Balzarog

The Dora was developed to engage the high-altitude bombers and fighters Because the Anton struggled at those altitudes. The Spitfire Mark IX was developed to beat the Anton which was beating up on the earlier Spitfire Mks. That should give you an indication of what you should be considering. The Anton is said to be a really good A2G plane. With four 20mm cannons and two 13mm machine guns, plus bombs and rockets, the Anton is probably better than the Mustang in the A2G role.

And therein lie the differences. The A8 is a boom n zoom fighter, Spit is a turn fighter. The P-51 is a high-altitude fighter (for protecting B-17s). The Dora was developed to take down B-17s, so better suited for high-altitude fights with P-51s. You generally don’t choose a BNZ or high-altitude fighters against turn fighters like the Spit, or the A8 lower altitude against the high-altitude ones. Choose the Bf109 K-4. To fight Spits, the Dora against Mustangs at high altitude, and the A8 for A2G. You wouldn’t choose an A-10 to go against a MiG-29 would you? Never bring a knife to a gunfight, but you can bring a gun to a knife fight.

That really depends on the condition of the engine and the preflight procedures. One of the preflight procedures for a radial, inverted “V” or “inverted inline, is to pull through the engine cylinders by pulling the prop through a specific number of 360 degree rotations to clear oil from the lowest cylinder heads and oil sumps. That is why you SOMETIMES see black or blue smoke from the exhausts. Another cause of the smoke in regular “V” or “in-line” engines is worn valves or valve guides, just like in your vehicles. If you want ”immersion” in DCS as in the other WWll sim, you also need flames from the exhaust tips as they have. Just soot around the tips just doesn’t do it. The original Flying Tigers in China used to find and attack Japanese bombers at night by locating their engine exhausts. I’ve read that the Tigers were very successful at that. P.S. @Wizav, as an aircraft mechanic, I love your signature.

What he said might have seemed obvious to you, but speaking from experience as a life-long aircraft mechanic (more than 45 years as a holder of FAA Airman certificate, Mechanic, Airframe and Powerplant), engine “run on” on a normally-aspirated (nonfuel injected) engine is not that unusual. Even if you have the throttle in off, and mixture in idle-cutoff, the cylinders can continue to draw a small amount of fuel from the fuel reservoir of the carburetor. It usually is related to a high-cylinder head temperature of the engine. For those of you who remember automobile engines before fuel injection became the standard, we had a condition known as “dieseling” that was usually caused by a hotspot in the piston head or cylinder. The engine would continue to sputter until you pushed the accelerator, effectively flooding the engine and cooling the hotspot. While it might be a bug, if it occurs, try increasing the throttle a bit to flood the engine, although the best way to stop it it to turn off the mags, or the fuel lever. That eliminates any ability for the engine to continue to fire. Magnetos are not ignition switches. They will continue to fire the spark as long as the engine is turning, or until they are grounded (switched off).

I’ve just started doing the training missions and some Instant Action missions in the A8, and noticed that the rudder indication in the controls display (I always use the display on a new aircraft until I develop my muscle memory) is constantly offset to the right. The only way I can bring it back to center is to use my left rudder pedal. Auto rudder and takeoff assist are disabled, and it’s offset the same amount both with and without a deadzone in my yaw axis. None of my other piston bangers (I own all except the Yak and Fw190 A8, which I’m evaluating during the free to download event) show the same offset, so this is specific to the A8. What I’m wondering is if this is a design feature to show rudder offset due to a ground adjustable trim tab setting or a bug. I suspect the latter since the Dora and the K-4 have the same ground adjustable trim tab, but don’t have the same indications. Anyone have any thoughts? Many thanks. If it’s a bug, I’ll report it.

There is no such thing as “Idiot Proof” because Idiots are too ingenious! Anyone can break anything if they really try. As he said, “Follow the instructions better.”

Well, that sounds pretty close to real life. When I worked on an aircraft, I never had an air supply or electrical power connected. Having those connected and on are a sure fire way to lose your life or a limb, and I’ve worked on F4-B, F4-J, B-52D, B727, B747, twin reciprocating and jet engine business jets, and all types of general aviation airplanes and rotorcraft.

