Terry Dactil

I have a Thrustmaster Warthog setup and have no problems with the Mosquito. However, I don't use TARGET at all; any fancy button configurations get done with Voice Attack. Can I suggest you try a basic profile without using TARGET. The standard troubleshooting methods I have seen all recommend disabling all mods and add-ons to get a minimized system working, and then adding stuff one at a time to find out what causes the problem. Good luck- you must get your Mosquito working!

Maybe this will help. If you only have text and no musical background during the intro (following the jeep bit) then you need to check the audio settings here as it affects a lot of other things. Once in the cockpit start the engine and when you start to taxi forward you should get instructions to turn left to the runway and you are cleared for takeoff. Further criticism of your piloting abilities will then occur.

It is here ... Options -> Gameplay

Yes. There appears to be something wrong with the ground dynamics of the Mosquito. It gives me the impression that the CG distance is too far back from the main wheel axis and it is like trying to control a wheelbarrow at 100 knots. The slightest deviation rapidly diverges out of control. However, I have no problems with the Mosquito, as there is a simple way to set your control sensitivity. Get into close (very close) formation with another aircraft and adjust your control sensitivity until you can hold a steady position without any oscillating. You will be unstable and oscillate if the control is too sluggish and also if it is too sensitive. Adjust either the curve or the limits until you are stable. I have a huge adjustment set for the Mosquito on my Thrustmaster pedals - Curve =30, Deadzone = 10, but that is what works for me.

OK. I couldn't resist seeing if Voice Attack could handle this problem. It can! I programmed VA to look at a 4 position switch on the stick. Left sets the throttle mode, Right sets the RPM mode. Up and down move the selected levers fore and aft. Short presses move the levers in small increments, while a long press gives continuous movement. It's almost like an analog axis control. It works well on my setup, but some adjusting of the key down times may be needed on othe computers. I noticed that the RPM levers stopped responding if the time was too short. Here is the VA profile for anyone who wants to use it.Moz throttle & RPM-Profile.vap

That is easily fixed. Normally Voice Attack would be set to listen for a command only while a particular (e.g. radio tx) button is pressed. In this case it does not have to listen at all; just respond to some button presses to move the throttles. However, that would be wasting the capabilities of Voice Attack. In my case I use it to get Nigel (my navigator) to set up the bomb arming panel, select fuel tanks, feather an engine, read me a checklist and lots of other useful useful stuff.

Sorry to see you have that problem. It must be hard to fly with throttles like that. I checked using keystroke for the throttles on my Mosquito and Spitfire,. Like you I found it terrible with only 3 or 4 button presses for full travel no matter how short the press. However there is an easy solution using Voice Attack. This is a great program, as apart from reacting to voice commands, it can also recognize keystrokes or hotas button presses and output a different keystroke or button press(or a series of) them. I mapped some hotas buttons to the throttles (num+ & num-) and changed the default key down time from 0.1 second to 0.01 seconds' Success! I It now takes about 25 button presses to get full travel on the throttles. Voice Attack to the rescue once again! I haven't checked this in a mission yet, and it is possible the sensitivity may change a bit when the CPU is working hard. However, it is possible to use a voice command to vary the sensitivity or other parameters if required. PM me if you need help with Voice attack. This could be an interesting project. I'm thinking that if you steal the use of the 8 position hat switch, you could control the Mosquito throttles individually or both together, and also switch to controlling the rpm levers too. Also having a long button press giving increased travel would be handy when large power changes are needed.

I have just flown mission 2 again. Set course much improved. The gaggle circling over the airfield got itself organized fairly smoothly. Flying in formation still pretty hopeless at times. When at altitude and near the bombers my IAS varies from 120 to 180 kts requiring slamming the throttle from full power to idle and back to remain anywhere near. There were also periods when the other aircraft had a 10° nose down attitude in level flight. Agreed. It's a great campaign. (Even with some bugs that will hopefully be all gone one day.)

The version of the Mosquito that we have has the rocket firing button on the starboard throttle. Still, in typical British engineering standards of the time, where fuel system controls are behind the pilot's seat let's improve other versions.. Put all 4 weapon firing buttons on top of the stick; have 3 of them thumb operated; and 2 of them identical and adjacent. What could possibly go wrong? See ED's manual that is hidden at <...> :\DCS World OpenBeta\Mods\aircraft\MosquitoFBMkVI\Doc\DCS DH Mosquito FB.VI Flight Manual EN.pdf (page 119)

Yes. I agree with you. I was quoting from a video that was first on the scene explaining how to set the fusing. I thought 11 seconds delay was a bit excessive for what we needed with the Mosquito at low level, but I thought it may have had something to do with the options available for the arming revolutions. I thought we would need about a 3 seconds delay, but since you can survive with only a 1 second delay I'm all for that now! (Although 270mph for 1 second gets you only 396 feet away from the explosion. Seems a bit too too bloody close for me )

Delayed action bombs are now available. You can set them in old missions using the Mission Editor before starting, or in-game with the ground crew rearm and refuel commands. (Recommended is to use 500 lb MC short tail bombs, Tail Pistol 30 mk3 fuses with 11 second delay. A forum search will give more details).

