m4ti140

Why use stable version of SRS on open beta server though? 1.7.0 is needed for DCS F-16 support. EDIT: Nevermind, I'm dumb. Disregard my rambling.

I just tried connecting and it says the server is running 1.6.4 and I can't connect. The current SRS version is 1.7.0

Any chance for SRS update to 1.7?

If you mostly fly red buy JF-17. If you fly blue, get F-16. It's as simple as that, those are 2 fighters with similar role and capability, but one is for the western side and one is for the eastern

It's probably down to the current iff modelling being insufficient (and hopefully soon obsolete) but realistically there should be a way to set SAM ROE to engage all boggeys, not just confirmed hostiles. In that case an incompetent player that would take off without their transponder on would get immediately fired at. A more elegant solution of course would be to just autokick anyone that takes off without an operating transponder (unless they don't have one or it's battle damaged while they're in the air) but this would probably require even more of a rework - we'd need the transponder modelling to be standardized across all modules, like it's done in civilian flight sims. Not sure if that is the case currently.

It's actually easier to refuel then the A-10, precisely because you have the lights as a reference instead of the boom and the aircraft silhouette, they're much more precise in guiding you. That+ the FCS - F-16 goes exactly where you point it.

Of course they do, otherwise the F-15 wound be rage inducing to refuel.

Slats allow for a higher maximum AoA, so they obviously would be an improvement. They don't have the fences because the slats themselves already reduce the risk of a runaway stall.

TBH I'd rather see Central Europe (East and West Germany, Czechoslovakia and Poland) instead of Vietnam. I'm pretty sure the only Vietnam era aircraft we have are MiG-19 and F-5E, though I'm not sure if the variant of F-5E we have is the one flown by South Vietnam. The MiG-21bis has not been used in Vietnam War. On the other hand Central Europe is where a lot of VVS squadrons were stationed and where hundreds of MiG-21bis izd. 75B would be found by extension. Add a bit of Sweden and we could also have realistic scenarios for the Viggen. It's also where the heaviest fighting would take place in a Red Storm Rising like scenario - which is the most interesting one for this period and the best material for campaign building as well as for realistic, weapons-red cold war scenarios.

Of course it isn't, where did anyone say it does? And what does it even have to do with the age of the engine? Or with the topic? The throttle controls the fuel flow to the combustion chamber, which controls the rate of combustion, which influences the mass flow rate through the engine, which influences the RPM of both HPT and LPT, and by extension HPC and LPC. The reason RPM is used as a reference is because it's the most convenient quantity to measure and other quantities like the mass flow rate, the thrust etc. can be calculated if necessary. And the relationship, in particular, between the RPM on either stage and the flow rate is rather close - much closer in fact than between the throttle and the RPM. The engineers who wrote the flight manual calculated (or more likely checked experimentally) that the required flow rate for SPS operation occurs at a minimum of 50-52% of N1 RPM (notice it's a range of values, it can fail anywhere between 50 and 52 depending on other conditions). Why did they choose the LPC as a reference if the bleed air valve is past HPC? I don't know, ask the Mikoyan engineers responsible. Maybe the interval was smaller. It doesn't matter from pilot's perspective, all they need to know is that if they don't retard the throttle past the detent and the N1 RPM is above 52% everything will be fine. I wrote about it, because that's what the flight manual uses as a reference rather than N2. Nowhere does it state you need 80% N2. Here's the throttle resting on М. ГАЗ. detent (which is lifted with a separate lever aft of the throttle). The physical throttle is barely ~5%-10% forward. Take note of the aft edge of the throttle lever as that's your physical constraint - it won't go any further than the point where the aft edge hits the throttle quadrant frame - that's the Stop detent. The axis position of this setting in DCS is 0%. Which corresponds to approximately 35% N1 and 51% N2 This is the throttle moved partially through the СПС detent. I circled it for easier reference. When advancing the throttle, the stop slides over the detent, when retarding the throttle the paddle (also circled in pressed in position) needs to be pressed to lift the stop, to prevent accidental retraction past the detent during flare and subsequent loss of lift due to disengagement of SPS. Now of course I could be wrong and this could not be the SPS detent, in which case 1. Where is the SPS detent mentioned in the manual then? 2. What is this and what purpose does it even serve? Here is the throttle resting on the СПС detent. The axis reading is below 10%, physical position is 15-20%. Which corresponds to ~40% N1 and ~55% N2. Way too low, but 1. We're stationary - I will later check it in flight. 2. The military detent isn't synced either - afterburner engages when the throttle starts moving into second stage (progressive detent, it gradually increases resistance rather than stopping the throttle) while the max detent (opposite one to the SPS, it requires lifting the stop to advance the throttle past it) is at around 85-90% RPM (~60% axis) - which means that the animations might just not be synced at all, which isn't a huge issue to be fair - as long as we're given some way to know whether SPS is running. There doesn't seem to be any, other than the assurance that it runs when N1 is at 52% - the aircraft doesn't feature one in reality, there were plans to retrofit it, but they never got around to it. Still, some debug message would proof useful. Here is what happens when you stabilize the engine at 50% N1 on the ground. The N2 RPM is at 62%, the throttle axis is at 25%. At 52% N1 the N2 RPM is at ~63-64%. This is all static, I will later check readings in flight. For reference - this is what the throttle looks like for the above Here's 80% N2. The N1 RPM stabilized at 75%, just as you said. This corresponds to 55-60% throttle. The physical animation is past SPS marker (they don't correspond to detent locations, they're orientational). Again though, the animations are not synced and the conditions we checked it in might be different. Now, I don't know where you got the value from, but the flight manual for MiG-21bis with R-25-300 engine states 50-52% N1. Not 75%. Not 80% N2.

