Vibora

It's in our bugs list. Txs.

Hi EinsteinEP. It's simulated as the real aircraft. That's how it works in the real aircraft. Try to bind it to a spring-loaded switch (like the real one) of your HOTAS if you can.

It's known. Key binding for dimmers and similar knobs doesn't work properly. Clickable cockpit works (mouse clicking). In the case of the ADF frequency selection, you have to use left mouse button plus scroll, right mouse button plus scroll or just scroll to rotate each of the knobs.

And... solved. Wait for net update.

Yes, it's something known. Will try to fix it. Thanks for your feedback.

Looking nice! Good job :)

Correct. If you exceed g limits on any a/c it gets grounded as you say. Breaking a wing is not easy at all, most probably happens after several events were g limits are exceeded without a proper maintenance. There is no record of a C-101 with a broken wing AFAIK.

Sorry for the typo. I was writing from my mobile. I'll investigate what conditions could make the wing break. But, once again, that should be a really extreme situation.

Hi Kontiuka :) I don't see how you could over-G the C-101. I mean, airplanes are able to support very high instantaneous g forces. Making the wing brake as soon as you exceed a certain g force isn't much realistic IMO. It shoukd be possible to accumulate airframe stress. I see it more realistic to not make the wing brake than making it brake if you exceed the g limit. It seems something to be discussed.

Real engine sounds are still WIP. We hope to have it done soon.

Último changelog de la Open Beta: DCS C-101 by AvioDev Improved buffet. It now vibrates depending not only in G load but also in AoA at high G loads.

Thank you very much Chuck. You really deserve a medal from us for your writing in recognition of our module. You have made a very deep study of the module which took you to discover many of the details and features of DCS C-101. Hats off to you.

Señores. Cierro este post para que no vaya a más el tema. Por incumplimiento de al menos las reglas 1.2 y 1.5, referentes al tratamiento con respeto y tolerancia entre miembros del foro y a las publicaciones fuera de lugar (off-topic) se toma la acción administrativa 3.1, descrito todo ello en las reglas de este foro. Saludos.

It was wrong before. The glide slope was captured too early and the FD was commanding to climb instead of keeping the altitude hold mode on.

Very nice tutorial Chuck. Congrats.

We don't like to give estimates, but it could be around 2 months. We need to complete, mainly, multicrew, plus also real sounds and some input issues, as well as resolve the existing bugs, which are not too important.

I don't know of any bug in glide slope, AFAIK all works perfectly, see the previous post, the glide slope capture mode activates when close to the glide slope. Before the GS is captured, the horizontal bar of the FD continues in ALT mode if it was previously activated (I recommend to do it that way, and of course, intercept the glide slope from below the glide). If you still see some issue please provide detailed info. Though I'm pretty much sure there's none with glide slope.

The NAV mode is used to intercept and follow a VOR radial (navigate towards or from a VOR station). This can be also called VOR mode. It can also be used to make a LOC (localizer) approach, when the GS (glide slope) signal has failed or is simply missing. BTW, you can practice this with our module, failing the GS signal in the ME failures section. The VOR APR mode is used to perform a VOR approach. A VOR approach is a type of non-precision approach that can be used in IFR conditions at certain airports when, for example, there is no ILS available. The mode operates in an identical way to the VOR mode (NAV mode) but with optimized gain, which provides more precision for the VOR approach. The BC (Back Course) mode is used when making a BC approach. A BC approach is a type of non-precision approach that uses the back beam of the ILS localizer signal. For example, when there is no ILS for one of the runway directions you can use this type of approach, since all ILS localizer antenna array radiate not only the frontal beam, but a back beam also, of course with lower intensity and lower precision probably. Obviously, to make such a type of approach the corresponding IAL chart has to be published by the country’s civil aviation authority. APR mode is used to make an ILS approach, that is, full ILS with both LOC and GS signals operative. If the GS signal is inexistent or inoperative, you can make a LOC approach and use then the NAV mode of the FD, as described in first paragraph. See the attached pdf for further explanation. Explanation of some of the C-101CC FD modes.pdf

Happy to see you happy :P

:thumbup:

It's WIP.

Thank you Fang :)

This is explained in several other posts in this C-101 section. Speed brake switch depressed = trim working.

Will add it to our to-do list.

You can start up and fly from rear cockpit. Electrical system works, as well as fuel system in general ,except some details like ext. wing pumps which do not work yet. Starter, ignition, work... all needed basically to start up. Flight controls, speed brake, trim, flaps work, so you can control the a/c from rear cockpit. Main flight instruments as well as engine instruments work. For further details, see our changelogs, but nothing too useful for you, except maybe engine anti-ice if you fly in icing conditions. Some pushbuttons like engine computer.