tusler

Does anyone know how to fix these errors. I get over 81 when I start the mission in 1.5.5 Thanks

I got sent this in email by a friend...it is amazing but a lot to read. WWII MOST-PRODUCED COMBAT AIRCRAFT Ilyushin IL-2 Sturmovik 36,183 Yakolev Yak-1,-3,-7, -9 31,000+ Messerschmitt Bf-109 30,480 Focke-Wulf Fw-190 29,001 Supermarine Spitfire/Seafire 20,351 Convair B-24/PB4Y Liberator/Privateer 18,482 Republic P-47 Thunderbolt 15,686 North American P-51 Mustang 15,875 Junkers Ju-88 15,000 Hawker Hurricane 14,533 Curtiss P-40 Warhawk 13,738 Boeing B-17 Flying Fortress 12,731 Vought F4U Corsair 12,571 Grumman F6F Hellcat 12,275 Petlyakov Pe-2 11,400 Lockheed P-38 Lightning 10,037 Mitsubishi A6M Zero 10,449 North American B-25 Mitchell 9,984 Lavochkin LaGG-5 9,920 Note: The LaGG-5 was produced with both water-cooled (top) and air-cooled (bottom) engines. Statistics from Flight Journal magazine. THE COST of DOING BUSINESS ---- The staggering cost of war. THE PRICE OF VICTORY (cost of an aircraft in WWII dollars) B-17 $204,370. P-40 $44,892. B-24 $215,516. P-47 $85,578. B-25 $142,194. P-51 $51,572. B-26 $192,426. C-47 $88,574. B-29 $605,360. PT-17 $15,052. P-38 $97,147. AT-6 $22,952. PLANES A DAY WORLDWIDE From Germany 's invasion of Poland Sept.. 1, 1939 and ending with Japan 's surrender Sept. 2, 1945 --- 2,433 days. From 1942 onward, America averaged 170 planes lost a day. How many is a 1,000 planes? B-17 production (12,731) wingtip to wingtip would extend 250 miles. 1,000 B-17s carried 2.5 million gallons of high octane fuel and required 10,000 airmen to fly and fight them. THE NUMBERS GAME 9.7 billion gallons of gasoline consumed, 1942-1945. 107.8 million hours flown, 1943-1945. 459.7 billion rounds of aircraft ammo fired overseas, 1942-1945. 7.9 million bombs dropped overseas, 1943-1945. 2.3 million combat sorties, 1941-1945 (one sortie = one takeoff). 299,230 aircraft accepted, 1940-1945. 808,471 aircraft engines accepted, 1940-1945. 799,972 propellers accepted, 1940-1945. Sources: Rene Francillon, Japanese Aircraft of the Pacific war; Cajus Bekker, The Luftwaffe Diaries; Ray Wagner, American Combat Planes; Wikipedia. According to the AAF Statistical Digest, in less than four years (December 1941- August 1945), the US Army Air Forces lost 14,903 pilots, aircrew and assorted personnel plus 13,873 airplanes --- inside the continental United States . They were the result of 52,651 aircraft accidents (6,039 involving fatalities) in 45 months. Think about those numbers. They average 1,170 aircraft accidents per month---- nearly 40 a day. (However, less than one accident in four resulted in total loss of the aircraft) It gets worse..... Almost 1,000 Army planes disappeared en route from the US to foreign locations. But an eye-watering 43,581 aircraft were lost overseas including 22,948 on combat missions (18,418 against the Western Axis) and 20,633 attributed to non-combat causes overseas. In a single 376 plane raid in August 1943, 60 B-17s were shot down. That was a 16 percent loss rate and meant 600 empty bunks in England .. In 1942-43 it was statistically impossible for bomber crews to complete a 25-mission tour in Europe . Pacific theatre losses were far less (4,530 in combat) owing to smaller forces committed.. The worst B-29 mission, against Tokyo on May 25, 1945, cost 26 Superfortresses, 5.6 percent of the 464 dispatched from the Marianas.. On average, 6,600 American servicemen died per month during WWII, about 220 a day. By the end of the war, over 40,000 airmen were killed in combat theatres and another 18,000 wounded. Some 12,000 missing men were declared dead, including a number "liberated" by the Soviets but never returned. More than 41,000 were captured, half of the 5,400 held by the Japanese died in captivity, compared with one-tenth in German hands. Total combat casualties were pegged at 121,867. US manpower made up the deficit. The AAF's peak strength was reached in 1944 with 2,372,000 personnel, nearly twice the previous year's figure. The losses were huge---but so were production totals. From 1941 through 1945, American industry deliveredmore than 276,000 military aircraft. That number was enough not only for US Army, Navy and Marine Corps, but for allies as diverse as Britain, Australia, China and Russia. In fact, from 1943 onward, America produced more planes than Britain and Russia combined. And more than Germany and Japan together 1941-45. However, our