The detent is NOT at 50% throttle travel, it's around 20%. Also please tell me, how do you even put a turbojet engine in a steady state where the HPC is at 80% and LPC is at 50%?

It's not "50-52%", 50% of throttle travel does not correspond to 50% RPM, since when does 0% of throttle axis coreespond to 0% RPM? It's not 1:1, it's not linear even. There's an "СПС" position on the throttle with a physical detent that you can see next to the throttle (and which is described in said manual, I assume that you refer to the izd. 75A manual provided by the Polish Aviation Museum in Kraków), you've even animated it. And it doesn't seem to correspond to the actual SPS cutoff setting anymore - though it should, because it's the only reliable indication of whether it's on or off. If it should correspond to 50% RPM, then the throttle should be calibrated so that this detent corresponds to 50% RPM. For reference, the detent is at around 10-20% of throttle travel. As for the AoA - the manual says there's an increase of 2-2.5 degrees for the same airspeed (and vertical speed I presume, need to look into it again) - it won't pitch your nose because you're trimmed for that AoA, you will get that nubmer of 2deg once you reestablish on glideslope/level flight at same speed you had before you switched the system on/off. @Dr_Arrow 80% is even more ridiculous. As I said, look at the throttle quadrant, there's a physical detent to the left of the throttle lever that limits its operation to the range enabling SPS use until a paddle is pressed to lift it. Move your PoV in cockpit and pay attention to the throttle mechanization.

Since Alpenwolf seems to have missed the edit: Cross [Vodka] Matroshka out, I'm resigning.

EDIT: sign me out

I'd like to point out that on the MiG-29K video you can just about make out the altitude of 800m as he lines up. That would imply a what is likely a 1000m ASL pattern.

Today's build still has the bug. What happened?

Ok, this is really cool.

It appears that the issue might be with the center mfd map on Nevada, or its interaction with the JSOW, the cold start missions on Nevada start fine, but when I try to start up, DCS freezes and crashes the moment I try to light up the center mfd. It is fine for the first few seconds while the screen is still black, but the moment it should light up it doesn't, instead DCS crashes.

Is the antenna elevation wheel spring-loaded to center? Otherwise that throttle grip is kinda miss...

Tried reinstalling everything, cleaning files, no change either, no radio sounds whatsoever (audio extensions are disabled) save for the ground crew, some aircraft (Huey) don't let me transmit at all (stuck in listening suspended, the "TX press" commands trigger listening suspended for some reason), the keywords database went weird (every single time open the database tab the "Finish" button is highlighted, but when I press it and try to paste the new database into VA command, no change is actually made - the string I paste in is apparently identical to what was already there, no way to click apply. Have we reached a character limit here or something?). As of 2.5.9.10 the plugin is completely broken and non-functional, since I've just bought the AIRIO extension I feel scammed.

I get a weird issue with the Huey. When I press the TX node the listening isn't resumed. I doubled checked that the correct TX node is pressed, yet the VA log shows "listening suspended" both after press and release. EDIT: Now I can't hear the ATC replies either, nor are there any subtitles appearing either for my or for their messages. The menu advances to the next ATC mode though, so the game logic actually works...

OK, thanks for a tip

Do you guys know if the pre-1992 avioncs upgrade manual/checlists for the F-14B are available anywhere? All the copies I found are from 2002 and as a result the avionics described in them differ significantly from what we have in game, considerably limiting their usability.

Doesn't flap handle fully up (emergency up, which it sets to regardless of whether you use the normal flaps up keybind or the emergency flaps up keybind) disable manoeuvring flaps?

But full up position is emergency up, it should set it to detent instead, shouldn't it?