AOG

you’ve seen the effects you just don’t recognize them. the accessory gearbox is usually on the N2 section of the engine. the more load on the N2 section the more fuel is required for it to operate the N1 section for a given N1/EPR rating. The impact of electrical load (and hydraulic load) is to fuel consumption. In a nutshell more sparks = less range

I can’t speak to targeting pods but i’ve done FLIR turret integration into SAR helicopters in my younger days. We had the capability of marking a survivor on the FLIR and passing the position to the flight controls for use as a hover point. The problem in the real world is that the FLIR requires the ship’s position to figure the angle math to the target. The position you get from your INS,GPS, FMS etc isn’t your actual position. it’s the center of a circle (it’s actually a flattened sphere but we will keep it 2D for this discussion) that you are somewhere inside of. The diameter of the circle is the estimated position uncertainty (EPU). The EPU is a function of the accuracy of the navigation sensors. The FLIR is using the reported position. the further the aircraft is from the reported position the more the mark point will be off. Physics being universal I would guess that the targeting pods are subject to the same issues. I would be curious to know if and how EPU is modeled in DCS Tony

So is that the equivalent of a squelch disable switch on a western radio? AOG

I thought I read on another thread that their helicopter expert was on sick leave. That may explain the delay in the project. AOG

I’m going to disagree. I find having a body in the seat in vr very distracting because you can’t move it so you move your head to strange angles to see around it. Let’s face it if your knee is blocking LOS to a gauge in real life. you move your knee not your head. Without the body I can keep a more natural and comfortable head position. AOG

Well that's not it. I have one more suggestion. Reduce your preload radius to the minimum setting. That has helped increase frame rates with my previous computer. AOG

What's your pixel density set to? Any more than 1.4 to 1.5 and my computer starts to choke on larger missions. AOG

The impact on CG is directly proportional to the distance from the fuel tank to CG point of the aircraft. It's like the tank is on a lever. The further the tank is the longer the lever arm and the more impact fuel level has on CG In practical terms the tank is so close to the CG that the lever arm is very short and has little impact on CG until it gets very close to empty. That's why the tankage is placed where it is. AOG

Do you have a super computer in your house to run it? Because that's what it would take to do a true CFD physics based flight simulator. We have them at work for the development of new aircraft and they can't be run in real time with any fidelity without bringing the cluster to it's knees. Even the level D simulators used to train pilots are table based and get wonky at the edges of the envelope. We are 10 years out from doing it in professional level D simulators and 15-20 years from home hardware being able to run true physics based simulations. AOG

It sounds like one of the FBW inner loop integrators is blowing up from the lack of feedback. If I'm right, trim up the aircraft into a steady state condition (in this case fly straight and level until it's done auto trimming) and then hit active pause. Even if your not perfect it should buy you some time before it blows up on you. BTW this happens a lot in the real world when you bring in real flight control computers into the labs for testing. You always have to make sure to unload the inner loop integrators before you pause the sim or it will blow up on you spectacularly. AOG

I can't speak to the complexity of becoming a charity. It's not that hard here in the states but that would very by your location. The point I was trying to make was that this could become a full module with access to the SDK and still be nonprofit. Revenue beyond the expense of makeing and maintaining the module goes to charity. That way the creators get reimbursed for their time and costs. ED gets paid, BAE is happy and we get the Buccaneer we want. AOG

Nose wheel stearing is actuated by a hydraulic piston or pistons controlled by a servo valve. If you force the spool valve wide open (which is what happens when you press the button with full rudder) that piston will go to full travel in a little over a second. I can't speak for the f5 directly but the aircraft I work on uses a similar sized system that has a wide open slew rate of 65-75 degrees per second. So the modeled behavior is not unreasonable. AOG

Nonprofit does not mean no revenue. It does mean that this probably won't be a free mod. All you have to do is become a registered charity. You pay ED and any other contractors what they need for their services and give the rest to charity. Everyone gets good publicity including BAE and they are satisfied. AOG

Exactly AOG

It's all about what we use AOA for. AOA is used (in a pre flight path vector world) as a proxy to how close you are to stalling. By normalizeing the values the pilot only has to remember a couple of critical numbers to know where he is in relation to stalling the aircraft. Each manufacturer has a different way of doing that. The one I work for normalize the AOA such that stall is equivalent to 1. Anywhere in the flight regime if you stall you will see a 1 on the AOA indicator regardless of how heavy or fast or dirty you are. AOG

It's not a NATO thing, its specific to the individual manufacturers. It is usually done to somwhat normalize the indications across the flight regime. 15 units of AOA will mean approximately the same thing across all flight regimes and weights. If you just use raw AOA you have to manually correct for the weight and speed of the aircraft. AOG

NDBs are just AM radio stations that transmit Morse code. They were introduced in the 30's along with four course beacons. A modern ADF can home in on both of them. AOG

I'm wondering if this problem isn't related to the issues VEAO is having with the P-40. Maybe the core environmental model isn't passing out the correct air temp/density to the external flight models. It may explain both issues. AOG

The battery main switch is tied to the throttle. If you advance the throttle far enough the battery will turn on. Then you pull it back for the start. AOG

Whenever I have that problem it's because I left the jettison switch on. If that's on, nothing but your guns will fire. AOG

It's not really an autopilot. It's a Stability Augmentation System sometimes abbreviated as SAS. It acts like a low pass filter. The pilot commands are fed through but transients get dampened out. AOG

I have a dumb question. Is your supercharger going into high? If not, you will start to drop in power around 10-11 thousand feet. AOG

I would check that you haven't accidentally double bound your collective axis. DCS seams to do that by default for my joystick and pedals. AOG

Your both correct and if you allow me to put my lecturer hat on I'll explain why. Let's start by looking at how a constant speed prop works works on a modern aircraft and then I'll talk about what the Merlin brings into the mix. Here's what's happening. When you pull back on the rpm lever the prop governor increases the pitch of the blades until the set RPM is reached. Increasing the pitch of the blades increases the AOA and the lift (thrust) produced by the prop. Since you don't get something for nothing it also means that the torque required to spin the prop goes up and the engine has to work harder. From an indication perspective, on a modern engine when you pull the prop back you will see the MAP rise because the engine is working harder. If your not careful you can overload the engine. That's why pilots are taught that after takeoff to reduce the throttle first and then pull back the prop. Reduceing the MAP first gives you the headroom you need to adjust the prop without blowing up the engine. The key relationship to remember is that if you hold the prop RPM steady the higher the MAP the greater the AOA on the prop and the more thrust it generates. Now let's talk about what the Merlin brings to the mix. In addition to the prop governer, the Merlin adds a MAP regulator. The MAP regulator will open and close the throttle to hold the selected MAP setting. What that means is that when you pull back the prop the MAP regulator will automatically reduce the throttle to hold the selected MAP setting. When we throw that into the relationship we talked about earlier it means that the prop governer will end up with a finer pitch for the same prop setting then it would have on a modern aircraft. That also explains why on a Merlin you get peak power at peak rpm. I hope this helps AOG

Rivet counters :dontgetit: