Flamin_Squirrel

Hello, I have issues moving the camera in F2 view in (so far as I've noticed) the A10 and the Hind. I have just about every other module and they're all fine. It seems like a controls conflict (I get some movement, but it's moves right back like it's fighting against something), but here's where it gets weird: In the Hind, I find the issue can be fixed if I move into the gunner cockpit. From then on it's fine until I either respawn (MP) or start a new mission (SP). In the A10 there doesn't seem to be a fix. Does anyone have any ideas?

The Hornet and Viper are good examples, but this applies to other aircraft too... The Hornet radar elevation control is relative. The Viper radar elevation control is absolute. Depending on each users hardware, a physical axis control will work well for one or the other ( e.g. I have the Winwing throttle with a spring loaded to centre elevation control which works great for the Hornet, but not so much for the Viper). Could we have an option, maybe under the special options tab, where we can change from one form of control to the other? Thanks.

I have the Winwing throttle, where the radar elevation control is spring loaded to return to centre. This works great for the Hornet of course, as elevation control in the Hornet is relative. The Viper elevation control in DCS is absolute; this is of course correct as per the real aircraft, but makes using the Winwing elevation control difficult. Is there any way (e.g. lua or cfg file trickery) that can be used to alter the behaviour? Thanks.

Oh, and not sure about Win 11 insider. I don't know much about it, and I've not signed up for it.

Hi @silverdevil Regarding Winwing, I can only see the throttle in the SimApp pro software, not the start panel, so that matches what can be seen in windows Game Controllers. What's more strange is the Virpil stuff. I've never had a device show in the VPC software but not in Windows. Weird.

I gave those steps a go, but unfortunately it didn't make a difference. Thanks for the reply anyway.

Hi all, I've just replaced my PC (where everything was working fine) with a new one, running Windows 11. All of my peripherals are showing fine as devices but most aren't appearing in the list of Game Controllers. I have the following peripherals: Virpil MT-50 stick Virpil collective MFG Crosswind pedals Winwing throttle Winwing startup panel Saitek throttle quadrant Only the MFG Pedals and Winwing throttle show as controllers. Strange that the Winwing throttle will show, but the startup panel will not. Also strange that my Virpil controls show in the VPC software, but not in Game Controllers. I've updated firmware to the latest versions where applicable. Not sure if this is a windows 11 issue? The only other thing I can think of is possibly a USB issue. I've tried plugging directly into the back of the PC using different USB ports, again making no difference. Any help appreciated.

INTR WING - (internal wing) transfers fuel to the fuselage tanks when in NORM, and prevents transfer from the wing tanks (or to the tanks when refuelling) with the switch set to INHIBIT. My understanding is that this would likely be used to manage a wing fuel leak, from battle damage or other. Probably of limited use in DCS. "EXT TANKS WING" and "EXT TANKS CTR" External tanks will automatically transfer fuel unless: weight is on wheels, or the refuelling probe is out. Use STOP to prevent fuel from transferring from external tanks, or to stop them being filled during refuelling. Use ORIDE to force fuel to transfer when it would otherwise be inhibited (i.e. weight on wheels, or probe out). Scenarios when you might want to use these switches: You have 3 external tanks, and want to use fuel from the wing external tanks first, perhaps so you can jettison them. You could set "EXT TANKS CTR" to STOP, to prevent the centre tank draining, so that fuel is used from the wing external tanks first. You'd then set this back to NORM once the wing tanks are empty. You need to extend the refuelling probe (maybe you have an impending hydraulic problem) for the remainder of the flight, but still have fuel in the external tanks that you need to get at. The fuel won't transfer in NORM, so you can use ORIDE to force it to transfer. Again, probably of limited use in DCS. In short, unless you have some sort of abnormal situation you need to deal with, these switches are 99.9% of the time are going to be left in NORM; but at least this should provide some background understanding of their function.

How so, VRS? If so, make shall approaches, and approach INTO THE WIND! It makes things so much easier. I think many sim pilots forget about/don't realise the importance of this, but it really does help.

Sloppy technique! Try taking-off into wind, and accelerate in ground effect until you've gained some airspeed, and you should be fine with high temps!

Got a track? I expect there are things you can do to make things easier for yourself.

That's because it basically is the same as from a P-47!

To be sure of zero slip you really need an aerodynamic indicator, like a yaw vane or even a bit of string tied to the canopy. For the ball to work perfectly, there has to be symmetrical thrust / drag - which of course helicopters don't have. See example below: string centred in forward flight, ball is deflected left slightly.

I'm aware of all of that. That was my point.

Try moving the master volume knob away from "MIN". Shouldn't work, but seems to.

You might be right. Lots of forces at play. Just doesn't seem intuitively right to me that it can be, level, constant heading, ball in the middle, and be in trim if it's not heading straight ahead.

Shouldn't the FPM (in a zero wind condition) by definition be straight ahead for there to be zero aerodynamic slip? As you point out in the first paragraph, the ball is perfect when you've got symmetric thrust/drag, but helicopters don't. I suspect the reason the ball is still used is because while not perfect, it's a very simple device, and it's close enough (and the FPM can't be used as it's influenced by wind).

Not in power hydraulic systems they're not - they're always (at least I'm yet to encounter an exception) positive displacement. Aircraft usually use piston pumps too, which vary volume to provide constant pressure, meaning pump output can compensate for changes in RPM (within reason).

It is possible to recover if you load the rotor by pulling back on the cyclic. Not easy though (especially if you're trimmed forward) I'll give you that.

Based on what bradmick's said it's likely excessive rotor drag that's the only thing wrong. So while the speed at which rotor RPM drops may reduce, the result of you letting it drop will not. Therefore you shouldn't concern yourself about losing power/hydraulics - it's a red herring.

Don't let the nose drop. Pulling back on the cyclic will load the rotor bring RPM back up. Turning works too, but increases descent rate, so less ideal. It's not easy though that's for sure.

I think you might be underestimating the importance of keeping rotor RPM up - 75% is extremely low. It's also necessary for hydraulics, it prevents the rotor blades from coning up/bending, and most importantly without it you won't be able to arrest your descent at the end of the auto anyway. Lowering the collective in the event of power loss must be IMMEDIATE. If you let rotor RPM drop below 90% you're probably too slow.

The Apache does seem a little squirrely - but hovering is unlikely to ever be easy for newcomers in their first heli and will always take practice. "Just git gud" is a blunt way of saying there aren't any short cuts, which is true to an extent. That said, there are tips that can help. Probably the best one is understanding that maintaining the attitude of the helicopter is key. To be able to hover means your eyes have to be very sensitive to detecting correcting changes in the helicopter's attitude. Find a wide flat area, lift off the ground and try to hold an attitude. If you start to drift don't panic, just readjust the attitude a little to try and correct and hold it again. See what happens, and repeat. AVOID LARGE CORRECTIONS!

Fair enough! I find it distracting during the day, but I like the idea of using it at night. The slave trick is indeed handy. Question though, I'd assumed having the PMD as ACQ would have been more important for coordination? Guess it depends on the scenario?

Not talking about removing IHADS completely, just the TADS overlay.