GTFreeFlyer

If you try using multiple hydraulic systems at the same time, the gear will hang up occasionally. For example, if you drop your flaps too early and they have trouble extending, the pressure isn’t available to push the gear down. Try dropping the gear first, and confirm they are fully down before extending the flaps.

That's what I thought too, but the trim is isolated from the elevator axis. So, with the trim being backwards, I had to invert the elevator axis in Moza, and that made the trim and elevator work in the same direction. However, as expected, things were now backwards in DCS, and pulling the elevator sitck back would result in a nose dive, so that's why I had to invert yet again, but this time in the DCS control settings for the F4U. So yeah, inverting the inversion kept the elevator behavior the same, but it didn't affect the trim, which now follows the same direction as the elevator. None of this will affect my other modules because I use separate Moza profiles for each aircraft. Cheers, -GT-

Haven't had a chance to test things since my original post. Although the behavior is different than the other modules, the solution here is to not only invert the pitch axis in Moza, but also in DCS. The trim now moves the stick in the correct direction. Marking as solved. Thanks all.

This is the correct behavior. They are all switches, not proportional levers. Right in front of the handles are two indicators for oil and intercooler positions. Cowl flap position is done with the eyeball since the cowl flaps are visible from the cockpit.

Up

Love this. Cheers!

Not sure that will work. My elevator axis is correct. My elevator trim is assigned to key bindings and is on a hat switch. I think the trim is working correctly if I force the stick to stay in the center position. But if you let go of the stick so that it finds its new position, it moves in the opposite direction intended by the trim.

I know this was recently mentioned in another thread, but M3 asked for one issue per thread, so here it is: As mentioned already by another user, I also confirmed in a quick test just now that the new FFB elevator trim, implemented in the latest patch, is backwards on my Moza AB9 as well. If I pull the hat switch down and towards me, the stick moves forward and my aircraft dives....and vice versa. I'm glad to see FFB trim implemented, so that's a step in the correct direction before early access ends, it just needs a -1 multiplier at the moment. I'm still unable to provide a track file, even after updating and running a repair. I'm not sure what's going on with that. Thanks!

I believe that step in the procedure was for visibility. It’s already difficult to see over the nose with the cowl flaps closed. Turbulent airflow over the wing from the cowl flaps is negligible since it propagates straight back with little outward expansion. Besides, there’s a ginormous propeller chopping up the air there anyway. If anything else, I can see it needing to be closed to clean up airflow for the tail control surfaces, but again… ginormous prop messing up the air there anyway.

You can also try out the miz I posted, Engine Diagnostics. It also shows the aircraft health percentage, so if you spawn in and it’s not 100%, then something is damaged. The problem with this, and also calling for repairs, is that we don’t know what’s broken. It might not even be the landing gear if a repair is needed or the script shows less than 100% health.

Interesting. I have the AB9 and am not getting a tick when engine is not running. Maybe something with your PC processor is getting bogged down and the tick is a side effect in the FFB data stream? I honestly have no clue how that works, just taking a wild guess. I have also reported stall FFB behavior. I think it’s occurring too early, at lower AoA than necessary because I’m able to continue pulling much higher G’s and alpha before the wing actually stalls. Rudel has asked for a track file. For some reason my track file generation is broken and DCS gives me an error when I try to save one. I probably just need to do a repair. Perhaps you can attach one so the devs can get a hold of it?

.miz updated with the new lua. No changes to anything in the lua script except the commented-out lines with the instructions. It now specifies that you should set the fuel capacity to the internal tank capacity only. No need to touch the lua script if you are only testing the Corsair. You must open the lua file and change the fuel capacity only if you wish to test on another aircraft.

Love this. Thank you. I will update the instructions in the script later today based on your findings, and you’ll get a special mention in the credits as well

Interesting. The script uses the built in function to get the fuel, which is returned as a percentage (value zero to one). What I’m doing with the script is simply multiplying that with the total capacity that you set in the script. I’ll have a look to see what’s going on later, but what I’ll do is simple and you can try if you want. Set fuel capacity to zero in the script and then I’ve coded it to show the text in the mission as percentage instead of gallons, and it will give you an idea what’s happening. It almost sounds like DCS is giving a value of more than 100% fuel remaining if you are carrying the drop tanks, which I did not expect. I didn’t test for this, as my speed trials were with a clean configuration. If you get to it before I do, let us know what you’ve found. Thanks for the feedback

I’d like to bump this and hope we get a native scripting function like outText. In the meantime I’ll give Buta’s approach a shot. Thanks!

Turn wind off for the time being, until the fix comes out in a future update. The wind is causing the nose to steer back in the other direction.

Absolutely. There’s a note about that in the mission description. In short, you’ll need to pull the script out of the .miz and modify the fuel tank capacity, save, reload into the .miz. The script is well-documented and you’ll see exactly what to do once you open it.

I think we're all wondering about that. It might be damage to the carrier deck. I'm not 100% sure. There's another thread on that in here, but no definitive answer that I'm aware of. If your plane is still working, go for another lap!

However, I will add, that this might still be a bug because I see no reason why the right gear won't extend once the left gear and flaps are in their full down position after you were slow enough. The pressure in the hyd lines should recover at this point and be able to pop the uplock on the right gear. I'm not quite sure how the system is modeled or how it behaved IRL. Something worth noting.

Updated today with fence-in and diving checklists

Alright, I think I got this one and can help you... So you need to drop the gear, wait for them to down-lock, before dropping the flaps. If you take another look, you can see you put in full 50 deg flaps and were somewhere around 120-140 knots (my short term memory already forgot the speed I just witnessed moments ago). The flaps couldn't push their way down into the airflow and were stuck at maybe 20-30 degrees by the look of it. The flaps were in their "blow back up" state, which means the hydraulic valve was still stuck open, trying to feed more hyd oil to the flap actuators. All of your hydraulic pressure was consumed for this task and not enough oil flow and pressure was diverted to the landing gear. It's apparent you are not flying with a checklist because you missed a few other things as well. These were not related to the landing gear issue: Fuel tank selector needs to be on reserve, and mixture full rich for landings. The checklist also calls for gear first, then hook, then flaps after slowing to 100-110 knots. Have a look at some official checklists and follow them exactly until you get the hang of things, and then continue to use checklists before you find out that complacency kills. If you'd like, search for my Corsair checklists which I have uploaded in this forum, as well as the user files section. Install them, and make sure you wear out the Shift+K keys on your keyboard. I collected the info from game manuals, old 1940's training videos, and the actual POH, and compiled the info together. I've been flying my Corsair per these lists and don't really ever have any issues with the Corsair, knock on wood! Anyway, I think you'll be good from now on. Track files for the win! Send more any time Cheers, -GT-

Still is strange. Upload the track anyway. I’ll ignore the visual display. I’m curious to see the flight parameters because I have still not experienced this, and would like to see if there’s anything I can learn to avoid it, and of course share with you.

You can hit the pause key instead of ESC next time, and you won’t have the menu in the way FYI, temperature limits are not the only thing that will cause the engine to stop. There’s fuel, internal damage to the engine, fuel pump going bad, etc. All of which are currently modeled based on what I’ve been reading. If there was a track file to share, someone here would be able to point to exactly what happened. See if you can replicate it, and share the track.

Correct, this one gets me every now and then as well. I’m getting better about it. Follow the dive checklist from the POH prior to entering the dive, and it has you consciously close them, which helps to remember to reopen them after the dive is complete.