enemies took massive losses. Through much of 1944, the Luftwaffe sustained uncontrolled hemorrhaging, reaching 25 percent of aircrews and 40 planes a month. And in late 1944 into 1945, nearly half the pilots in Japanese squadrons had flown fewer than 200 hours. The disparity of two years before had been completely reversed. Experience Level: Uncle Sam sent many of his sons to war with absolute minimums of training. Some fighter pilots entered combat in 1942 with less than one hour in their assigned aircraft. The 357th Fighter Group (often known as The Yoxford Boys) went to England in late 1943 having trained on P-39s. The group never saw a Mustang until shortly before its first combat mission. A high-time P-51 pilot had 30 hours in type. Many had fewer than five hours. Some had one hour. With arrival of new aircraft, many combat units transitioned in combat. The attitude was, "They all have a stick and a throttle. Go fly “em." When the famed 4th Fighter Group converted from P-47s to P-51s in February 1944, there was no time to stand down for an orderly transition. The Group commander, Col. Donald Blakeslee, said, "You can learn to fly `51s on the way to the target. A future P-47 ace said, "I was sent to England to die." He was not alone. Some fighter pilots tucked their wheels in the well on their first combat mission with one previous flight in the aircraft. Meanwhile, many bomber crews were still learning their trade: of Jimmy Doolittle's 15 pilots on the April 1942 Tokyo raid, only five had won their wings before 1941. All but one of the 16 copilots were less than a year out of flight school.. In WWII flying safety took a back seat to combat. The AAF's worst accident rate was recorded by the A-36 Invader version of the P-51: a staggering 274 accidents per 100,000 flying hours. Next worst were the P-39 at 245, the P-40 at 188, and the P-38 at 139. All were Allison powered. Bomber wrecks were fewer but more expensive. The B-17 and B-24 averaged 30 and 35 accidents per 100,000 flight hours, respectively-- a horrific figure considering that from 1980 to 2000 the Air Force's major mishap rate was less than 2. The B-29 was even worse at 40; the world's most sophisticated, most capable and most expensive bomber was too urgently needed to stand down for mere safety reasons.. The AAF set a reasonably high standard for B-29 pilots, but the desired figures were seldom attained. The original cadre of the 58th Bomb Wing was to have 400 hours of multi-engine time, but there were not enough experienced pilots to meet the criterion. Only ten percent had overseas experience. Conversely, when a $2.1 billion B-2 crashed in 2008, the Air Force initiated a two-month "safety pause" rather than declare a "stand down", let alone grounding. The B-29 was no better for maintenance. Though the R3350 was known as a complicated, troublesome power-plant, no more than half the mechanics had previous experience with the Duplex Cyclone. But they made it work. Navigators: Perhaps the greatest unsung success story of AAF training was Navigators. The Army graduated some 50,000 during the War. And many had never flown out of sight of land before leaving "Uncle Sugar" for a war zone. Yet the huge majority found their way across oceans and continents without getting lost or running out of fuel --- a stirring tribute to the AAF's educational establishments. Cadet To Colonel: It was possible for a flying cadet at the time of Pearl Harbor to finish the war with eagles on his shoulders. That was the record of John D. Landers, a 21-year-old Texan, who was commissioned a second lieutenant on December 12, 1941. He joined his combat squadron with 209 hours total flight time, including 2 in P-40s. He finished the war as a full colonel, commanding an 8th Air Force Group --- at age 24. As the training pipeline filled up, however those low figures became exceptions. By early 1944, the average AAF fighter pilot entering combat had logged at least 450 hours, usually including 250 hours in training. At the same time, many captains and first lieutenants claimed over 600 hours. FACT: At its height in mid-1944, the Army Air Forces had 2.6 million people and nearly 80,000 aircraft of all types. Today the US Air Force employs 327,000 active personnel (plus 170,000 civilians) with 5,500+ manned and perhaps 200 unmanned aircraft. The 2009 figures represent about 12 percent of the manpower and 7 percent of the airplanes of the WWII peak.

