Lace

Works fine for me. Are you sure ALT HOLD is engaged?

Unlike some other modules, NWS is enabled on touchdown, so you need to use the paddle switch to disconnect it until airspeed drops sufficiently for the rudders to become ineffective, usually around 60-70kts.

I've always found Razbam modules to be underrated and offer great performance optimisation. The Strike Eagle is another fantastic example, and has raised the bar yet again.

The NAV coupled autopilot does a good job for a non-contested airspace mission. You can then jump in the back and play with the toys to your heart's content.

I'm not sure why this request has triggered such a negative response from some people. 1. Air starts are perfectly valid for time-constrained training purposes. Sometimes you just want to practice a particular element of the aircraft and don't need the cold-start reps. 2. Not everyone maps every switch to their HOTAS or has a physical simpit. The whole point of clicky cockpits is that you don't need to map and remember everything, you can just click on the controls as required, so the 'sync with HOTAS' argument is not necessarily valid. 3. Just because there are other higher priority issues with the Viper, does not mean we shouldn't raise these smaller issues too. It is something which has annoyed me slightly. Not enough to report it, but it is a little frustrating sometimes. 4. Since not everyone can 'sync with HOTAS', then all things being equal, surely it would make more sense to have these controls correctly set for those who can't? i.e. Master Arm SAFE, HMCS bright, correct CAT I/III config, etc. Those who do 'sync with HOTAS' won't see any difference, those who don't will have a properly configured jet. Finally - if any real Viper pilots can confirm, I'm slightly sceptical about the landing light being left on. I know it will switch itself off on gear retraction, but I would still turn the switch off, as any failure in the auto power off would result in an overheated and burned out lamp by the time it came to landing time when it might be needed. I don't really see any reason why it should be left in the LANDING position, rather than OFF. As a pilot and an engineer, I have learned, through experience, not to rely on interlocks, as they can and do fail.

I can highly recommend the SimGears ICP. They have also just released a DED which looks good too, but since I play in VR I have no use for it. F16 ICP Replica - USB Controller - Simgears - Flight Simulator Part Replicas for Gamers

Pages 298-300 for A-A RADAR, pages 378-379 for A-G RADAR, and pages 411-412 for LANTIRN are the ones to print out for Qref. They give you all the relevant functions in each mode and with various preconditions.

I've been here a while, and my experience with OB patches, is that it is often one step forward, two steps back, but long term things get sorted eventually. MT is still unusable for me, for instance, but I'm confident ED will get there eventually. With module announcements coming sometimes a decade before release, patience, when DCS is concerned, is most definitely a virtue.

My point was, that while these issues should quite correctly be raised, in order for ED to address them in subsequent Open Beta patches, the language used was overdramatic. To describe a minute or two of additional loading time as 'obnoxious' suggests to me that a little perspective is sometimes required. The fact that the person I responded to took it in good spirit means my comments were not unjustified. I'm sure he/she appreciates your 'white-knighting' though, and thank you for your valuable feedback.

The Mud Hen doesn't like sustained inverted flight. Around 10 seconds to double engine flameout at 300ft made for an interesting end to that particular sortie. I guess that's one reason the Thunderbirds use Vipers.

The three things, QHN, QFE and field elevation are linked, and knowing any two you can calculate the other. 1mb of pressure is approx 27ft, but to make the maths easier we can call it 30ft. If you know QNH and QFE then the difference in mb x 30 will give you the field elevation. If you know the field elevation and QNH (arriving from a cross-country, un-manned tower, no ATIS, paper chart in your grubby mitt), then QFE is QNH - (field elevation/30). For example, if the field elevation is 600ft, and QNH 1021mb, then QFE is QNH-(600/30) or about 1001mb. Setting this should give you an accurate 1000ft AGL circuit and will read zero on the ground. If you have no chart or QFE, but a RADALT, then either do a run and break at 1000ft AGL along the runway and make a mental note of the pressure altitude, and use this as your circuit height, or do a standard overhead join with 2000ft on the RADALT over the departure end of the runway, and again, make a mental note of the pressure altitude, then subtract 1000ft for circuit height. You can use these methods with any pressure setting, as you are simply flying a constant altitude, through the circuit. I hope that makes sense.

