Balzarog
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Posts posted by Balzarog
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Perhaps the manual is wrong. That sometimes happens during development of or changes to a system. That would explain why it’s reported as “correct as is.”
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Chuck is amazing, but give him a break!
i hanen’t downloaded yet, but I have to assume that ED included at least a rudimentary manual for it. Has anyone bothered to look for it?
The reward fo good work is more work. The reward for excellent work is the same with additional demand that it be done NOW!
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Really dumb question, but what is the VR mask? What is it’s purpose? I use an Oculus Rift S in Oculus with a 3840 x 2160 4K monitor, but I haven’t used the VR since downloading Open Beta 2.7. I don’t remember ever hearing about any thing called a VR mask.
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On 12/9/2020 at 1:44 PM, bonesvf103 said:
Yup, looks to have worked, thanks!
v6,
boNes
Every time I update the DCS Beta, I open the controls panels for all my aircraft and check for duplicate settings. I’ll usually have to remove duplicates from at least one of my aircraft. When I see one, I just load saved profiles for that aircraft to make sure nothing else is bound incorrectly. This has been an ongoing issue with DCS updates, at least since I’ve been playing.
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Thank you very much Rudel very much appreciated.
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On 12/14/2020 at 9:44 AM, Ali said:
I cannot hear the sound of the TACAN signal in A10C
Have you turned up the volume of the radios? By default, when you start up, they are off.
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I just went to download one of Charley O’s aircraft guides, and couldn’t find the link to his site in the Forum. I suspect the Forum software change has something to do with it. Does anyone know his web site URL? A reference to it would be very helpful.
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14 minutes ago, Sandman1330 said:
I’m not sure I follow your train of thought. Are you saying that someone flying from the left seat of a Robinson uses different hands or positioning than someone in the left seat of a helo with a standard cyclic, like a B206 or Huey?What I’m trying to say is that the left seat pilot would have to use his right hand to change radios (and therefore let go of the cyclic), while a right seat pilot can keep his right hand on the cyclic and do all the rest with his left. This would be no different with a standard cyclic arrangement as it would be in a Robinson...
14 minutes ago, Sandman1330 said:
I’m not sure I follow your train of thought. Are you saying that someone flying from the left seat of a Robinson uses different hands or positioning than someone in the left seat of a helo with a standard cyclic, like a B206 or Huey?What I’m trying to say is that the left seat pilot would have to use his right hand to change radios (and therefore let go of the cyclic), while a right seat pilot can keep his right hand on the cyclic and do all the rest with his left. This would be no different with a standard cyclic arrangement as it would be in a Robinson...
No, what I’m saying is that the copilot would hold the cyclic with his left hand if the pilot was incapacitated, and he needed to tune radios. I was in a Marine Light Helicopter squadron (HML-771) in the 1970s in the UH-1E and was in training as a crew chief. When the pilot passed command to the copilot, the copilot used his left hand on the cyclic when he needed to tune. We used to train for many different scenarios in the USMC, such as shooting with our off side even though it wasn’t as effective as with our “strong” side.
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On 5/29/2020 at 9:56 AM, Ala13_ManOWar said:
In that case, and knowing the Corsair is already on the way, why not a6m5?
S!
The A6M5 Zero would be very limited in scope. After introduction of the F6 and F4U, the Zero was pretty much fresh meat in any fight. The main reason that Chennault’s Flying Tigers (the original AVG) had such good success against the Zero with the P-40, that was already pretty much already obsolete), was because Chennault developed specific tactics to use against the Zero. The allied leaders after Pearl Harbor didn’t adopt his tactics, so the allied fighters tended to get shredded by the Zero in the early war until the U.S. found a crashed Zero in the Aleutian Islands, repaired it, and test flew it to determine it’s strengths and weaknesses. TLDR: The zero would be very limited in a Pacific map, sort of like having a Spitfire MkI in the Normandy or Channel maps.
Side note: Gregory (Pappy) Boyington, Commanding Officer of VMF-214, was a member of the AVG Flying Tigers and taught the tactics to his pilots in the Marine Fighter Squadrons that he commanded.
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6 hours ago, Sandman1330 said:
You can let go of an airbus stick and the FBW will prevent it from going into an unusual attitude on you. Even a non-FBW airplane will maintain attitude if properly trimmed.
Ever flown a helicopter without a force trim (all early helicopters and still most light helicopters)? The cyclic has 0 resistance, and will flop to the side the second you stop holding it. Believe me, you don’t want to take your hand off of it like you could in any airplane
And as for flying it with your other hand, I’ve never tried it myself, and I don’t think I’d want to, especially in a hover. The controls require such finesse that I wouldn’t want to go against thousands of hours of muscle memory by using the other hand, it would be like learning to hover all over again!