I thought the Spit could out turn all the Axis fighters because of its lite wing loading. The Germans used the zoom and boom to get the Spit. I'm probably wrong but that is what I thought I read.

I got the same card today, plugged it in registered it and had no issues at all. definately hope you contacted support and sent the card back

I have the same cpu on a MSI military class II mainboard. SOooo what are you going to build next. I would be cery interested to hear your views. Thanks

Thanks for the Help!

Hi, I recently (been away from DCS for a while) picked up the F-5E and after flying it around a bit decided to startup the Gazelle and run the Helicopter mission in World 2. Well everything is fine except in the axis config my pitch roll and yaw are all red. the stick works anyway for pitch and roll but my pedals are not working at all in yaw. I have almost all the DCS acft and this is only happening with the gazelle. I unmapped everything and stated from scratch but it still does it. Anyone had this happen? I checked every single control and cannot find whhat is causing the conflict. Thanks for your help I am using the Warthog system.

KA50 LoL, It may sound crazy but put one of the old prop- planes, P51 or the 109 as a expert adversary...you are faster than them but they will turn around you like a snake...it's harder than you would think

What a testament to the fidelity of a home based computer simulation...People are arguing real aerodynamics using real world charts, math and facts...Great job to the Developers!

+1, I can tell you during the Gulf War when we were RTB in our CH-53E humming along at 180 knots and were unaware that the IFF was functioning incorrectly. We got the &*%$ scared out of us as as we were intercepted by F-16 out of no-where. Yes IFF is far from perfect.

Wow, you mean the GIB actually does something, I thought they were there to carry the flight lunches.:D

Dude that canon sounds sweet, is that the same one used by the KA50? or What is it?

It sounds like the Autopilot or SAS system is reading nose coming up and it is correcting to keep the nose down and speed where is was set. So SAS has 100% authority...thats a scary thought.

The key is Tiny control inputs, you cannot yank this around like the UH-1 or the MI-8. It is to lite and just does not have enough mass to develop any momentum, so very small inputs and wait for the change to happen.

Since you are expert at lite attack choppers how about...

Yes that does work. Thanks :joystick:

This flys like the gazelle...moving forward when light on skids before lifting in the air. Just put some missiles on it and we are there!:megalol: [ame] [/ame]

I know if I have the control position indicator open the lines turn white when auto hover is engaged. Is there a indication in the cockpit (green light or something) that auto hover is working so the control positioner does not have to be used? Thanks

Why not reduce engine to idle, then apply rotor brake ( at same engine speed it was originally released) and let the rotor spin down and then shut down the engine and all systems. I would think the engine idling would give you hyd press to control the rotor while it is slowing down to a stop. I don't know if hyd plays a part in this or not.

Even with a 14" extension on my warthog stick I have difficulty not over controlling it. It's almost like there is too much lag between input and result. I will keep trying. I have no trouble at all with the others so it is a bit mystifying.

I went to Home Depot and built a 14" extension for my Warthog and it definitely made the difference for me, I can hover all day and land pretty easy now. Most of the twitchy is gone. The thing it does not fix is the sliding forward when you first pull collective. I have started to jerk it in the air instead of taking off real slow and easy. I get it away from the ground quick and then it will hover.

FOCHA Bump +1 I have been flying simulators since the 1980's. I have always been fortunate to be able to afford the latest greatest for home use. I have a few hours stick time in a CH53E. Granted it has nothing similar to the gazelle except the names of the controls but wow what a difference. If the real Gazelle requires this much workload from the pilot just to lift off straight to a 5 foot hover and hold it there well... I was born at night but not last night. In real life I worked on, repaired and rigged helicopter flight controls and engine controls for 20 years, if I had ever rigged the flight control system to respond the way this is responding I would have been fired and banned from working on aircraft forever. lol

On my WartHog I set the Cyclic to 50 and Pedals to 70, left it with no curves. That made a hugh difference!

Well I guess I'm good then . Thanks for the info.

When you click on missions does the gazelle apear in the left column under modules even though there is no mission?