modified:

Perhaps you would like to buy one North American P-51D Mustang Price (in good condition): $1.5 million to $1.8 million https://www.aopa.org/news-and-media/all-news/2007/august/01/north-american-aviation-p-51d-mustang (extracted from the specs) Empty weight, as tested 7,208 lb Max gross weight (without armament) 10,500 lb Max gross weight (with armament & drop tanks) ~13,000 lb Useful load, as tested 3,292 lb Payload w/full fuel, as tested 2,212 lb Max takeoff weight (armament & drop tanks) ~13,000 lb Max landing weight (armament & drop tanks) ~13,000 lb

I always assumed I was flight lead in this mission. The briefing gives the wind direction as 269° which is arse about from convention (DCS tells you which direction the wind is going, not from where it is coming) ATC works, and will tell you to taxy to RWY 14 which is a left turn from your parking spot and will put you as the lead aircraft as you taxy to the runway. I suspect that if you finished up as #4 it would have scrambled up the program in some way. All I can suggest is make sure you are leading the flight, and if that doesn't work then try a repair.

The first mission in the Challenge Campaign is just to get the aircraft started and to the runway. The mission ends there. You can take off and fly around if you wish, but you are on your own. You should have received an audio and visual message that the mission has ended when you get to the runway. (Note: If you turn right and go via the far taxiway near the C-130 you avoid the message trigger zone and won't get the 'end of mission' message.)

Same sort of problem here after the latest update. On restart it wanted to delete some modules and version number was unchanged so the Marianas map I wanted to look at was unavailable. A 'Repair' using the 'quick' option had no effect. However, the 'Repair' using the full or slow option did the job and all works OK now.

Did you try using DIView to adjust the center position?

The big attraction to me is the realism of DCS. Just learn to fly the aircraft like the real pilot has to. That's the way to go. Well done!

I suggest you turn off auto-rudder and take-off assistance so you get only the effects of your control inputs. You will quickly learn that you need to apply some right rudder and a smidgin of right aileron to counteract the torque and p-effect to get a straight and stable take-off run. It is quite easy once you get the idea, but it is a lot harder if you have "assistance" banging the rudder about. The Spitfire is an aircraft that generally responds best to small and precise control inputs. Check this forum for advice on control setup as the default values are way too savage.

Rudder movement is always synchronized with the pedal movement (unless you have really, really loose rudder cables). I think there is some confusion between the response time and the rate of response. Slow down the initial rate of response with a curve. That's why we have curves. You can reduce the overall sensitivity by reducing saturation Y. If you really want a delay, put in a large dead zone. (Control theory is very interesting with feedback loops and gain control getting very messy when you put a human into it)!