The Robinson does have a cyclic, it’s just a throw-over center mounted type. It still works the same.I’d consider the Robinson cyclic a swing-bar that controls the cyclic, not a cyclic stick that other posters are referring to as the reason for the Pilot in Command (PIC) being the pilot on the right. The Copilot uses the same hands for the same functions as the PIC. It’s just a bit more awkward for the Copilot to set frequencies and such if the PIC is incapacitated.
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On 9/19/2020 at 4:25 PM, rayrayblues said:
Hint Hint!!
It doesn’t make much sense to release a WWII carrier before an airplane that can actually land on it. Any Navy carrier plane can still land on land until the carrier is released.
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The actual reason that the Pilot-in-Command sits on the right in a helicopter is because when Igor Sikorsky invented the helicopter, and was flying it for testing and sales, he sat on the right. It has nothing to do with the direction of torque or the cyclic stick. Look at the Robinson R22 helicopters. They don’t even have a cyclic stick.
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I wonder why the Hog doesn't have a parking brake?
Some whiz kid designer probably decided that it is so heavy, that the engines won't move it until a certain point above idle, and since it's not on a moving carrier, it doesn't need one. I remember an issue with the F-16 {I think they were F-16} engines encountering corrosion because they were parked near the ocean. The designers said "But they use the same engine as the F-14, so they shouldn't corrode!" The problem with that was the Navy engine Specification required anticorrosion protection because it was to be used at sea. The Air Force said, "We don't need anticorrosion protection on our engines because they're not used at sea." Then they park them next to the ocean. I was on a team that "tried" to develop a Joint-Service Engine Specification, but it fell apart because we couldn't get the Army and Air Force to agree to anything the other suggested.
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If I am not reaching for the keyboard, I use VoiceAttack for views.
I use TrackIR Pro for my external views. It’s much more effective than using the hat switch or keyboard.
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I have Nosewheel on or off, I used rudder pedals and keyboard to get this god damn beast to steer and guess it is too heavy to do that:helpsmilie::helpsmilie:
Welcome aboard!
You need to check how DCS assigned your Warthog H.O.T.A.S. bindings. Every time I try to start with a default profile (for whatever reason), I have to open the controls menu and select the aircraft for which I want to bind the controls (in this case the A-10C II), then I check each and every binding in the profile. Without exception, I always have duplicate bindings for the pitch, roll, and throttle axes, usually to each other. For example the stick X and Y axes are bound to my stick, but they are also bound to my throttle and my rudder pedals. It’s the same thing with the hat switch on the stick and multiple other switches and buttons. You have to click on the wrong binding, and then select “clear” to delete them. I have had to do this with every aircraft I own.
Now, most important, DCS IS NOT AN ARCADE GAME! DCS is a “Study Sim,” which means the aircraft are as close as possible to the real thing. You cannot just “jump in” and start flying, not if you don’t want to end up as a smoking crater. On the main screen, there is a list of sections. One of those sections is TRAINING. I suggest that you click on “TRAINING”, select your aircraft, and then select the training mission at the top of the list. In the case of the A-10C Tank Killer, it is an introduction. Do that one, and the next one is using the Thrustmaster Warthog HOTAS. Do that one. Then, do the third, which is the start up. Work your way through each training mission as many times as you need to in order to learn how to fly the airplane, and to use it’s systems effectively. Trust me, you’ll have a lot more fun.
P.S. button 3 (the grey button on the bottom front of the stick, behind the lever), is the button to turn on and turn off the steering. Charlie Owl has written fantastic user guides for just about every aircraft in DCS, including the Tank Killer. His list of downloadable are the first thread in the Guides and Tutorials sub forum. They’re the best I’ve ever seen.
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Hey, 2 of my squadron has this issue too. Just try to do an auto start without pressing anything and it will happen, the airport was Ramat David.
You need to read this thread from the beginning. The reason for (cause of) the rolling has been explained already.
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I have a TM Warthog HOTAS and use the throttle coolie switch up and down to control the antenna elevations up and down, and it works like a charm :)
But the assigned coolie switch is then automatically also the TGP zoom in and out switch, because on the Real-World™ Hornet HOTAS the Antenna Switch doubles as the TGP zoom in/out switch.
Coolie switch up for antenna up and coolie switch down for antenna down is intuitive and ergonomic, for me anyway.
But on the TGP things look different. Coolie switch down (push motion with the finger) is to me logically zoom-in, and coolie switch up (pull motion with the finger) is zoom-out. Logically to me.
The problem is, the TGP zoom works exactly opposite of that. Up = zoom-in and down = zoom-out :cry:
I there any way to fix this, to be logical, at least in my eyes?