Hiromachi, thank you for the quick response. As I said in my update, as soon as I selected “Pilot” in the multi-role screen, the voiceover and training worked. My problem comes from flying very little multiplayer, and not being aware of the need to select “Pilot” in a multi-role screen in order to get the training mission to run. Please keep in mind that when a user is starting a “Solo Training” mission, they won’t be flying in a multiplayer role, so unless it’s required by the aircraft, there should not be any reason to start up in a multi-role screen, so one is not expecting it. For example, the Gazelle is a multi-role rotorcraft, but the training missions don’t start up in multiplayer, because they are training alone. The only time you’re forced into multiplayer is if another user joins you in the other role on a multiplayer server. No other Training mission in any other module that I own in DCS forces you to chose a role before starting the training. I realize that it’s really too late to change them now, but the way the training missions are set up now makes no sense, and can cause issues and frustrations such as I had. The initial hiccough aside, the training missions are top quality, and much better than some that I’ve worked through. Kudos!

When I start any of the CEII training missions, they seem to start in a multiplayer type role. The airplane is displayed as if standing on the flight line looking from to engine to aft, and ask me to select a Red or Blue roll. Even after selecting a role, there is no voiceover or text, and no interaction with the airplane. I had previously done the cold start mission and the taxi and takeoff mission, and they worked, but after the latest update to the DCS beta, I experience the stated issues. I haven’t tried the landing mission yet, so I can’t speak to whether or not that one is also broken. I think I tried the missions in VR. I switch between VR and 4K, so I’ll try them again both ways. The F5-E cold start training mission worked in VR as it should, so I don’t think the issue is related to the beta build. Any suggestions? UPDATE: I’ve been able to determine that the issue is caused by the training missions using the multiplayer screen. After you click on the “FLY” button when starting the training mission, you must select “Pilot” in the role selection screen, then select OK. The actual training mission then starts. It has been a while since I had last run these training missions, and I don’t remember having to select a role when I ran it then. It doesn’t make sense to me to have to select “Pilot” when flying a training mission that isn’t multiplayer. These are the only training missions where you have to make that selection.

Ummm, if he already owns FC3, he already has the Su-33. If you already have the Su-33, you don’t get another one. Perhaps it was the Russian carrier, or do you get that in FC3?

The question might have been asked previously, but do mission creators have to own a map (e.g. Persian Gulf)in order to design a mission that uses the Persian Gulf map? I seem to remember threads with mission creators and MP server owners complaining about ED not giving them a newly released map to use.

No, you are not stupid. A few throttle commands are axis commands, but most are button commands. It can get particularly confusing when posters don’t specify what throttle they are using. The options/controls page contains all of the bindings that can be assigned to any controllers, but the controllers don’t necessarily use the same bindings. For example. The Warthog (WH) has idle/shutoff detents that are shown as buttons 29 and 30 in the control bindings, but the X56 doesn’t have the detents, so you have to do a workaround. With my WH, I assign the throttle idle/shutoff by selecting that command binding and lifting the throttle, move it over the detent, and drop it back down. Then I lift it again, pull it back to the shutoff position, and drop it back down. You might also be able to assign it by having the throttle in idle, and moving it back to shutoff. I haven’t tried that yet though. Finally, whenever possible, try to use the same bindings for the same functions across all your aircraft. It makes remembering your bindings much easier., and don’t forget that you can create multiple modifiers to increase the number of different functions on each switch or button as long as the modifier key, switch, or button isn’t bound to a command. I actually use these bindings for my F-86 (left engine button to move the throttle into outboard position, then throttle over detent for idle), and for my F5-E, and probably for other jets that I haven’t used lately. That’s only using the WH controls.

Since no one stepped forward to explain this, I’ll give it a shot. The FPS of 80 or 90 that you see in 4K when use DCS FPS (Alt+Shift+Pause/Break), is the true FPS for your settings. When you put on the Rift S, the Oculus looks at your actual FPS, and if it’s 80-89, it cuts it in half to 40 FPS, and fills in the missing frames to make 40 FPS so it is smooth. If your FPS is 90 and higher, it sets it to 45 FPS, and fills in the missing frames to smooth it. So, when you’re seeing 40 FPS, your system is actually running at 80 FPS and higher. Other previous posts in this thread explain this much better than I, so it might be beneficial for you to read through the entire thread as I have. I basically run my DCS VR settings on high, and consistently get 40 FPS, without fail, with the rig in my settings. For the most part, using the Rift S, for me, has been a much, much, much better experience for me than the CV1, especially while wearing my glasses. My regular glasses are progressives, but I have a single lens pair just for use with the computer.

