=475FG= Dawger

This is probably true in SP but in MP versus real humans, its quite a problem. While we have learned to minimize the occurrence somewhat, it still happens doing things that are quite normal for jet BFM. Coming off a guns pass is a great way to pop a wing off as it involves a sharp application of elevator and a bit of roll. Sure fire way to eject the wings in the F-5 but if you aren't skilled enough to get a lot of short range guns shot opportunities, it won't be a problem. We have also learned to turn off the automatic flaps system as this will generate a wing failure in a steady state high G turn. If you leave the auto system on, you can get set in a constant G turn and as you slow through 320KIAS the flaps schedule and pop the wings off. The other situation that generates wing ejection events are high speed knife fights against Mig-29's (and the occasional skilled F1 pilot). If the Mig-29 pilot is smart enough to keep his speed and G high and introduce any sort of third dimension to the fight by initiating even a minor barrel roll/rolling scissors, the F-5 will eject its wings if you breath on the ailerons. Again, if you die at the merge against a well flown Mig-29, you will never experience this. Over a year ago, a squad mate who was flying the F/A-18 in the real world at the time and is one of the best BFM pilots I ever met in 25 years of doing this, made an interesting comment after popping his wings off yet again in the F-5. "No fighter pilot would fly a fighter he is scared of" Another who flew jet BFM in the real world for over 20 years (and is very good at it as well) has thousands of disparaging comments regarding this subject but it boils down to much the same sentiment. No one would fly something that behaved like the current F-5 if their life depended on it. I have seen many versions of the implication that all I need to do is "git gud" and while I do firmly believe that every defeat in air combat can be traced back to the skill or decision of the defeated pilot, in this case, the poor decision is to try to fly the F-5 against other humans not limited by rather arbitrary catastrophic structural failure.

You are very welcome.

Something regarding pitch input in the F-5 is pretty strange. Its almost as if G is tied to an algorithm using stick position and speed as input values. You can spike very high G in the F-5E with little or no nose movement, which isn't how it works IRL. G onset is always delayed and concurrent with nose rate. I think this has always existed in the F-5 FM but the change to structural failure modeling has made it very apparent and a serious issue.

Special stores are nukes Rocket

@NineLine Please, define "when it shouldn't" because that is the crux of the issue. If catastrophic structural failure at precisely 1.5 times the G limit is the intended behavior, then it does precisely that. The issue is there is absolutely no evidence that it should fail at this G level the very first time it is achieved. The aircraft was tested to this ultimate load without failure as posted previously. If that is NOT the intended behavior, I will happily supply tracks of such failures. Separately, the wing will experience catastrophic structural failure if any aileron is used at high G levels while the limitations only prohibit full aileron application at high G. Again, if the intended behavior is for catastrophic wing failure with minimal aileron input during high G maneuver, then it does precisely that. If that is NOT the intended behavior, I will happily supply tracks of such failures. However, myself and others have submitted tracks regarding these issues in the over two year history of this and have been told it is the intended behavior. Without some sort of statement to the contrary, more tracks demonstrating that the wings do indeed depart the aircraft at 1.5 times the G limit and snap off when aileron is input at high G only to be told that is the intended behavior would be a waste of time and effort.

When you are trying to navigate via NDB, the first step is to tune and IDENTIFY the station. You identify the station by listening for the morse code identifier. For the Kobuleti 490 kHz station, the ID is the letter T as shown on this snip If you don't hear the letter T in Morse, you haven't got the station you want tuned properly.

Limiting liveries to the country of manufacture would eliminate quite a large percentage of liveries. Maybe you should check your political bias at the door of this GAME.

Naw, no handyman's secret weapon required. You can get a full blown aftermarket wing assembly for your Supra guaranteed to withstand 10 times the published G limits. https://www.a90shop.com/product-page/apr-performance-gtc-300-67-adjustable-wing

Yea, I can get aftermarket parts to make the wings on my Supra stay on.

You are assuming you were in an aerodynamic stall but you probably were not. The F-5/T-38 can develop unrecoverable sink rates well above flying airspeed/AoA. USAF has observers watching T-38 landing patterns and will wave off pilots who get close to this situation as they may not recognize it developing until too late. https://www.airforcetimes.com/news/your-air-force/2021/10/10/pilots-errors-upon-descent-led-to-fatal-t-38-crash-in-february-air-force-says/

You cannot disconnect the client and reconnect in mid air in DCS. We would fly complete sorties and then pause the mission with everyone on the ground. I usually set the server to pause with no clients to make it happen automatically.

I used to host a dedicated server on a laptop in the same room as my playing machine. It was very nice to be able to pause a mission and come back hours or days later and pick up where we left off.

No, they aren't.

In DCS, labels are always visible. Turn off labels if you dislike this feature. (Probably LShift+F9)

116.7 isn't an NDB frequency. NDB's operate (in North America) between 190 to 625 Kilohertz (kHz) Boulder City VOR is 116.7 Megahertz (MHz). VOR's (VOR, VORTAC AND TACAN) are a completely different type of radio navigation aid and are not available to the F-86. Below are typical chart symbols for various ground based radio navigation aids (NAVAIDS). You want the far right symbol, of which there are few on the Nevada Map in DCS.

Its the same command for both: "Throttle-Start Engine"

That article is terribly written.

How was each aircraft set?

The difference in the fuel system is boost pump in late models is ON/Off only and the vapor return line tank plumbing. Otherwise, the manual will read the same, which is my point. If taken very literally, a programmer may have introduced the inability to draw from the drop tanks after fuselage is used, which would be in error.

This shouldn't be causing your issue but sometimes programmers are VERY literal when reading these manuals. The P-51D manual states that you should takeoff on the fuselage tank if it is serviced, otherwise takeoff on the Main Tank L.H. with boost pump in EMERGENCY. At a safe altitude, it instructs to switch to drop tanks and alternate between them until empty, and then drop them. At that point you should switch to the fuselage tank and boost pump NORMAL, and burn it down to 25 gallons. If the fuel system was programmed in a literal fashion, I can see where your issue might arise. Try taking off on Main LH, switch to drops and see if they burn to empty before ever using the fuselage tank.

Old thread but the explanation is quite simple. Propellors used to be called air screws This leads to the simplest explanation In a fixed pitch propellor aircraft, you cannot change the blade angle of the propellor, so your airscrew has only one pitch. Pitch is a term directly from hardware terminology. Thread pitch refers to the distance between threads on a screw. The larger the pitch, the fewer the thread count for a given length screw or bolt. A large pitch screw travels further for each revolution compared to smaller pitch. However, a large pitch screw requires much more force to rotate than smaller pitch. In a variable pitch propellor (constant speed or not), the propellor control sets your pitch. The throttle controls manifold pressure, which is the equivalent of the torque applied to the screwdriver. Too much torque on a large pitch screw ( slow rpm) and you will twist the screw head right off. Thats the relationship between manifold pressure and propellor RPM that you need to understand

Bug fixes on modules with limited future sales potential don’t generate revenue.

Quite common in MP. The issue is also related to terrain. Caucasus has the least problems while PG and Syria are really bad.

I’m taking a break from the F-5 (probably permanently) until the wing is fixed. The rest doesn’t matter as long as the structural issues remain status quo. Probably end up in the Phantom for Cold War PvP, I’m guessing.

All other “definitions” are derived from the astronomical definition and are arbitrary. The astronomical seasons happen on the same day no matter what calendar one chooses to use while a calendar dependent definition has no validity outside that calendar.