Perhaps it only controls the TGP if the system is in that mode. Have tried using a modifier in conjunction with the Coolie switch (probably shouldn’t call it that since these days since someone is likely to take offense). If it works that way in a “real” Hornet, then there’s must be something to tell the system which mode it’s in. What does the manual say, Chuck O’s or the DCS.
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Increased dead zone to 6. on "FLY", stand on brakes, throttles at idle, power comes on at 100%. Advanced throttle quickly to 'full" then back to idle, power reduces to 64%.
This isn’t all that uncommon. Whenever I start the Huey “Instant Action” mission in the Caucuses, I have to make sure I’ve lowered the collective. Otherwise, as soon as I move my collective, I jump into the air because the Huey is all ready running. I find that I usually have to load an earlier controls profile after an update because the update can really screw up your settings if you don’t.
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i see a few on amazon but $850-$1200 WTF
Aw, come on, use your head for something other than a mount for your TrackIR:music_whistling:
The most relevant reason is called supply and demand. In this case, low supply and high demand. The two most logical reasons are:
1. Manufacturing cut due to COVID-19 pandemic.
2. So many people working from home due to COVID-19, and filling their spare time with gaming and flight sims.
Wait until you decide you want an F/A-18 Hornet or an F-16 Viper stick for your WH. They cost two-thirds of what my WH cost me a few years ago.
Shop the web. I just watched a YouTube vid unboxing a Chinese H.O.T.A.S. That was very similar to the WH. It was by WINWING. The vid was for an F/A-18 version, but maybe they have grips for the the Hog and the Viper. Also, when the reviewer started up DCS with his Hornet, all the axes and buttons were already programmed into the controls window. It ain’t like that with the WH.
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I went to the axis page, cleaned out the allocate stuff and set it up, after initially having a similar problem
I've had to clear the axes on every and I mean EVERY aircraft I've purchased and downloaded since I first started DCS. I just automatically do it now.
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Yeah me too! Hopefully ED will realise that the C3 injection is an integral part of the plane and it will get added sooner than later.
Keep in mind that the A8 is “Early Access.” I suspect that ED developed the Yak primarily as a test bed for the radial engine. All of the engines up to the Yak are “V,” or “inline” (I think the Bf109 is inverted inline). The possible progression of test bed engines as I see it, is probably Yak, A8, P-47, then possibly, I hope, F4-U Corsair. The M50 system was probably more complicated in a twin-bank, 28 cylinder radial engine than in a “V” or “Inline” engine that already exist in DCS. If I’m not mistaken, the P-47 uses basically the same engine as the F4-U, although they probably had different engine model specifications, one for the USN, and one for the USAAC. Separate engine specs for USAF, USN, and even US Army, when it comes to helicopter engines, is the rule, rather than the exception. I worked for a major aircraft engine manufacturer a few decades ago as a Detailed Design Specification Analyst. We had an issue on one family of engines that were used on a USAF fighter and a USN fighter. The engines on the Air Force were experiencing corrosion, but the Navy engines weren’t. The Navy Model Specification specified protection against salt-water corrosion, but the Air Force took it out of their Model Spec because their fighters aren’t used on carriers. It turns out that the Air Force engines corroded because the airbase was next to the ocean with prevailing winds blowing from the ocean to the base, carrying the salt-water spray into the engines. So much Air Force for cost cutting! I apologize if I derailed the thread. My intention was to show that different Services have different requirements.
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Well, that's true up to a point at least. Which makes me wonder why exactly didn't the U.S. use whatever P-47 stock they still had available instead of Mustangs in Korea...
Well, I did a google search on why the P-47 (or F-47 as it was designated just a couple of years before the Korean conflict) wasn’t used in Korea for ground attack instead of the Mustang. The reason appears to be lack of spare parts due to post war funding cuts, and the attitude of the Air Force top brass that anything that was not used for strategic nuclear bombing was not worth spending funds, that could be used for the strategic bombers, and was wasted spending. The Mustang was so vulnerable to ground fire That some Air Force commanders did in fact fight to get Jugs, but there were none in condition to join the fight.
And that my friends, is why I’m sooooo thrilled that DCS is developing the Jug. I can guarantee that it will be a first day buy for me, regardless of the release status.
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It would be great if we could remove guns on wings for more power in AA combat
They actually did that when the replaced the radial engine with a liquid cooled inline engine. They called that variation the D9 Dora:)
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My guess is that your AoA became too high and your left wing stalls. I must have crashed the Fw 190 dozens of times because of this when I was learning to take off correctly. It is important to center the stick at 120 kph. At that speed ruder authority is sufficient to keep the plane straight and it is not longer required to lock the tail wheel.
I've found this video to be very helpful. It is explained at about the 18:00 minute mark.
That is an excellent video for any taildragger. Thank you.
VR FPS
in Bugs and Problems
Posted
Ergo, that’s why it’s “early release.”