Talonx1

Also part of bugged radar elevation controls. I havent seen it remain stuck at upper and lower limits but I have seen it get jammed there for quite a few seconds due to the erratic and laggy control of elevation we’re currently experiencing.

Checklist will show you stabilizer (pitch) trim. For yaw or roll trim you’ll have to check the fcs page. If you press and hold T/O trim it will reset all trim inputs. I find I have to do this after using roll trim when dealing with asymetrical loads otherwise I can never quite get it centered again. It does take time though if flaps are up because trim responds more slowly in that configuration. Flaps down it should work more quickly. You can verify it by watching your control surface inputs on the fcs page. Roll trim is pretty hard to spot flaps up because even when trimmed just a little you can see the plane rolling but the asymetry on the fcs page wont reflect a numerical difference till youve reached a high level of trim (roll). Pitch (stab) trim is pretty easy to spot ussually. Also, the control input display (right CTL Enter) will show you stab trim in a visual format but from what I’ve seen does not show yaw or roll trim.

If you’d like a simple version of startup I could make you a quick video in a bit or provide you with a simplified start procedure.

Check the bugs thread. This has been brought up repeatedly. In summary, if you do anything to effect the comm 1 / comm 2 volume knobs before engine start you can cause the radios to glitch. This includes using autostart and using the option to sync controls to hotas if you have the volume knobs mapped to a hotas control. Manual start is quite easy so I would recommend learning to do it. You dont need to do a lot of the preflight checks so some start lists may look more complicated than they really need to be. (Just to touch all bases though, make sure you are holding the enter key for a moment when entering inputs. Sometimes even if things are working fine pressing and releasing the ENT button too quickly can cause it to fail)

Back to original post, to answer your question “is it ok?” Thats subjective. Can you live through it in DCS? Youve already answered that for yourself so is it OK in regards to what? Would any real pilot being doing it unless it was required for emergency? No. Are you in a wing/squadron that tries to replicate real world procedures? If no then knock yourself out. If yes then do what they expect of you. IMO just learn to do it properly. Its worth it and if ED update the damage model to reflect damage from improper landing procedures you’ll be glad you did.

Dont forget max trap weight is 33k. Over that and you should be dumping fuel. The plane really does feel squirrely above proper weight and will want to drop even faster.

And DAGNABBIT mod, stop marking things “fixed” or “not a bug” that arent fixed and do include bugs you trigger happy bugger.

To what degree they “can” giggity your knobs I dunno. Just that anything that does so on its own causes disfunctional performance. :joystick:

Any action that effects comm volume knobs before engine startup borks the ability to program new frequencies. This includes auto start sequence and mapping the knobs to hotas knobs and syncing controls to hotas at mission start. Last time I made a thread about it a mod marked it “fixed” when it most certainly is not nor has it been listed in any location as coming in a future patch. The fact that manual settings appear to overwrite every single preset frequency is a seperate issue which i “think” may have been acknowledged at some point but still hasnt been fixed.

https://forums.eagle.ru/showthread.php?t=215106 Tons of videos and tips on carrier landings. Search around forums and youtube.

Are you saying that even after advancing the individual engine throttles to idle during start procedures that they still wont move after both engines are properly started and running? I had an x52 before before upgrading to an x56 and dont think I had this problem. Are these your procedures... Make sure throttle (x52) is all the way back. Turn on battery Turn on APU, wait for green Move engine crank to Right position, wait for 25% Press (by default) Right shift and Home to advance right engine to idle, wait for engine to stabilize Move engine crank to Left position, wait for 25% Press Right Alt and Home to advance left engine to idle, wait for engine to stabilize Then after both engines are online and stable try moving throttle from lowest position using x52. What throttle axis’ are mapped to the throttle?

You also dont need to press f12 to exit comms menu. Just press the comms key again. No point using redundant keys.

What he said. What we've found is that anything that effects the volume knobs before engine startup will cause difficulties in getting channels to program. This includes mapping the volume knobs to a hotas control and enabling "sync to hotas controls" on load and using autostart which resets the knobs to zero.

If you are pulling back on the stick then you dont actually have the VV trimmed to the E. You are replacing trim w stick input. If you are still pulling back on the stick after applying trim to keep it in the bracket then you need more nose up trim. So ease off the stick as you apply more nose up (pitch up) trim. If after letting go of the stick the VV climbs above the E you have too much trim. Counter with nose down trime but DONT try to push it back with the stick unless you absolutely have to to avoid crashing. If when you let go of the stick the VV drops below the E add pitch up trim but again dont go yanking on the stick again unless youre about to eat waves. As long youre remotely close to trimmed and around 800ft when you startvthe downwind then you have plenty of time to steady up and use throttle to adjust your altitude. If you dont feel like you have enough time then extend farther out past he bow of the carrier before your flat break. SH will be trying to break right as they cross the bow but its perfectly acceptable when youre learning to extend as far as 4nm before the break and thatll give you loads of time on the down wind. Should be gradually reducing stick input as you apply trim. Once it is trimmed properly it will settle and stay in the E bracket. Your doing a few things at once. At around 130-140 kts the plane should have only a gradual climb or descent. So your watching your speed (just as a guidline, once in the ballpark youre flying in response to Vv movement and shouldnt be trying to base anything on an exact speed.) And youre watching how the VV is responding to throttle input. If throttle is too high then the VV will be trying to climb high over the horizon. If its too low it’ll be dropping below the horizon along with your altitude. If the VV is above the E you need to add nose down trim. If its below the E (WITHOUT applying stick pitch, you gotta let that thing go a little or you cant tell what you need to do) then you need to add nose up trim. The closer it gets to being attached to the middle of the bracket the more stable the plane will become. So youre trying to balance the VV’s movement in relation to the horizon via throttle and trying to attach the E bracket to the VV via trim. I think of it kinda like playing piano. Where youre reading one line of music and playing that with one hand while at the same time youre reading another line of music and playing it with the other. On the downwind those 2 things are altitude and matching up the E. Once you enter the final turn then the E bracket is already sorted and now with one eye youre watching your roll angle and adjusting with the stick and with the other eye at the same time youre watching the VV and making sure its not dropping too far below or rising above the horizon and controlling it with your throttle. If you take your eyes away from either one to focus too intently on the other then the plane can get away from you very easily. It actually helps me to not even let my eyes focus on one particular thing. Just a blank stare towards bottom left of my hud and watching the VV movement and roll movement without actually looking directly at or focusing on either of them. Once you level off in the grove thens its all about just using tiny bits of roll to stay on line and throttling to aim the VV up and down.