QFE is mostly for circuit work or visual rejoins, and as razor correctly states, will read zero on the ground, and your height above the airfield when in the air. As a result it is only really of any value in the immediate vicinity of the airfield. The jets modelled in DCS mostly have a RADAR altimeter, which will only read height (not altitude), and therefore is the primary reference for low-level flight. QNH will read your altitude above MSL. Each airfield will have an elevation value from a datum point (which may or may not be where you are parked). With QNH set your altimeter should read the same as the airfield elevation. QNH is usually the same as the Regional Pressure Setting, and will give you an accurate altitude over a greater area of land. On a low level cross-country flight you will receive several RPS en-route and will adjust your altimeter accordingly (if you didn't adjust and were flying towards an area of low pressure, then your altimeter would begin to overread, i.e. you would be lower than you think - which could lead to CFIT). For high level flying, once you cross the transition altitude (varies by country, USA 18000 ft, UK much lower at around 3000ft - we don't have any high mountains) you will set 1013mb. This will ensure all aircraft are at the correct Flight Level. At these heights it is more important to harmonise traffic than to know your exact altitude above MSL. With everyone working with the same std pressure setting, then deconfliction is made easier. FL is reported in 100s of feet, so FL300 is 30,000ft. The issue with some of the Sinai map, is that some of it is below MSL, which makes accurate altimeter setting difficult (or impossible). However, as stated, use your RADALT for low down work, and a standard pressure setting for high level and you'll be fine.

The new F-15E has the ability to set Offset Points and Aim Points directly in the mission editor. I know the A-10, Ka-50 (and I think Viggen, but I don't fly that) also have similar mission editor aids. Is there any chance we can get the ability to add VIPs and VRPs through the mission editor until the Data Cartridge is introduced please?

How do you eat an elephant? One bite at a time.

FWIW mine is the same, also not running MT, and also an Oculus user.

Thanks.

It was said in response to Raven's statement that "any 4th gen fighter can break M 1.0 in military power". Of course they can, but not all can in level cruise. Cracking M1 in a dive at MIL power is very different, eventually you will reach denser air or denser ground. Or even accelerating through the barrier and then reducing to MIL, you are technically in supercruise at that point, but will be decelerating. All I was wondering was if it was a known ability of the Strike Eagle with pylons fitted to be able to do it. I imagine if so, then it would be plausible with CFT fitted AMRAMMs too.

Breaking is one thing, sustaining another. I could have sat there in the cons all day at a steady M1.03.

Clean jet with pylons, 93% thrust, no AB. I could believe a fully-slick jet might be able to do it under certain conditions, but surprised it will with pylons on.

Had a quick lunchtime fly, followed the cold start tutorial mission and took off. Anyway, clean jet, with pylons, FL280, MIL power, M1.03. Is this correct?

The simple compromise, which I've mentioned on other similar threads is to disassociate swell with chop. Chop can be linked to wind, as in real life, and swell can be independently set. Chop is largely cosmetic, and swell effects the vessel pitching, rolling and heaving movement.

Clearly

Yeah, a bit slower than the previous version, but it's not like we're talking 20+ minutes here, it is less time than it takes to make a cup of tea. I do wonder how some DCS players cope with real life sometimes.

Yes, there is a setting to 'ENABLE MULTICREW' in the aircraft config tab in the Mission Editor. For whatever reason in some missions it is enabled, others not.

Set your AWACS flight plan. Have WP0 the start point, WP1 your AWACS station, and WP2 should be your landing airbase. At WP1 under 'Advanced Waypoint actions' add 'Orbit', then edit orbit, stop condition, tick 'Is user flag' (flag number whatever you like). Go to Triggers, and set a trigger for your desired condition, then on 'Trigger Actions' set 'Flag On' for the flag number already set for your stop condition. This should then end your AWACS orbit and send it on its way to the next WP. Is this any use to you?