Tiger-II

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I see the same thing with the hydraulics. It jumps from zero to 1000 psi.

Interesting they really are destroyed in seconds! I'll stop trying to break it now!

I got the P-47 earlier this evening and taken her out for some flying... The roll due to torque/spin is quite controllable if you're on the rudder as you add power. Even slamming the throttle from near-idle to max power is controllable with rudder and some aileron. I tested empty, full aux tank (aft CoG), and low speed/high AoA (~100 MPH). Accelerated stall entry is a bit harder to deal with, but unload, power, and anti-spin control inputs can really help get you out even at low altitude. Just don't go trying to bury the airspeed needle below 100 kts and you can get out of most situations from relatively low altitude. She flies really nice! My only question is: does the engine really fail that quickly if you mis-handle it? Specifically low power at relatively high speed. Seems to destroy the engine in seconds.

Her mass might dampen things a bit. Sounds like you're at high power when this happens? What is your speed on entry?

DCS has a chronic problem of too much drag/aircraft unable to achieve their stated level-flight performance. Things get even worse in a turn (AoA induced drag is too high). They are starting to address it (A-10C II notably), but it's still far from where it should be. If you want to see if the P-47 is affected, shut down the engine, feather the prop, close all flaps, and see how far she glides. Check against charts. Fly accurately, and at the correct glide speed for the weight!

52" is WITH boost (war power takeoff). 45" or so is max power WITHOUT boost (normal takeoff). For an empty takeoff, 40" is recommended until rudder becomes effective, then use 46" or so.

P-47 has some quirks for sure! I'm a "jet guy", but I love the P-47 because she's hard to fly (IRL) due to her mass. I think the P-47 was the heaviest fighter of her type/size?? Not to be confused with "heavy fighter" (role). I totally missed that it was released over Christmas! I'll pick it up tomorrow. As for handling: if you don't fly coordinated, she'll spin easily. IMHO, DCS over-exaggerates p-factor/yaw inertia seems a little too high. I remember the DCS:P-51 had quite a large problem with this upon initial release. She'd ground-loop far too easily, and would increase yaw-rate from a very very slow yaw indeed. Maybe a similar thing is happening with the P-47? I'll pick it up and write back with what I find! I don't have my rudder pedals available at the moment so I'll be flying with the T16000. "Prop driving the engine" is a very real issue! Everything is "back-loaded" and components that are stressed for operation in one direction are harmed by being loaded in the opposite direction. The reason this is an issue for bearings is because when being loaded the wrong way, they are SIMULTANEOUSLY suffering oil starvation (often there is a low oil pressure condition). This is why the damage occurs. It can also damage prop hubs. If you see the prop RPM start to decay at high speed, you've throttled back too far. When throttling up particularly, don't slam the throttle. For takeoff, don't use max power. From what I recall, initial takeoff MP is 40", increasing once airborne to reduce directional control problems on the ground.

ECS was ON, so this wasn't the issue.

OK - I'll try that. I saw the new axis and tried it just in case, but no difference. I'll try it again.

* Shutdown * Open canopy * Remove data cartridge * Re-arm/refuel * Request position update * Request DTC update * Ramp start

Study the map/area you'll be flying. Pick landmarks like rivers, hills, built up areas, etc. and say "river NW running south to the west side", "town east of the main road", etc. If you've recon'd sufficiently, when you get over the target area you'll recognize your visual waypoints. Also, "fly" the route in your mind, and as you approach the target area, look for things you can use to ID your ingress, such as "bridge on left side, over the hill, past town on right, left over the river, target". That kind of thing. Takes a little practice, but once you get in the rhythm it's second-nature.

When I tried flying the Jeff last time, I had a weird issue with the left MFD. I started the engine, environmental was already on (so no overheat), and loaded the DTC, etc. I was just about to taxi when the left MFD failed (went blank). Nothing I did restored it. I also noticed the left MFD sometimes instantly powers and does not wait for the power-on sequence like the other MFDs. Is this a known issue? I was unable to reproduce this, but only tried once.

Manual "full" fast alignment, or better, full GC alignment (takes 4 minutes). Remember to enter your ramp coordinates from the kneeboard, and remember to get the ground crew to update your ramp coordinates (if you land) before you re-align!!! The single biggest cause of inaccurate position is incorrect initialization position. The position it starts with in the UFC when you start the aircraft is INACCURATE (it simulates drift from the last flight). Don't forget to enter the correct true heading as well during alignment. It will accept anything when it enters NAV mode, and this will introduce large errors if it is incorrect.

