dolfo

Only time I saw this happen I had a brake dragging. Had to recalibrate the hardware. Any chance asymmetric wingtip stores are contributing? To investigate I would try a no-stores taxi/takeoff in zero wind conditions with the flight control input thing visible (forgot the shortcut). MIL takeoff, check thrust is symmetrical, then a MAX takeoff, check burners light at same time. Of course beware of NWS but I think everyone checked that already.

Would be nice if we could set the ME so a certain leg can prioritise constant IAS (CAS for AI if they have no IAS defined) or time over waypoint.

I do not know of any E models with the refueling probe fitted to the left side of the fuselage. I think, and may be wrong, those were C models. Besides the obvious plumbing (adding the probe on the right side), the AOA vane would need to be moved to the left side. Plus a few switches for lights and manual refueling. And some (lots of) code. Sounds simple but probably requires a lot of work to do correctly. Anyway, throw in a VHF radio, VOR/ILS, and if feeling very generous an INS. I would purchase it at a new module price.

It works for me. If doing a ramp start, TACAN audio will ignore volume selection for 3 beep cycles (you will hear the beeper until the DME flag disappears regardless of volume setting). After that the volume button works.

Yes that is wrong. Forget the 58. That is hPa. Your altimeter is in inHg. Do not waste time converting hPa to inHg. Answers were given here https://forums.eagle.ru/showpost.php?p=3391542&postcount=8 and here https://forums.eagle.ru/showpost.php?p=3395207&postcount=40 It is really simple.

+1

For the theory part: https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/media/14_phak_ch12.pdf From the above: "Since weather stations are located around the globe, all local barometric pressure readings are converted to a sea level pressure to provide a standard for records and reports. To achieve this, each station converts its barometric pressure by adding approximately 1 "Hg for every 1,000 feet of elevation. For example, a station at 5,000 feet above sea level, with a reading of 24.92 "Hg, reports a sea level pressure reading of 29.92 "Hg. [Figure 12-8] Using common sea level pressure readings helps ensure aircraft altimeters are set correctly, based on the current pressure readings." Now for the example, field elevation is 4460 feet and QFE is 25.23. If you do want your altimeter to read zero when on the runway you must set the QFE. This is out of range for the F-5 altimeter as you have observed. Now if we want to see field elevation on the altimeter we must set the QNH. Your question is how to obtain QNH from QFE. Since we do know the elevation is 4460ft and the Pilot’s Handbook of Aeronautical Knowledge told us 1000ft elevation is approx 1inHg we can make a rough calculation and ad 4.46inHg to the QFE 25.23 and find 29.69 for the QNH. Not too far from the 29.68 you found by experimenting. The FAA's Pilot’s Handbook of Aeronautical Knowledge is free to download and is an excellent read for DCS players with limited or no RW aeronautical experience.

What kind of runway condition and crosswind are we talking here? I hardly ever run out of rudder authority. My technique for braking is heavy braking once nose wheel on ground, release gradually as speed drops, eventually completely releasing if starting to encounter directional control issues (locking wheels) Might be worth to investigate different setup possibilities? My opinion is that there is great variance in hardware performance, and the feel of operating a set of computer controllers may lead us to use them in ways we would not in a real airplane. My remark on using nose wheel steering at taxi speeds only came from a conversation with a pilot that flew the F-5 for 8 years in an adversary squadron. In his words, F-5 nose wheel steering is very sensitive and should be used at taxi speeds only. Never in the TO or LDG run. He also remarked that the NWS should center and allow for forward movement when the button is released while turning. When I described the way it works on DCS he mentioned that would be a NWS failure. But this specific topic was presented and acknowledged already. I do hope everyone can sort out all the issues, but I do remark that the landing roll controllability is credible enough on my system.

Big no-no. Use NWS at taxi speeds only. Or risk skidding and losing control.

One should not confuse flutter and buffeting. Quick wiki search: Flutter is a dynamic instability of an elastic structure in a fluid flow, caused by positive feedback between the body's deflection and the force exerted by the fluid flow. In a linear system, 'flutter point' is the point at which the structure is undergoing simple harmonic motion - zero net damping - and so any further decrease in net damping will result in a self-oscillation and eventual failure. 'Net damping' can be understood as the sum of the structure's natural positive damping, and the negative damping of the aerodynamic force. Flutter can be classified into two types: hard flutter, in which the net damping decreases very suddenly, very close to the flutter point; and soft flutter, in which the net damping decreases gradually.[9] Methods of predicting flutter in linear structures include the p-method, the k-method and the p-k method.[8] In water the mass ratio of the pitch inertia of the foil vs that of the circumscribing cylinder of fluid is generally too low for binary flutter to occur, as shown by explicit solution of the simplest pitch and heave flutter stability determinant.[10] For nonlinear systems, flutter is usually interpreted as a limit cycle oscillation (LCO), and methods from the study of dynamical systems can be used to determine the speed at which flutter will occur.[11] Structures exposed to aerodynamic forces — including wings and aerofoils, but also chimneys and bridges — are designed carefully within known parameters to avoid flutter. In complex structures where both the aerodynamics and the mechanical properties of the structure are not fully understood, flutter can be discounted only through detailed testing. Even changing the mass distribution of an aircraft or the stiffness of one component can induce flutter in an apparently unrelated aerodynamic component. At its mildest this can appear as a "buzz" in the aircraft structure, but at its most violent it can develop uncontrollably with great speed and cause serious damage to or lead to the destruction of the aircraft,[12] as in Braniff Flight 542. Buffeting[edit] Buffeting is a high-frequency instability, caused by airflow separation or shock wave oscillations from one object striking another. It is caused by a sudden impulse of load increasing. It is a random forced vibration. Generally it affects the tail unit of the aircraft structure due to air flow downstream of the wing.