My navigator's name is Nigel. If I ask him politely using VoiceAttack he will select fuel tanks, feather/fire extinguish an engine, or make selections on the bomb arming pane. He will even turn on the radios if asked, but I need to move over into his seat to do the fine tuning. He will, however, turn the radio volume up or down if asked. Also he will read checklists on request. I can highly recommend VoiceAttack for this and lots of other things, particularly in VR where you can completely eliminate using a keyboard.

Here is a great video that shows just how complicated the DI is. It shows that there are lots of built in errors due to the physical properties of a gyro that need to be corrected. One that may be significant is the correction for the latitude error due to the earth's rotation. This is a small weight on the gyro axis that causes a correcting precession. However this depends on the gyro rigidity, which depends on the gyro rpm, which depends on the system suction, and that depends on engine rpm. I doubt ED would code all of this to any precise accuracy, and it is the one area where the DI can be affected by engine rpm. I suspect that if it is done at all, it is just gyro rpm (rigidity) is proportional to engine rpm, and this is slightly incorrect at low rpm. I don't see this as much of a problem anyway. We don't fly around wildly varying engine rpm. Also the DI is expected to drift over time, and good airmanship requires periodic checking and resetting against the magnetic compass.

More info is on Suntstag's video about the latest update..

+1 I'm getting very tired of bailing out when the engine seizes, then having to walk or swim home. I am destroying far too many good spitfires.

You might like to try these tips from real life asymmetric operations ... To maintain a constant heading: Hold about 10 degrees of bank into the good engine. This will reduce the rudder input required. Your rudder input is correct when you are not using any aileron input. I have had no problem in DCS flying the mosquito home with an unfeathered dead engine. The thing that will kill you, however, is getting too slow in the turns in the landing circuit. Beware!

Yes. I'll keep trying, as there is so much good stuff here. If necessary, I'll try just tag along as an individual flight of one, and let the AI do their own thing without affecting me. That has already worked with the set course shambles.

Had several tries with mission 1 with no success yet .. It was a waste of time getting into formation over the airfield as at set-course time everything disintegrated with aircraft doing S-turns everywhere. I found it better to fly around by myself and join up over the small lake when everything had settled down. I managed the climb phase by following your instructions. Once with the bombers, it became impossible to maintain position as my group was varying speed +/- about 20 mph. Even massive power changes from max power to idle and back could not keep position. Sorry to report that for me, all your good work is completely ruined by ED's AI erratic behavior.

Yes. They all perform the required action, and it is only the audio response that is incomplete. It is no big deal; just would be nice if it worked properly. (This is with the Mosquito in VR and in several different missions. Other modulus not were checked.)

When I am leader of a flight of 4 and I give a command like " Flight - go finger 4", I get a text response from #2,#3 & #4 as expected. However, there is only the one audio response and that is from #2. The rest remain silent. Is this normal, or have I missed a setting somewhere?

/ nit pick mode ON I think you mean the pitch up moment. Momentum has a velocity component which does not apply here when the aircraft is in a stable condition. Otherwise, I totally agree.

It is a propeller aircraft, so any time you change power or speed you need to set a new trim position. There is no 'center' position to reset it to.

Feathered the prop ??

Unfortunately this also screws up your position relative to other moving objects as they all continue moving, However it is all we have until ED get around to fixing this, but don't hold your breath waiting.

Settle down chaps! This is a situation where everyone can be right. It can be possible to see two lights at the same time.(but never three!) I remember that the DC-3s I flew a long time ago had their navigation lights stuck on the wingtip in a little glass hemisphere about 2" or 5cm in diameter that was screened by a metal cover to give the appropriate sector visibility. There was also a little bit of perspex attached which protruded above the wingtip and its glow could be seen from the cockpit to confirm the light was OK. Therefor, in this case it certainly was possible to see two lights at once. More modern aircraft tend to have the light built well into the wingtip and have a large transparent aerodynamic cover. This means that the light gets diffused by the cover and becomes visible, like on the DC-3, outside the desired sector, albeit at much reduced intensity. The rules and regulations allow for this and the overlap intensity must be no more than 10% that of the main beam. So yes, if you are close enough you may in some cases be able to see two lights, but at any appreciable distance - probably not. The whole point of this system is to enable a pilot to determine the orientation of an otherwise invisible aircraft by the color of a nav / position light. If he happens to have great eyesight and can see two lights, the correct one will be determined by its greater intensity, and the system still works. The problem I have with the DCS model is that all three lights are visible and the system does NOT work. Reference: Sec. 25.1389 — Position light distribution and intensities. (3) Intensities in overlaps between adjacent signals. No intensity in any overlap between adjacent signals may exceed the values given in §25.1395, except that higher intensities in overlaps may be used with main beam intensities substantially greater than the minima specified in §§25.1391 and 25.1393 if the overlap intensities in relation to the main beam intensities do not adversely affect signal clarity. When the peak intensity of the forward position lights is more than 100 candles, the maximum overlap intensities between them may exceed the values given in §25.1395 if the overlap intensity in Area A is not more than 10 percent of peak position light intensity and the overlap intensity in Area B is not greater than 2.5 percent of peak position light intensity. See in excruciating detail the full set of complicated rules and regulations for the Americans. It has come a long way from the original "Let's stick some colored lights on this thing so you can tell which way it is pointing" Federal Aviation Regulations Sec. 25.1385 — Position light system installation. https://www.risingup.com/fars/info/part25-1385-FAR.shtml