Chops

Matt - will you please translate your update? The way I read it is as follows: The F-15C and Su-27 will be released later this year with AFM's, which would be comparable in quality to the existing Su-25T. They will not have mouse-clickable cockpits or advanced cockpit systems. At some point down the road the F-15C and Su-27 will be updated to DCS A-10C quality. Is my understanding of your 5-7-13 update correct?

Much appreciation to Matt, and to all the guys and gals in Minsk and Moscow. You have created an amazing product. I also appreciate your frequent updates as well as listening to your recent interviews Matt. Thanks again Team.

When starting DCS World the autoupdater does not update. On the main DCS screen in the News section it says that a new update is available. I exited DCS World and tried running the autoupdate .exe manually and it still did not update. I imagine the developers are still finishing up the autoupdater and that it will be ready to go later today.

The CDU resetting after landing is not a bug. That is how the real system works. This was implemented a few patches ago if I remember correctly.

Check out page 206 of the DCS A-10C Manual; thousands of feet MSL

Is there a way to stop the camera jiggle in F2 external view? The camera zooms in and out, and moves around on its own. LShift + J which is how camera jiggle is mapped in my Options settings, does not stop the camera movement.

In the U.S., ATIS wind direction is given in magnetic and is the directiion the wind is coming from. See the Aeronautical Information Manual (AIM) 4-1-13. Wind direction given by the Tower controller is also magnetic, and velocity is in knots. AIM 4-3-6 METAR and TAF wind directions are given in reference to True North. In Aviation wind is always given From (direction the wind is coming from). Not sure how DCS has this implemented. The ATC system in DCS definitely needs work, and will be especially important when the Nevada map comes out. Seems to me that they willl need to implement a U.S. ATC system which will include appropriate alimeter settings and wind in knots, etc... In the DCS Mission Editor, the wind selection is backwards. For example, if you enter 090 the wind will actually be coming from 270.

I have to echo what Echo38 has said. Differential brakes do not work in this sim like they do in real aircraft that I have flown, which makes taxiing in the sim difficult. I find that I have to use quite a bit of power to get around tight corners, because the application of differential braking brings the aircraft to a stop. Watching videos of real P-51's shows that something is off in the simulation, regarding taxiing in DCS P-51.

Yo-Yo, So why, when apparently operating the Mustang within normal parameters at max continuous is the engine seizing on a regular basis? The debrief screen really needs to be expanded to include more detail. "Engine Shutdown" is not suffiecient and is really useless. We know the engine shutdown. How about giving detail as to why the engine shutdown? You guys are obviously modeling various engine parameters so wouldn't it be possible to include this information for the pilot?

Two more flights last night. I was doing full power takeoffs and then reducing power to max continuous (MP 46" and 2700 RPM) around 500' - 1000' agl. After flying for about 10 minutes or so with altitudes below 10,000' msl my engine would seize up. No engine instrument indications of a problem. Only carb temp out of the green (does this instrument work by the way, and if so should it be reading in the green during normal operation?) In the attached .trk the engine quits around 8:02 am. Emergency Landing.zip

Thanks for the track, however, it did not play back correctly. In the replay your plane taxi's into the grass, takes off, and promptly crashes. I did notice one thing in your startup procedure - you turned on pitot heat on the ramp. Pitot heat is typically turned on during the Lineup Check immediately before taxiing onto the runway for takeoff. Turning it on, on the ramp, can burn out the system typically unless it is a cold winter day.

Yo-Yo Thanks! I just made some edits to my post, so please re-read.

I had my engine seize up as well on a flight from Vaziani over to Batumi. I followed the valleys and the edge of the mountains, not a straight line flight plan. As I was flying over the ocean near Batumi setting up for my approach, the engine started running roughly for about a minute or so, before stopping completely (prop stopped, no windmilling). All of my engine instruments were in the green and had been throughout the flight, with the exception of carb temp which showed about -10 C. I was flying at 10,000 ft MSL during most of the flight, and had started my descent when the engine quit. I was using max continuous. Approximately MP 45-46", RPM 2700. During the flight when I noticed the carb temp below the green arc, I moved ram air control to unrammed, and the hot air control to hot. This did not affect the carb temp. My understanding is that the hot air control being moved to hot would affect the fuel air mixture in the carb. However, this should not cause the engine to seize up. Tracks are not replaying correctly in this version 1.2.1.6288, so no track posted.

This is from the LockOn Flaming Cliffs 2 Manual - 8-2: The MPS-410 "Omul" Active ECM Pod The MPS-410 "Omul" ECM is design to counter modern and prospective threats, and is currently at the prototype stage of development. The Su-25T and Su-25TM aircraft further include a flashing "Sukhogruz" IR jammer mounted at the base of the tail fin above the engine exhausts, to confuse the tracking of conical-scan infrared homing (IRH) missile seekers. This equipment can be activated during a mission by pressing [LShift-E].