It is not unreasonable to express a wish, forum research results regardless. I for one would welcome a full new F-5E export module with fuel probe, paying full price for it. The more people ask for it the better the developers understand if it is worth their time and effort.

F-5F is the family model of the F-5E, not what you describe. The midlife updates around the world vary, including the Brazilian F-5EM/F-5FM.

+1

DCS F-5E AIM-9 missile audio tone logic There are at least two publicly available documents with information on the F-5E AIM-9 audio tone. First is the NAVAIR 01-F5AAA-1, page VIII-25-7, paragraph 25.2.7 AIM-9 MISSILE AUDIO TONE. It reads: The audio tone of either missile is activated or shut off by the corresponding wingtip armament position selector switch without arming the missile. With both wingtip switches up, only the tone from left missile is audible. According to this information, in order to hear the missile audio tone all the pilot has to do is select the wingtip armament position selector switch up. As long as there is a missile present on the corresponding station, the audio tone should be heard. Position of the GUNS, MSL & CAMR switch is irrelevant. In order to stop hearing the missile audio tone, pilot should select the wingtip armament position selector switch down. Both switches up, left missile tone has precedence and is the only tone heard (if missile present). Left missile absent, or left switch down, right switch up (right missile present), right missile audio tone should be heard. So how about the other document, T.O. 1F-5E-34-1-1, Section I page 1-61 description of WEAPON RELEASE CONTROLS 1. (2) MISSILE VOLUME Knob | Rotate - Adjusts volume of audio tone in pilot’s headset (front and rear cockpit (F)) from left missile (selection not required) or right missile, if selected. NOTE The audio tone cannot be manually turned off. Is this contradictory information or does it support what is described in the NAVAIR? If we take a look at the same -34, Section II, page 2-16 NOTE we will read: NOTE To obtain the right missile audio tone, place left wingtip armament position selector switch OFF and right wingtip armament position selector switch at up position. Which agrees with the NAVAIR description, in that wingtip armament position selector OFF removes audio tone, and wingtip armament position selector must be at the up position for the missile tone to be heard. Now the next bit of info is on the same -34, following page (2-17). It reads: (AIM-9 Captive) To recycle the firing circuit and regain missile audio tone (2)position guns, missile, and camera switch to OFF, then GUNS MSL & CAMR or left wingtip armament position selector to OFF, then up. Does this mean we need the GUNS MSL & CAMR position selected in order to her the missile tone? But no, not really. This part is talking about the use of captive missiles. So if after "firing" the missile we desire to shoot it again, we may recycle the GUNS MSL & CAMR switch, or the left wingtip armament position selector. Shorter version: NAVAIR describes when tone can be heard, or not. The -34 tells us how loud the tone will be. It clarifies that first tone to be heard is left missile tone, and also that the volume knob does not have a zero position, can only be adjusted from a minimum to a maximum setting (can not be manually turned off - by rotating the knob?) but this does not mean the tone can not be deselected, or shut off, by selecting the wingtip selector down (OFF). I believe the above references are enough to make clear the AIM-9 missile audio tone control logic is incorrectly represented in our DCS F-5E. If the developers are still not satisfied, I will add here that the above has been confirmed by a number pilots with extensive experience in the real F-5E. -dolfo

NAVAIR 01-F5AAA-1 page VIII-25-7 25.2.7 AIM-9 MISSILE AUDIO TONE The audio tone of either missile is activated or shut off by the corresponding wingtip armament position selector switch without arming the missile. With both switches up, only the tone from left missile is audible.

+1

OP mentioned doing touch and go practice, so fuel balance should not be out of the question. I think the most common mistake is to not trim the airplane for on-aoa speed during approach. Many people just hold the aoa with stick force rather than trim and if need to go-around the nose may feel a bit heavy.

Funny, I was reading on that today... unsure how to post/share stuff but if you do a google search for "dcs weather yakbeard" you will find a nice pdf document.

Would be nice to have full ground support features.

Are you able to release bombs/rockets using the same button?

Nice, thanks!

If the switchology is correct I can only think of 1) Are the missiles live or captive models? 2) Did you over-G the missiles? Good luck.

Did some experimenting (NTTR): 1. Cold aircraft (no electrical power, engines not running): Gear handle can be moved from LG DOWN to LG UP. Gear lever should not move. The de-energised state of the locking solenoid is "locked". 2. With either battery or ground power ON: Gear handle only moves from LG DOWN position if DOWNLOCK OVERRIDE button is pressed and held. Doing so does not retract or collapse the landing gear. This behaviour seems correct. The landing gears are locked in the down position by the spring-loaded, overcenter downlocks, and if the airplane is at rest and remains undisturbed the landing gears should not collapse. 3. With presence of Hydraulic Power (even just motoring the engine with the ground air supply built enough hydraulic pressure in this test) and gear lever in the LG UP position (through use of DOWNLOCK OVERRIDE) landing gear eventually tries to retract and collapses. There is a caution on -1 p1-69 "with utility hydraulic pressure available, landing gear safety pins must be installed before using the reset control to prevent possible gear collapse." Now this note refers to the Gear Alternate Release Reset Control, not the downlock override, but it may be correct that the landing gear collapses in this scenario. EDIT: 4. In some missions the airplane starts above the surface and is dropped from a few cm on to the tarmac. If gear is unlocked or commanded up before touching the ground I think it is not unreasonable to have it collapse. More a DCS feature than incorrect system modelling. Still would like to see point 1. looked into. -dolfo

Wondering if this is a thing yet?

Nice, thanks.