The FOV being fuzzy in the peripheral vision doesn’t bother me at all. I wear progressive lenses for regular glasses, and a single lens prescription set for when i’m Using the computer. The vision area of the progressives is so small that only a few words are in focus in the center of the lenses. Think looking through a keyhole. Single strength lenses give you a greater area of focus, but aren’t really any better in the peripheral vision. I’m so used to turning my head to see something in focus, that I never even noticed the fuzzy sides until I read about it here., so it’s a nonissue to me.

I’m very late to this game, but I just got the Rift S yesterday. I’m using my Corsair Void Pro wireless headphones with it. The infamous issue of the Corsair being unable to adjust down enough is a plus here. I place them over the top of my S headset, adjust them, and they’re as comfortable as when I’m wearing just the headphones.

Thank you for that explanation, it clears up a lot. Interestingly, I run OculusDebuggerTool and select OFF for the ASW when I’m playing IL-2. I’ll have to try it in DCS.

While the Rift S has what could be considered a “fixed”IPD” between the lenses, you can set your IPD in the Rift S software. I use the RH controller for setup, so I press the almost flush button, diagonally across from the hat switch. It has the Oculus symbol. That brings up a window from which you can select your library and stuff. Use the controller pointer to select the “Settings” icon. Select the headset, and you’ll be able to set your IPD in the software. It replaces the hard adjustment that moved the lenses in the CV1.

You can set the audio in the headset selection of the Rift settings screen to “Rift” or “Windows 10” as your default. You can also select your sound source in the audio selection of the Windows System tray. I actually use my Corsair Void Pro wireless headset and just put them over my Rift S headset.

I’m 67 or 68 myself. My Optometrist wrote out two prescriptions for me a few months ago. The IPD for my progressives is 68, and the one for my “computer gaming” glasses is 67. Go figure. I just bought a Rift S today and set it up. I lost 5 FPS from my Rift CV1. Now down to 40 FPS, AND I’m running an I7-8700k at 5.0 GHz, 250 Gb NVME M.2, and a 1Tb SSD, 32Gb Corsair Vengence 3200 RAM, and an EVGA GTX1080Ti card. I haven’t been able to figure out why my VR FPS is so low when I run the same mission in 4K @t at least 90 FPS. Any thoughts or suggestions?

Title says it all. Why isn't there an I-16 subforum in the DCS WWII forum? I realize that this is the "Western Europe 1944-1945" subforum, but we can't post a new thread in the "DCS World War II" forum. Perhaps a moderator can address the oversight?

Ah, thank you very much! That solves the issue. I thought it was the other way around, and that I was looking at the CHT gage. Wouldn’t be the first time this old brain got confused, and it definitely won’ be the last:lol:

I think what this poster is asking is not which other aircraft have cockpits with languages other than the original manufacturers’ language, but do the F-18 and A-10 have cockpits on languages other than English? If they don’t, it’s a valid question of why not, and why no one has demanded them.

It is possible, I will do a repair and test it again to determine if there is an issue.

The I-16 has two gages that show temperature. The gage on the left side of the instrument panel is a triple indicator gage that shows oil temp (the outside register) the oil pressure ( left inside indicator), and fuel pressure (right inside indicator). Oil temp is controlled by the oil cooler lever on the right side of the cockpit. The gage on the right side of the instrument panel is the cylinder head temperature (CHT) that shows the temperature of the cylinder head (obviously) which is regulated by the cowl flap lever above the oil cooler lever. For a true cold start (engine at ambient outside temperature), the oil temp and CHT gages should show the ambient air temp, not the max of the gage. I suspect that you see the oil temp gage changing during warm up, not the CHT since the the CHT is already indicating 150 and has no where to move other than down.

Before I start up, and all during the warm up, the needle of the CHT gage sits just above 150. Last night, as I was doing an “Instant Action” free flight, my engine died as I was trying to get the hang of a proper controls setup for raising and lowering the gear. When I scanned the gages to figure out why the engine died, I noticed that the CHT needle was below 120 (Caution, do not allow CHT to drop below 125 ....). So, it appears that the gage does in fact work. I posted my original question after having seen it before starting, during warm up and early flight only. I’ve been a U.S. Federal Aviation Administration licensed airframe and powerplant mechanic for 44 years, and I must say that I have never seen a temperature gage that indicated at the top of it’s range before startup, and that didn’t move during a 30-minute warm up, so I stand by my thought that the CHT gage is bugged.