Druid, It does help, thanks! I have been trying all kinds of different workarounds, and looked at your mission in the mission editor and duplicated how you went about it with the trigger rules, etc.. and it still did not work. Maybe the elevation difference is due meters vs. feet. I use feet and knots. Oh yeah, I was watching the altitude when the landing helo started its landing sequence, and that is how I came up with the altitude. The CH47 has kind of a long approach landing sequence. Guess all that was unnecessary. So good to know its a bug, and not something I have been doing wrong.

Druid, I followed your instructions, but apparently did not get it right. Here is the file if you have time to take a look - GC Training Mission2.miz

Druid, Thanks for your help and information. I was able to get Follow to work: I had a UH-1 and a CH47D both set to ramp start. I gave the CH47 a series of waypoints. I also gave the UH-1 two way points. The first waypoint I gave an orbit command and the second waypoint I gave the follow command. I had the timing set for the second waypoint so that both helicopters would be in the air in close proximity at waypoint two. The UH-1 then followed the CH47. I had the CH47 set to land at waypoint 5 along its route, and then takeoff again after one minute on the ground. The UH-1 follows to waypoint 5, but as soon as the CH47 starts to land, the UH-1 returns to base. Is there anyway to get the UH-1 to resume the follow command once the CH47 takesoff again and continues on its route?

The Follow command is buggy too for helicopters. I have been trying to get a UH-1 to follow a CH47 with both set to ramp start, which does not work. I also tried giving the UH-1 one waypoint with an orbit command and the follow command which does not work either. The CH47 takes longer to start up than the UH-1, hence the waypoint and orbit command. My mission file is attached: GC Training Mission.miz

I have been trying to get the Follow command to work in the Mission Editor without success. I searched the A-10C GUI Manual but it doesn't explain this command, and also searched this forum. Can someone please point me to the documentation or explain how to use this command? I am trying to get a UH-1 to follow a CH47-D. Both aircraft are located at the same airport and are set to ramp start.

Could I please have some official clarification from ED on the install procedure? I currently have BS 2 Upgrade 1.2.0 installed in DCS World 1.2.0 I am going to uninstall DCS World 1.2.0 and install the new 1.2.1 version. I have downloaded the BS 2 Upgrade 1.2.1 module which I will install into DCS World 1.2.1. Will I need to install BS 1 first on my harddrive prior to installing the latest BS 2 upgrade module in order to have it activated?

I have searched through the forums but did not see the following mentioned: It would be very helpful to have a chronological listing of any random failures that occur during a flight presented in the Debrief at the end of a mission. Often it is difficult to determine exactly what systems have failed and when. Being able to see what actually went wrong at the end of a mission would help in learning the aircraft systems and help one in future troubleshooting. A key toggle that can be used during a flight to see and confirm the failures would also be quite helpful. This could possibly be set in the options with an Easy and Realistic mode, determing whether or not one could access this information during the flight. Additionally, damage from hostile and friendly fire could also be listed in a separate category, with damage caused by the pilot also listed.

This may help - http://lockon.co.uk/flaming_cliffs_2/training/Su-25T.php#intro1

I have enjoyed reading the 2 Developer Notes that have been posted. Are any more in the works? After reading through various information on the P-51D including the Developer Notes, I am still not clear on where exactly the Throttle Valve is located in relation to the induction system, ram air, carburetor, etc... Do you have a diagram available that shows this? Is a venturi used in this system to meter fuel? I have not seen it on any of the diagrams.

Yeah, where is Chief (paulrkiii) when you need him?

I have noticed a discrepancy regarding using the Primer Switch in the engine start-up procedures, as listed in the DCS Quickstart Guide, the DCS Flight Manual, as explained in the DCS in-game Tutorial, when compared to the Real P-51D Pilot Handbook. The DCS Flight Manual on Pg. 73 states the following: - Primer Switch. The Primer switch is used to prime the engine with fuel. The switch is spring-loaded and needs to be held in the ON (up) position to execute a prime. When the primer switch is held ON, fuel passes to the primer lines and into the induction manifold. Usually 3 or 4 seconds are sufficient to prime a cold engine. One second is usually sufficient for a warm engine. The engine should be primed only when it is turning over. However, the DCS Flight Manual Pg. 124-125, describes the start-up as listed below: - Prime the engine three to four seconds if it is cold, one if hot. - Raise the starter switch cover and hold switch at START. - As the engine starts, move the mixture control to RUN (AUTO RICH on earlier aircraft). If the engine fails to take hold after several revolutions, give it one second’s more prime. The real P-51D Pilot’s Flight Handbook (Pg. 12 and 34) - also states that the Primer Switch should only be used while the engine is turning over. Some other interesting notes from the real P-51D Handbook are that – - Battery Power should be used for emergency use only; ground power should be used - Ground Crew should pull prop through several revolutions prior to start - Hold starter switch on and then ignition switch should be set to both only after six prop blades have passed I also watched a DVD called P-51 Mustang which is part of the Roaring Glory Warbirds series, and the pilot in the video basically describes needing three hands to start the Mustang. So, it seems that the correct start-up procedure is to engage the Starter Switch, then simultaneously hold up the Primer Switch, followed by Mixture rich.