ouPhrontis

Similar issue, I have the MiG-21 (and others), but that's on hold whilst I have been circuit bashing the Harrier, just when I start to move onto something else a feature is added to the Harrier and come back. I think that one could actually stick to just one airframe and if you're going into serious study depth; that'll be more than enough, let alone three. So currently coupling circuit bashing with Tacview self-debrief on how to square away parts where I've become lazy/rusty.

Indeed, ONCs have more granular height map detail, some specific ONCs were supposedly classified at one time, whether that's still the case or not; I don't know. So ONCs for DCS really fit, in my opinion, as it's all zipping about at the height of a camel's arse. It's a safety thing to keep all that public, too; no-one would wish to take responsibility for the loss of life if someone strayed into <foo> and had no, or incorrect height data.

They run concurrently, or at least my understanding of it from a programming aspect is that it's this way, so when features are considered stable they find their way into the stable branch, those that wish to test new features (that may never make it into stable) can choose to do so, but as with any piece of software running two public branches like this; be it on your head if things break, it is to be expected.

There's more than likely an entire thread on it or five, somewhere, but that sort of thing would be nice to have the weather grabbed from a METAR and updated in-game, so one could envisage leaving the deck in CAVOK to come back in IMC.

Yes, they're way out of date, though of course with charts you could account for declination, but there's no accounting for runway changes and so forth. These are unlikely to have been classified to begin with, plus they omit important airspace restrictions etc, they're intended for low-level operations.

I believe that mechanic is already in place, at least the Tarawa pitches and rolls, though you do skate about the deck when it's rough.

Or if you prefer ONCs; ONC H-6 https://legacy.lib.utexas.edu/maps/middle_east_and_asia/txu-pclmaps-oclc-8322829_h_6.jpg ONC H-7 https://legacy.lib.utexas.edu/maps/middle_east_and_asia/txu-pclmaps-oclc-8322829_h_7.jpg ONC J-7 https://legacy.lib.utexas.edu/maps/onc/txu-pclmaps-oclc-8322829_j_7.jpg

Indeed, this is known as the hold-off for the curious, this is what will aid you in preventing a bounce, with the throttle pulled to idle keep trying to fly the aircraft a little above the airfield, keep it held-off as long as you can, you'll notice that you'll need subtly more and more back-stick and then she'll settle when she's ready.

Hope this isn't on too much of a tangent, but regarding such things; having no way of seeing what the opposing side (or even any side) have selected might make things a little more... interesting, as currently one can make semi-informed decisions about whether to pick this or that airframe, or this or that airfield/FARP based on what the opposition are flying.

Superb, that to me is what it's all about. Thank you for sharing this.

Not so much trim, though that'll certainly help, here's a relevant part of the Flight Manual; 2.16.2.2 AFC Mode -- AFC and ALT HOLD Switches Engaged The ALT HOLD switch permits selection of altitude hold in place pitch attitude hold in the AFC mode. The AFC switch must be engaged in order for the ALT HOLD switch to be engaged. In addition, the airspeed must be greater than 160 knots and the climb or descent rate must be less than 2,000 feet per minute for the ALT HOLD switch to be engaged. Altitude hold may be manually disengaged by “clicking” the pitch manual trim button as well as by turning the panel switch off. The operation of the roll attitude hold, heading hold and automatic pitch and roll trim is identical that with the AFC switch only engaged. If either the pitch attitude limits of ±30° or the roll attitude limits of ±60° are exceeded, the ALT HOLD switch will be disengaged and reversion to the AFC mode without altitude hold will occur. The ALT HOLD and AFC switches will also disengage if the displayed AOA exceeds +16° ±1°. Altitude hold is also monitored by logic which will disengage the ALT HOLD switch and revert to AFC without altitude hold if any of the following events occur: The altitude hold does not lock on to an altitude reference within ±250 feet following manual engagement of the trim switch or following interruption of altitude hold by longitudinal stick forces exceeding 1 pound. An altitude reference is established when the altitude rate is driven below 500 feet per minute by the altitude hold synchronization. An excursion in altitude which differs by more than ±250 feet from the altitude reference. The altitude changes due to stick or trim inputs by a cumulative total of more than ±250 feet following establishment of an altitude reference. The altitude rate exceeds 2,000 feet per minute or the airspeed falls below 160 knots.

Yeah I just threw the manual quote in there in-case of an INS switch oversight or other. I think others have had binds issues too, I recall reading a hackish fix of removing the binds to default and then rebinding them, YMMV.

