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  1. Is there a max landing weight for the DCS Viper published somewhere? Along the same lines; is there someplace to see your real time gross weight or are you stuck adding fuel and stores to your empty weight?
  2. More likely Pop’s Leather. ;)
  3. As an airplane gets bigger, so do it’s flight surfaces. The size of the vertical stabilizer(s) is what’s pertinent here. I fly big airplanes for a living. You’d be surprised at the effects of even a moderately strong crosswind as you are rolling down the runway or even taxiing a 75 or 767. There is a good amount of rudder input required to counter the weathervaning tendency. That said, my gut tells me the crosswind effects in DCS may be just a TAD overdone.
  4. Anti skid is usually disabled only as a result of a hydraulic failure. Anti skid systems can actuate the brakes many times a second. If you have a reduced fluid level, and/or a leak in the system, antiskid will very quickly deplete what you have left, leaving you with zero braking. Obviously bad. Conversely, even a small amount of remaining fluid can allow you to actuate the brakes once or twice. The procedure braking with a fluid leak (anti skid turned off) usually calls for one continuous brake actuation, coming on the brakes gingery at first (avoiding lock up) and gradually increasing pressure until the airplane is stopped.
  5. Dude you make a lot of assumptions. Are you a Marine Corps Aviator? Know any? How about Aussie, Swiss, Canadian Hornet drivers? The fact is fighters are still mostly flown by looking out the window. American fighter pilots have command driven weather minimums based on experience levels that are typically much higher than charted mins. It’s rare that the weather is so bad that an ILS is really needed anyway. A tacan approach will get you in with a pretty low ceiling. When the weather is (even marginally) good, any self respecting fighter pilot will choose to fly a (visual) overhead vice an instrument approach. Mostly because it looks cool but also because it’s just a more efficient way to recover combat aircraft. I don’t claim to know what equipment non US operators have on their aircraft but I certainly wouldn’t be surprised if the majority of operators do without ILS. Military aviators often pass a common nugget of wisdom to the newer guys: Never pass up an opportunity to shut the f@!& up. ;)
  6. Remember that speed plays a role in trim as well. As you go faster, the more exaggerated the aircraft response will be to control inputs. Ask someone who's flown a T-38 how much of a pain in the ass it is to trim for level flight at high mach numbers. I suggest slowing to 350-400KIAS at around 15,000 and practicing basic aircraft handling drills to include trimming for level flight. Try some 30 degree level turns, steep turns, vertical S etc. Slow down and configure and practice some traffic pattern stalls and the like. These full fidelity modules are really pretty good and you need to get a feel for the airplane before you try and employ it.....just as you would in real life. Once you get used to the F-5, she really flies pretty sweet.
  7. Ughh...This is a full fidelity model that’s been in a release state for a long time. The avionics are fully fleshed out and functional with the exception of the rwr. This is a great module that is let down by a fairly glaring problem. I too would like to see it addressed.
  8. I’m not aware of an ILS capability for the F-86E. AFIK Tacan/DME were the only nav upgrades made. A Tacan/DME approach is still much more straightforward than a fixed card NDB approach though, and the upgrade would allow much more functionality. This is especially true in maps like Nevada where NDB navigation isn’t really possible.
  9. Worked it out. No bug. Apparently it was something I had loaded into the mission. When I just dropped a single aircraft onto the ramp, everything worked fine. I'm wondering what could've caused the issue though. I think all I had loaded were a wingman, a HUMVEE, a half dozen static Sabres and a single static Huey. Somehow the mission generated the phantom NDB that was overpowering the one I was trying to tune. I'll start removing things from the original mission one by one to troubleshoot I guess.
  10. Had the winds set from the NW (343) at 4kts. Just to see what would happen I set the winds to calm and still have the same issue. I can see winds affecting which ILS is up, but NDBs, VORs, and TACANs should be unaffected by runway in use issues. Not sure why I'm seeing this issue. Not running any mods. I'm updating the stable version right now and will have a look there to see if its the same. Wondering if there are other settings in the mission editor I need to look at?
  11. According to the mission editor and Lino Germany's beacon map, there should be an NDB just off Gudauta Rwy33 on frequency 395.0, identifier XC. In the F-86 I tune 395 (verified by the kneeboard) and get an AIE (.- .. .) ident with no bearing info (bearing needle spins around indefinitely). If i tune just a little higher, still on 395 and into 396, I get a very strong ID of SH (... ....) with a bearing of 355 degrees. Out of curiosity I took off and followed the bearing until I got North of Maykop. The needle was still pointing North. Couple things: 1. XC doesn't seem to exist in game, or at least not tunable in the Sabre. 2. Wherever SH is, its signal is way too strong to be able to receive a good ID and strong bearing from a station somewhere North of Maykop while at the foot of a 12000ft mountain range on the ramp at Gudauta. Please (re)comision XC NDB and fix the signal strength of SH NDB.
  12. Some Sabres did have those things, and trust me, flying DME arcs, computing lead radials, and mastering the fix to fix WILL up your pilot game! That said, it’s certianly not required to enjoy the module. I’m just a nerd who would love to practice old school instrument flying in this thing.
  13. I realize Belsimtek have their hands full with the Hornet release and upcoming F-4E. However, if they ever decide to update the Sabre, I hope they'll give some consideration to this modification which added an RMI, DME, and a course indicator (and presumably TACAN) as shown on page 1-10 of the T.O. F-86F-1 flight manual(1971 update). Tacan would add a much more useful medium for navigating in DCS and the RMI and DME would make radio navigation much less clunky than it is in the current Sabre. Caveat: Please do not take any development resources away from the Hornet or the Phantom to do this. Just a wish, nothing more.
  14. Did you check out the “bugs and problems” thread at the top of the F-5 section? Sounds like someone with similar problems was able to solve them by us checking a couple boxes in the settings menu. Might be worth a read.
  15. F-5E radar is quite useful in ACM modes which is where you will find yourself in any aerial engagement since there is no iff and all bogies need to be visually id’d. Bomb dropping was done visually up until the early to mid 90s. I’m not sure, but imagine one or two fighter pilots actually figured out how to hit a target without the help of CCIP. :smilewink: Sure, the F-5 is not competitive against modern fighters, nor is it very survivabable on the modern battlefield. It is, however, a great match against the MiG21, will give a MiG23 a run for its money, and it is very rewarding to be able to effectively employ A/G ordinance manually. If you think you might like a nice, analogue western aircraft, the F-5 is outstanding. It should also make a great primer for the upcoming F-4E.
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