sdflyer

Hi, I purchased Mig-21 couple weeks ago and can figure out why drag chute doesn't work. I skimmed though forum and found that I'm comply with all prerequisite as far speed and throttle goes. I have "drag chute deploy key" bind to my HOTAS and keyboard. Neither key works :( Also after landing wheel brakes don't work either. So I force to use emergency brake and call ground crew to repair after each landing. What possibly I could do wrong? I land F-5 Tiger and deploy chute no problem

Experience affect perceptions. So we all have different perceptions based on our experiences. Sharing them not a reason to get hostile about it Sent from my iPhone using Tapatalk

I’m going to reply since you quoted me. We are sharing our experiences. Some of us fly for pleasure, some are commercially, some are teaching ..it doesn’t matter who fly and how. We are trying to establish common ground in understanding of flight physics relative to Spit in DCS to the best of our knowledge. So sorry if it hurts you feeling it wasn’t my intent at all . Sent from my iPhone using Tapatalk

It’s normal practice to establish common phraseology. No apple or oranges her. I also flown/instruct in many airplanes with manual flap. First come to mind C172B and PA28. I concur I don’t remember any of them do anything but sinking after rapidly retracting flaps Sent from my iPhone using Tapatalk

We all about Spitfire even when wonder off topic :) There are two things I'm trying to verify: 1. Slight right stick on take off in order to compensate for prop tendencies. I'm trying to find any mentioning of this in books and internet, but so far no joy 2. Extreme pitching moment due you to flap deployment which it seems in my case producing negative longitudinal stability. Meaning when I drop flaps down, trim elevator all way aft, and let go controls Spit will continuously dip nose to the negative pitch which in turn forces me continuously back pressure on the stick. I don't know what it is. Limitation of elevator trim or actual Sit tendency. Again none mentions it in the books.. P.S.At the moment I use linear curves for my TM Warthog per Yoyo setup

By the way FAA pilot hand book defines "ballooning" during round out (chapter 8 ) as follows "If the pilot misjudges the rate of sink during a landing and thinks the airplane is descending faster than it should, there is a tendency to increase the pitch attitude and AOA too rapidly. If the pilot misjudges the rate of sink during a landing and thinks the airplane is descending faster than it should, there is a tendency to increase the pitch attitude and AOA too rapidly" Increase pitch attitude and AOA too rapidly doesn't not constitute a "constant attitude". So I think it's a fair point to understand the meaning of phraseology in certain context.

It’s not matter of believe not many airplanes using split flaps, there gotta be reason in that. I read some book in the past that analyzed aerodynamic design of flaps. There was a write up about split flaps but don’t remember exactly. Hence my question.. Sent from my iPhone using Tapatalk

Spilt flaps don’t produce much lift. My question is does Spit has spilt flap? By the way airplane can stall at any speed Sent from my iPhone using Tapatalk

I understand Spit has split flap which generate little or no lift but rather priding drag? Sent from my iPhone using Tapatalk

I’m sorry I really can’t say what that icon represent (I didn’t know it suppose to be helicopter). But yes it’s a part of overall screen readability and graphics Sent from my iPhone using Tapatalk

Technically you are correct, but functionally many DH for LPV approach a few feet apart from ILS (if not exactly the same). I'm pretty sure FAA will update its definition of precision approaches when ICAO squares off its annex 10 How does improved graphics in NS430 improves flying experience? For starters you can see aircraft position in the respect of terrain elevation. (pretty useful for heli pilot in IMC). BTW current DCS version doesn't show heading or ground speed. Furthermore, a better situation awareness of surrounding. By the way if lateral navigation is only readable page why not implement first generation of "graphicless" GPSs? In combat environment graphic cues are faster perceived specially when constrains apply. Of course traffic wouldn't make much sense in DCS, it does pay off in real life when two class Bravo airspaces overlap each other In context of DCS?

Just a note from someone who not only own and and flies airplanes, but also teach in them. GNS430 in teal life have pretty bad resolution. For the most part I use my iPad as secondary source for maps, charts and so on. However, 430 provides essential navigation cue that must be used for instrument flying. The real counterpart has a very small screen but even with bad resolution it’s much more readable that DCS version. With my screen size it actually blow NS430 little bit larger than real thing, but yet it absolutely unreadable. P.S. My GNS430 also has also traffic fed to it via ADS-B. Even with this clutter it looks better. Sent from my iPhone using Tapatalk

Just FYI in real life I shoot precision GPS approaches with my GNS430W down to the minimum (just like ILS) In this case. And i use completely different nav page from what you suggest above. If you like no graphics try KLN89B - that above only page you are going to see; however , there are no precision approaches Sent from my iPhone using Tapatalk