1. Make the flat break at 1:05. I prefer a steady 1.7-2.0 G as opposed to often prescribed G @ 1% of speed. I find it more consistent and I break around 1.5 nm off the bow. I find it a comfortable range to get on aoa on the downwind without rushing. 2. @ 1:20 I drop flaps, gear and apply a couple of second of nose up trim while still in the turn. This puts me close to trimmed up for on speed aoa as soon as I level off. After this point I no longer apply any pitch to the aircraft via the stick. All pitch/altitude changes are done via throttle. Can verify by control inputs and trim amount by watching the control input indicator on the bottom left. I make a few small trim adjustments to get the VV centered up in the E and a little course correction to establish proper offset from the BRC. Then steady up a little high and climbing just before the turn. 3.Enter the final turn @ 2:25. Through the turn I adjust roll a bit to try to come around in line with the deck and adjust throttle to keep my altitude ( VV ) right about where I need it to be. I like to go in a little high as its better to be high on approach than low. Safer and easier to correct. So you'll see me level off in the groove with a high ball and glide slope is adjusted the rest of the way in using throttle only. 4. Finish up with what I'd guess to be a fair, 3 wire trap. High at the start, A little left all the way in. Edit: Forgot to add. When entering the 2 g flat break I deploy full speed brake and leave it out till it auto retracts when flaps and gear are deployed. If you dont do this you wont make the turn in the same diameter and it’ll take so long to reach 250kts to drop gear and flaps that you’ll be in a rush to steady up on speed for aoa. Also that once I’m steady in the E bracket on the downwind I make no further trim adjustments. From there in the only flight inputs are roll and throttle. Not my best approach but literally just hopped into DCS, hit record, made a trap, edited and uploaded.

You shouldnt be trying to use trim to bring the nose up and down for actual flight changes. Once flaps and gear are down you should be applying trim to put the VV in the E bracket which sets your AoA. You can use pitch with the stick while doing this if you need to but only as a means of keeping the VV near the horizon while speed continues to come down and the plane comes under control of the throttle for altitude. Once the VV is near the E you should be ending all pitch input from the stick. Trim till the VV is in the center of the E bracket and then applying throttle will raise the E bracket and the VV (which is now essentially attached to it) and lowering power will drop the E and the VV. I really hate referring to it as VV as I think people confuse that sometimes as the stationary watermark which looks like a W. Make sure you understand the difference between the VV (velocity vector) and the watermark. For all intents and purposes the watermark can be ignored. Its important that you avoid moving the throttle to extremes. Going into AB or going all the way to idle will end up forcing you to chase steady flight and you'll be up and down like a roller coaster. Once you light afterburners the plane will start to accelerate and climb very rapidly and the only way to halt it will be a drastic reduction in power which will then cause the opposite as the plane rapidly sinks. Then you'll feel the need to go to AB again to respond to it. If you DO have to make a drastic throttle movement then you need to think ahead about CATCHING the inevitable response before it happens and dont fall into the trap of RESPONDING to whats happening. It helps me to literally imagine a ball falling as the speed drops. I dont want to wait for the ball to just slap into my hand all the way down at the floor. Once the ball is tossed up I instead raise my hand back up higher to meet the ball as it descends and gently lower my hand as the ball lands in it to cushion the catch and then gently increase it again to level. That pretty closely mirrors the movements of my throttle hand. Once its steady then all it takes is small movements up and down to point the VV where you want it. Always catching, never responding.

Last time I saw it happen I was just flying around w a wingman using the same loadout. We we’re around 10k feet I think. I got the warning and he didnt. Same fuel state, same altitude. I “think” we were using 2 wing tanks vs a centerline. No idea what triggered it and I havent seen it again.

Have experienced this aswell.

I meant what format for the DDS. By default my photoshop plugin sets DXT1 RGB 4bpp no alpha. I think I've found a format thats working though anyway.

Trying to make a version of this for my own but I'm pretty new to DCS skinning. What format should I be saving the DDS files in in order to preserve the proper mapping, alpha and colors?

trying to find info on the same thing right now.

What .LUA lines do I need in order to edit the interior canopy glass? I havent been able to find what I think is it in the example .lua for cockpit interior thats been shared already. I find the current texture a bit too pixelated and would like to add some reference lines for situational awareness. Also is it possible to increase the resolution/size of a texture or must it match the original? Because if the canopy texture is the one I think it is it's a very small low res file.

Hold right CTL while pressing Number pad / or *

Flaps. If flaps are up you probably should be leaving trim alone (hence the slow movement.) When flaps are down/half the FCS is open to input for trim and should adjust quickly.

Out of curiousity why not just have the lights stay on once its dark enough?