Reduce your flight control sensitivity, and do not try and chase the basket. I found the F-14 to be about the same difficulty as the Jeff, and getting the Jeff hooked up actually helped when flying the F-14, too. It's a matter of reference points and "constant bearing" approach to the basket. I found the Jeff very hard at first but most it was me and not actually the aircraft. Get stable next to the tanker and get it so the basket doesn't move. Don't even try and catch it yet. Once you get it so you can hold position, then try catching the basket. Don't try and fly the basket, or fly the aircraft to the basket. Fly the aircraft THROUGH the basket and you'll catch it. Once you're on, it's just a matter of keeping within the "box" to remain attached. The freedom you have to move is actually quite large. I find the bigger problem is the thrust changes are quite large even for tiny throttle movements. This actually dwarfs any control problems for me.

I have the RADAR elevation assigned to an axis, but it just permanently slews to the limit? I'm pretty sure this is not a n00b mistake. I even cleared the axis assignment and re-set it, but this failed to work. I also have a couple of HOTAS buttons showing permanent RED ! (exclamation) even though the key binds are not duplicated. Clearing these does NOT clear the exclamation point, and these functions do not work (they specifically relate to S5 which apparently were re-worked recently). It might be that my key binds are somehow broken. I have not tested since roughly Dec 15th, so it could be fixed in a later patch, but this was what I found so far. Any suggestions welcome!

What is the difference between the two F-5 DCS Campaign packs? Both are set as 65th Aggressors flying Red Flag??? https://www.digitalcombatsimulator.com/en/shop/campaigns/f-5e_aggressors_acm_campaign/ https://www.digitalcombatsimulator.com/en/shop/campaigns/f-5e_abfm_campaign/

Did you have wind in the mission? It bugs the engines.

I know. Why??!! How are such major problems allowed to persist? This would be one of the best DCS modules if they fixed these problems.

If you fly MP be aware that the F-18, F-16, and F-14 have "God RADARs" in that they see everything and are not subject to ground clutter (though I think this changed in the F-14). MiG-21 and JF-17 (under human control) have accurately modeled RADARs, so F-5 tactics are more effective against these aircraft.

The stock AI F-5 is over-powered. If you look at the SFM LUA script the afterburner thrust is more than double what it should be. It gives the AI virtual rocket boosters and ability to accelerate in the vertical, which is why you see the crazy, unbelievable performance out of the AI.

I would like to see corrected: * Flight model incorrectly responds to ground speed not TAS * Drag corrections at high alpha (currently there is too much drag) * Fix the engines incorrectly being affected by wind * Correct the weird aircraft behavior with wind present Some of the above are all the same cause.

The F-5 AI was massively over-powered, and can be seen in the LUA files. I did previously correct this on my local copy, but I think the file locks now make this impossible. If you can reduce the AI afterburner thrust to realistic values, the AI is a much better (NOT easier) opponent. It prevents the AI making wholly unrealistic accelerations to get away. After all, we are supposed to be in the same aircraft with the same performance. The AI behave like they have rockets.

It never ceases to amaze me how many people do not know how to correctly stall an aircraft. The maneuver described is entry into a loop, but too slow over the top. The increase in alpha precipitates stall rocking and pitch down (relative to the aircraft axis) which results in the aircraft pitching up (relative to gravity) and losing even more speed. This pitch down over-powers the input for the loop, and the combination of low speed and negative g/and high negative AoA results in yaw (secondary effect of roll) and entry into an inverted flat spin. At high angles of attack yaw rate induces roll rates to rival aileron input. Such is the strength of this, use of rudder at low speeds is PROHIBITED. Secondary effect of roll is yaw. Secondary effect of yaw is roll. Earlier this year a T-38 was lost during a training flight because the pilot under instruction touched the rudders during landing to correct a small runway mis-alignment. They rolled over the top of the lead aircraft and crashed off the side of the runway, killing both crew. A related topic: Coupling Dynamics in Aircraft: A Historical Perspective https://www.nasa.gov/centers/dryden/pdf/88484main_H-2106.pdf

No EFIS, no FBW. Just you, the jet, and some missiles.