Vibora

Txs for your report. Multicrew is much WIP yet. We'll get to it later on.

Roger, added to our internal bug list. Thanks. Take into account that multicrew is much WIP yet.

There is a brief text and much more extensive audio.

That's it. Wouldn't make much sense to have a TACAN receiver in a country and area without TACAN stations.

Welcome :)

In the C-101EB there is a TACAN receiver and a VOR receiver, but there is no DME receiver. A typical VORTAC station on ground consists of a VOR station and a TACAN station together in the same sitting. So it has a VOR part (that generates radials electronically by means of spatial modulation) and a TACAN part that a civil DME receiver is able to read, since TACAN DME part is compatible with a civil DME receiver. So, a DME in a civil aircraft will be able to read the DME part of a TACAN while a VOR receiver won't be able to read the directional part of a TACAN, which uses a different method than VOR to generate radials. Therefore, when you tune in 110X in the C-101EB you get both direction (radial) and distance since it reads the TACAN part of the VORTAC. When you tune in 116.3 MHz with the VOR equipment you get the VOR part of the VORTAC and therefore you get directional indication, but you don't get distance since there is no DME receiver in the C-101. Unless you have 110X tuned in, of course. In the C-101CC there is a VOR receiver and a DME receiver, though no TACAN receiver. When you tune 116.3 MHz in the C-101CC you get both directional indication (from the VOR part of the VORTAC) and DME indication (from the TACAN part of the VORTAC), since, as said above, a DME receiver is compatible with a TACAN DME part and able to get distance reading out of it. Hope it's all clear now :)

You will see a mismatch over time between front and rear cockpit trim indication when flying multicrew online, since multicrew is still WIP. But not offline.

A good appearance is important, but there are other issues with higher priority.

Finishing engine sound (exterior and cockpit). Finishing multicrew (some systems are still pending to synchronise). Resolve pending miscellaneous bugs. After that C-101 will be complete and we'll set it as Release version.

Gracias Werewolf.

Gracias ManOWar. Conseguir este nivel de sonidos requiere un gran esfuerzo de edición y programación, aparte de gestionar y llevar a cabo la grabación del sonido. Por eso agradecemos especialmente el reconocimiento de los usuarios. No sólo en este caso, sino en el desarrollo en general del módulo, detrás del cual hay incalculables horas de trabajo por parte de los programadores, artistas gráficos y demás personal.

Estimados amigos: La siguiente Open Beta de DCS incluirá el nuevo sonido de motor para nuestro DCS: C-101. Está todavía en desarrollo, aunque lo mejoraremos en siguientes actualizaciones. Estamos seguros de que lo vais a disfrutar. ¡Feliz Navidad!

Dear friends: Next DCS Open Beta will include new engine sound for our DCS: C-101. It is still W.I.P., though we will improve it in following updates. We are sure you will enjoy it. Merry Christmas!

No, we don't have it sorry. There's not such plot even in the real aircraft manual, so it wouldn't be possible to compare with real performance if we did one.

What causes stress on a wing is lift mainly, which causes a big torsion moment on the wing root, the higher the higher the weight on the fuselage. To compensate that, you put fuel on the wings and ordnance in militar airplanes helps as well. That order is what the manual says.

When selecting more than one pylon, bombs will be released in pairs, first from inboard pylons, then from outboard ones. This functionality is WIP, how it is right now you must select only two symmetrical pylons.

That instrument is not installed in the real aircraft. In any case, you would rather need TAT indication once in the air.

Ripple is used with BDU-33 bombs, launched from TER (Triple Ejector Rack). Already commented in this thread: https://forums.eagle.ru/showthread.php?t=231309&highlight=Ripple&page=2

Changing weather conditions in the mission from thunderstorm to rain, those ice accretion issues can be avoided since anti-ice system will be able to cope with ice accretion rate. I'll probably edit the mission and save the old one as extremely hard landing. Any feedback welcome.

That mission is a really hard one, probably the name should be "extremely hard" instead of "hard". Anytime you fly into a thunderstorm you accumulate huge amounts of ice that the anti-ice system is not able to cope with. There is anti-ice for engine, pitot tube and static ports, but icing generates at higher rate than it dissipates. Therefore, try to land ASAP. The thing is that, right now, DCS presents the same weather for any area you are flying in, so if you place thunderstorms in the mission editor, you will always be flying inside a thunderstorm. As you can imagine that is not good at all, no sane pilot should enter a thunderstorm on purpose. Treat the mission as if you were inside one. Land immediately, set engine anti-ice and pitot heat, as well as ignition continuous. Avoid rapid throttle movements, be very careful using the throttle and, the sooner you land the higher probabilities of survival you'll have. Take also into account that ice accretion in pitot tube is at higher rate than in static port. You'll probably lose airspeed indication during the approach, while altimeter will keep working for longer time.

That sound issue will disappear when we release new engine sound, which shouldn't take long. Probably one or two weeks.

Did you make a repair as said in previous post?

Gear: Unable to reproduce. Be sure you enter front cockpit first and then join rear cockpit. This a DCS issue. There's nothing we can do about it. It could also be that you exceeded maximum gear extension or retraction speed. Sounds: Unable to reproduce. Be aware that trimming produces a "beep" sound, unless TONO TRIM C/B (trim tone breaker) is out.

We have ice accretion implemented in our simulation. This will happen when the a/c is exposed to icing conditions (temperatures, OAT or TAT during flight, lower than 10 ºC and present moisture). If you are flying for long time at a TAT a bit lower than 10 ºC without anti-ice on, ice will accumulate in the engine fan blades, which can cause an engine stall or flameout. You'll have to be careful with the throttle avoiding abrupt power changes, if you are careful you'll be able to continue the flight. If you switch on the engine anti-ice switch, ice will disappear after a while. At very low temperatures, ice will accumulate rapidly and the icing symptoms will appear in the engine in a few minutes. Always, when under icing conditions, you should switch on engine anti-ice and ignition continuous.

That is obviously not OK. We'll have to take a look at it, thanks for the report.