Hi, I just purchased NS430 for Mi-8 and kind of disappointed. I actually own real GNS430 (which is installed in my airplane) I know the actual unit graphic is not that great and it’s kind of slagish, even though my is factory upgraded to GNS430W. I totally understand that DCS is simplified version, but graphic is just unreadable especially when it comes to little airplane icon that very poorly depicted in NS430. Its hard to make sense where airplane is actually situated. Please check the real counterpart just see scale and readability Sent from my iPhone using Tapatalk

Accidentally come across very interesting impression of MK IX. From the reading it seems like landing roll is more complicated than take off. http://www.warbirdalley.com/articles/spitfire-flight-report.htm

Sorry I edited previously posted reply via my phone. I believe ballooning was referred in this context rising flaps. I flown nearly every model of 172 staring from B (which is equipped with Continental) and finishing with modern fuel injected Lycoming S. I can't recall any of them would "balloon" after rising flaps; in contrary, they would sink and especially during last 10 degrees of flaps. So it's commonly taught during recovery from slow flight/stall to keep little back pressure on the yoke when rising last 10 degrees of flaps in order to compensate for sinking tendency. In contrast, 172 would "balloon" during flaps deplyoment (due to center of pressure apply to particular point). Most aircraft would balloon; however, some the could dip nose down instead. I think DCS Spit is modeled correctly in the respect. Although I personally believe it feels a bit exaggerated - biased me LOL ) Sent from my iPhone using Tapatalk

For all you guys who are looking for tutorial check out free garmin app for GNS 430 http://www8.garmin.com/include/SimulatorPopup.html

Nice vid. :thumbup: I wish you have opportunity to mount camera(s) at better locations, but oh well.

:thumbup: Wow! Solid gust of crosswind can make Spit lading near death experience :)

Of course it's impressive, and I'm sure that Spitfire modeled up to the best knowledge. However, I'm debating of tweaks relative to control inputs we currently use. If it's impossible to accommodate than why bother to model airplanes on the first place? Just saying.

Agreed! I used to do training in FAA certified multi engine sim. Well with all good stuff in it, it felt nothing like real airplane. However, procedurally it was very useful tool. Now DCS in this respect light years ahead in term of actual sensation of flight . But I think there should be compromise or a tweak if between numbers and sense-motor responds .For example many airplane designed to have rudder resistance that make noticeable hard to push them all way in. CH rudder never can deliver this feeling, but I think there way of adjustment that can simulate it . Overcompensation with the rudder can bring a lot of consequences including fatal cross controls spins on base to final. Sent from my iPhone using Tapatalk

I have several books dedicated to Spitfire, but don't remember reading anything about it. So I'll have to search for it more (unless you can give me any book reference in this respect). What it seems to me from you description it could be a crosswind correction Of course the easiest way to get wind direction to look at a wind sock after line up. I always teach my students to do this before take off or during short final on approach. Unless they got lazy and just request "wind check" from tower :D Did you get a stick time in Spit? Most videos I find looks like tail well off the ground during take off. There shouldn't be insufficient speed if lift off committed at proper Vr so escaping ground effect should not be an issue. The only exception to that would so called "soft field" take off in tricycle gear. In this case pilot lift off prior Vr and hands in ground effect until Vx and then climbs out. Thanks I have purchased this video already. Pilot actually keeping right stick for the crosswind correction (per his comments) Unless I'm mistaken that Duke video above narrative suggest quite opposite. The first Spits had problem with cross wind due to limited rudder authority and were less suitable to take from runway vs open field. there are several pilot been interviewed who flown Spit in the past and at the present. Thanks for the tip. I do have tailwheel time in Citabria, Decathlon and SNJ-4. But I should confess I only flown those from paved runways - never from grass fields. But I don't think it made much more difference :joystick:

Just in case. There is freeware program called OBS Studio https://obsproject.com/ Served me well in different sims

Yes I've been trying that. 50% of the time I get ground loop just before complete stop. Which is weird because it seems I don't do much to cause it. Another thing I notice if push tail wheel down during the taxi (controls aft) Spit turn very quickly, but at the same time most likely to groundloop Sent from my iPhone using Tapatalk

Well all airplanes I've flown "left wing drop" can be offset with sufficient right rudder. Now some of them require to set rudder trim prior take off, but that pretty much it. Again I have to research to see more about Spitfire in this respect, but it seems now do a trick for take off Sent from my iPhone using Tapatalk