=475FG= Dawger

Radar guided missiles need a radar to guide them.

The second seat and requisite multicrew would make it a $70 separate module.

This thread validates my lack of desire to start DCS for the past two months.

I don't think the OP thinks its obvious. He seems to think there should be a huge drag penalty with the canopy open. But there will be no official data.

Its probably faster with the bubble canopy open.

All airplanes are very susceptible to stall at high altitude. The definition of “coffin corner” is the small difference in maximum airspeed and stalling speed at high altitude. Since stall speed increases at the square root of the G applied, it is very easy to induce a high altitude aerodynamic stall. Dog fights at high altitude are very careful, slow motion affairs. Without the specifics of a particular event, it isn’t possible to say if the high altitude stall of the DCS P-51 is accurate but given an altitude and surface temperature it is pretty easy to ballpark what sort of stall performance is to be expected. Above 30K ft. I would expect no more than 3 G with that probably on the high side and inversely proportional to altitude.

What behavior in the P-51 are being labeled “tip stall”? I don’t recall ever experiencing such a thing.

If you aren’t going to do any serious PvP air to air combat, it is a decent module. Its deep flaws are really only evident in PvP. However, if money is at all an issue, you should wait for the F-4 Phantom. It is a third party developer and less likely to be abandoned and/or become a test bed for crackpot ideas.

Most of my group has gone back to flying War Thunder Simulator Battles (WWII tiers) after the death of your server. At least there is some BFM to be found and the VR implementation is worlds above DCS. It has a lot of silly stuff but flight models in SB aren’t horrible and the visuals in VR are quite stunning DCS could be the best but its players aren’t all that interested in challenging, teamwork based PvP, as evidenced by the popular servers. Its been nearly a month since I started up DCS and I don’t see anything interesting on the horizon that is going to motivate me to crank it up.

I posted that solution 14 months ago in this thread although I didn't provide specifics on how to do it. I haven't bothered to update my personal server in several months now as I find DCS to be less and less attractive as an entertainment option and this is illustrative of why (partially, in any case). Everything takes at least a year and usually much more to resolve, with some issues outstanding for nearly a decade now. Some issues are introduced to resolve an imaginary problem and destroy the value of a paid module (F-5 horribly unrealistic structural failure modeling) with no recourse. I am at the point where I am afraid to purchase an ED produced module for fear it may have issues that remain unresolved for the rest of my life or may get an "upgrade" like the F-5. I am sticking to third party modules but I don't think a third party MP server module is in the cards. I don't mean to imply that third party developers are perfect. They certainly are not, failing to provide some very basic things like access to autostart macros and they have their own issues with bug fixes but I am reasonably certain they will not cut their own throats with ill advised "updates".

With the F-5 glass wing structure in place for over a year now, I have to assume this is a permanent feature. One can only hope all other modules will get the same upgrade. My group has pretty much given up on DCS, primarily because of this and similar issues. Oh well. Life goes on.

Bump. Please do this.

If the bandit is in a continuous, steady state turn without variation then your Yoyo’s are probably to blame. I will try to replicate your setup to see what is actually happening and give you some feedback.

You do not comprehend what I am telling you. ATC can issue a clearance to circle at any time. However, ATC cannot issue specific circling instructions (For example, "Circle Northwest") unless the weather is above ATC minimums for issuing visual approach clearances. (Normally, ceiling at least 500 ft above minimum vectoring altitude and visibility greater than 3 miles) This has absolutely nothing to do with published circling minimums.

ATC can only issue specific circling instructions when the weather is at or above visual approach conditions (they are really issuing you a visual approach clearance). Below visual minimums, you can circle however you like within the charted restrictions. That being said, circling approaches can quickly kill you if you don't train for them properly and follow the training.

So DCS has moved on from “most accurate” modeling?

Actually the real world technique of picking a far distant point works well in DCS for lateral control.