"The AFC switch must be engaged with the INS switch in NAV or IFA in order to engage the ALT HOLD switch." It works at my end, on 2.5.2*

...and that is a large JDAM. The fiery part of the detonation is very brief, so I think it's just about right; of course it'll depend on the munition type dropped.

Well as it turns out, observation fail on my part.

If one feels it's really absolutely necessary to wipe the drive and reinstall Win to its initial state, on a regular basis†; then I could save you some time. Format the drive and reinstall Win. Install the service packages and updates, restart however many times. Recheck for any required updates - restart if prompted. Win is great like that. Clone the drive, I recommend Clonezilla.‡ So now, when you feel the need to bring Win back to a raw state, you can do a 'bare-metal' restore, which will run through like a Mig-21 on reheat, compared to a regular reinstall of Win the conventional way§. †Arguments aside for how well this works. ‡Clone the drive when there's nothing but the up to date Windows and nothing more installed. §You will still need to recheck for updates after restoring a cloned drive, as it will be minus any updates that were pushed out my MS, post the date you cloned the drive. -- edit -- I should also add; that you can clone a drive at any point, so you could install DCS World, all the modules and then clone it, mitigating the need to redownload it all.

Yes, that seemed odd too, I think that perhaps the figure I got for NTTR may have been the overall size, including the low fidelity coverage. As each region could be considered to have two sets of coverage dimensions.

I understand - and was told by one admin - that this is related to how Open Beta differs in it's RAM usage, so server admins migrated to it for that. As to whether this still stands, that perhaps stable had this change merged into it; I don't know.

IL-2 is very simplistic in what's happening overall - compared to DCS - the models of the cockpits and terrain is rather crude in comparison to DCS, especially when compared to high-fidelity modules, there's also a lot happening behind the scenes with the flight model, flight computers and so forth, so I feel that's an unfair comparison. As to what constitutes a very low frame-rate, I'd hesitate to say that 40 FPS is very low, it may be low relative to the frame-rates enjoyed on other titles, particularly with a 1080 Ti. I'm not saying that there may be room for improvement on how the CPU is utilized, but subjectively I find if I can maintain =>40 FPS that this is very playable indeed, 75 FPS is very good and not to be scoffed at. Perhaps a fair comparison could be made of flight simulators such as FSX, or P3D, the former of which also suffered (perhaps even to a greater extent) with not making full use of multi-core CPUs, P3D; I've never owned. Could you post the full settings you're using in DCS?

I'd fly over that. I think this would be rather straightforward, too; assuming that the plane for all maps is infinite.

Oh whoops, I do beg your pardon, I just had that in mind from seeing others ask how much drive space to expect to be eaten. NTTR 605 x 605 km Normandy 267 x 348 km Strait of Hormuz 550 by 550 km Georgia 500 x 500 km* *this one I did a little googling and got that from a forum post, not sure how accurate. As for the top two I got those from an ED tester's post in a thread, which was below someone stating the size of SoH, which was not contested.

Georgia 14.8 GB (15,952,080,896 bytes) NTTR 33.8 GB (36,381,687,808 bytes) Strait of Hormuz 22.3 GB (24,038,408,192 bytes) The latter likely to get bigger as airports, airbases and so on are added.

Memory usage can be misleading, as some memory may appear to be used, but is instead reserved, and it will be given up if needed by another process. Also, unused RAM is wasted RAM.

Not trimming is negative training for me, flying actual aircraft; always trim, especially in the circuit. It is especially important during the descent/landing phase, the turn onto finals for example; you're maintaining lookout for other aircraft that may be on long finals and not on comm's, it only takes a second looking out to your left/right for the nose to drop a little if you're not trim.

You should be at an appropriate height into the circuit, say 1200ft, or 1500ft and trim, preferably entering it before downwind, conduct your landing checks on downwind, this includes drop flaps and U/C, be at say around 150mph for that, retrim, turn onto base when the threshold is around 45 degrees behind your wingtip, then on base start your descent, trim the aircraft once established in the desired descent, always trim the aircraft, whether you're in a steady climb, steady descent, or straight and level, it'll reduce your workload and prevent hunting, or PIOs, turn finals, adjust your approach speed for say around 110-120mph, and trim, as you lose sight of the numbers begin to bring the throttle back to idle and and gently ease the stick back a little to hold-off from landing, let the aircraft settle on its own, once on the ground stick eased full-back and let the aircraft slow on its own, only used the brakes once you can look out the side and envisage say a run/sprinting speed. You'll get used to the sight-picture of the airfield when it's right, too low? Throttle up a little and adjust the pitch to maintain the desired approach speed, too high? Throttle back and let the nose come down a bit to maintain the desired approach speed, do not nose down to make the runway, you'll speed up and use up the runway.