Victory205

No, all lights were turned on with the pinky switch. It's in the works.

So far...

You gents seem to be misquoting my paper. Read again. The main flaps can be extended incrementally, it just wasn't done in practice (unless cheating at ACM).

That's how the aircraft was with Roll SAS off, assuming that there was not asymmetric thrust. Wait for the A. And the engines don't stall unless you do something stupid, meaning around here, guys will be stalling them all the time. ;)

Please point questions on spoilers, flaps and by association, DLC here - https://forums.eagle.ru/showthread.php?t=235701

Parents should be teaching them.

Don't use the E bracket. Use the AOA Indicator and Indexer.

There were no FM changes, it's all in your head. :) That's what it took before to induce an intentional spin, and believe me, I've got more spin entries and recoveries than everyone here put together. There are other, less repeatable ways to enter having to do with very dynamic control inputs at high transonic speeds, but they tend to OverG and cause other issues.

I don't know, having the G meter read within .000534 is pretty important. I want to know my exact G when I get vaporized by an SA6... By the way, have you guys all noticed that the clock is also off by a half minute, but only when it is between :10 to :20 or :40 to :50 minutes after the hours? Not that any of you freaking Millennials know how to tell time from an analog clock anyway. ;) https://www.dailywire.com/news/45451/no-joke-british-schools-removing-analog-clocks-paul-bois

At medium altitude, start at 200 KIAS, pull the nose up 50 degrees, go to idle, and hold full lateral and aft stick. You can try opposite rudder if you like. What happens? Try it Roll SAS on and Roll SAS off. Report back.

"sLYFa" knows his systems. Well done.

Have you ever considered that the G meter rests a little high in the real aircraft? Often VSI's are off a little. You simply compensate. Man, you guys are really spoiled by RLG's and FBW toys. How do you cope when realized that your Smartphone isn't giving you the true signal strength in bars displayed?

Objectively speaking, based on the videos I've seen, most of you have no idea as to what you are doing. ;)

A's are Zone 5 or Mil, never partial burner due to stall margins.

Another "fact" made up on the spot...

My arse couldn’t sense .2 G’s of difference, still can’t, nor does it matter. Close this thread.

Common sense? Here? Are you mad? ;)

Pay Per View?

Move your seat down.

"Seems reasonable". Got it. I'm slayed.

The B was originally called the A+. Name was changed for administrative purposes. Parts and procurement computer data bases didn't like the "+" nomenclature.

Truth.

Really? The Hornet seems more accurate to reality? Lay out your logic here please. How do you determine which one is accurate. The RWR picks up all sorts of spurious energy from all sources. Sidelobes from friendly radars, wingman, your own leaking gear. Sitting on the deck of an aircraft carrier would pinball all sorts of systems due to proximity to the ship's emitters. If Heatblur modeled that, you all would be screaming bloody murder about the module being "broken". The standard can never be "it doesn't work the way I want it to work..."

It moved in the B ALR67 update

Trim is not a massive issue like it is with a separate stabilizer and elevator configuration. 3 degrees TEU will be fine for all takeoffs in all configurations in the sim, because the pilot doesn't have to overcome stick forces to any real level. If you are more than about six or seven degrees TEU, the aircraft will tend to overrate on a cat shot. The compressed nose strut releases its energy at the end of the stroke to help the nose rotate. There is a ballistic moment while the aircraft settles slightly as the pilot rotates to a lift producing AOA. It's normal. Rotate to 10-15 degrees of pitch attitude for all takeoffs depending upon weight and adjust from there. Takeoffs are pretty benign as long as both engines are running. As always, be smooth and feel the aircraft. Don't yank it off of the deck.