I have a bit over 5000 hours in taildraggers, from very lightweight experimental aerobatic aircraft up to the B-17. "Going sideways" is an ever present danger in any taildragger. They are a very different animal when compared to tricycle gear aircraft. If anything, DCS tail draggers are very forgiving and easier, which is good because in a real aircraft you feel the swing before you see it and can correct earlier. Properly simulating a tail dragger ground handling is impossible without serious motion actuation and even then it would be pretty kludgy.

The F-86F without fences is a different wing and would require flight model work to do correctly.

I, too, have seen some uncanny similarity in certain things that give one the impression that there could very well be a shared pool of developers for the two titles. No one here actually knows. The responses can safely be ignored. I also don't think ED would comment either way on the subject.

Its very simple. Altitude to lose(thousands of feet)/ Minutes to get there = Feet per minute You will only ever really need a few speeds for conversion 360 Knots = 6 miles per minute 420 = 7 480 = 8 That is about all you would ever really need to use. You could use 7 miles per minute all the time with great success since there is no real need for much precision anyway. If you are navigating to your crossing fix, the airplane will tell you how many minutes to go. Just use that instead of doing extra math. Maybe fudge it a little higher if you are staying fast and your crossing restriction is critical. However, up high you can usually see the airport so just put the velocity vector in the HUD on a point a few miles short of the runway. Do not unnecessarily complicate procedures.

I would start with traffic pattern work. A fairly standard overhead pattern at normal speeds and G levels until you are consistently putting the aircraft on the selected touchdown point within a runway centerline stripe distance. And then work up to lower altitudes, higher initial speeds and higher G breaks in the pattern until you are coming in supersonic, and breaking at the edge of blackout. Once you feel proficient there, a course of "airshow" aerobatics doing circular loops, Immelmann, split S, 4 point rolls, Cuban 8, and flat turns at constant 4 G. Then move on to maximum performance aerobatics. Maximum G versions of all of the above. Practice flat turns maintaining a constant airspeed at maximum possible G (360 knots and 410 knots for example) Take maneuvers out of plane. Do Split S and Immellmann out of vertical (oblique maneuver). Get comfortable maneuvering in 3 dimensions. Once all of that is complete you need another aircraft to maneuver in reference to. Start with the reference aircraft flying in a straight line, level flight. Practice joining into close trail formation from every angle at the same altitude. Practice staying in formation but not to excess. Once you can reliably end up in close trial from a head on setup with NO time spent trying to catch up you are ready to practice the same stuff with a reference aircraft maneuvering mildly but still trying to make it easy for you to join. When that becomes reasonable easy it is time to start a BFM course. It boils down to this. 1. You need to be able to fly the airplane without thinking about it so you can devote all your brain power to the fight. 2. All 1 v 1 BFM is a simple matter of establishing a formation position in the weapons employment zone long enough for a kill shot. If you can't do formation joins on an aircraft that WANTS you to join on him you will be hopeless against one who is actively trying to prevent it. So if you think practicing formation joins is boring or silly, you would be wrong. It is a major fundamental stepping stone in the process. There is, of course, a lot more to this but it depends on your level of interest and desired goals. If you just want to finish the BFM campaign, doing the above will get you there with some diligence. The AI are extremely predictable.

No. This is a common mistaken belief. Get comfortable flying the F-5 to its limits, learn to fly basic aerobatics and learn as much as you can about formation flying (not just formation station keeping but rejoins and intercepts) Basically emulate the process followed in the real world.

Descent rate is much easier than angle. Altitude to lose divided by minutes to go. In your case, 27500 feet divided by 6 results in 4500 feet per minute. (Assuming 7 miles per minute or 420 knots ground speed)

Alpenwolf is not leaving us. We left him. He created a server where teamwork and communication were required for success. It was always a challenge and flying alone and silent was rewarded with failure. As soon as there was a carbon copy setup that did not require teamwork, which, in fact directly rewards lone wolfing, the best server DCS has ever seen became a ghost town. We did this to ourselves because we don’t want teamwork and a challenge for challenge sake. We want easy kills and ego boosting public stats and kill messages. So while DCS Cold War will be getting plenty of new modules, it won’t be “something” and it certainly will not entice Alpenwolf back.