Rob

I don't have any 'hard' evidence that I can post to conclusively say one way or the other, but my feelings are the same. I've been reading various war diaries, books, combat reports from the archives, and don't recall ever hearing a report of engines seizing, but you do find words like 'reliable' and 'indestructible' to describe the engine. The temperature gauges remind me of the DCS F-14 or the F-5, where the manuals give a max g of 7.5, and if you hit 7.50001 g the wings catastrophically rip off. Here if you touch red, the engine seizes.

Wing loading is total weight divided by wing area, so depends on fuel, ordnance, pilot, etc. The Corsair has roughly 33% more wing area, but is only 17% heavier (empty*), so assuming the same weight of ordnance and fuel, the Corsair will have a smaller wing loading. (* assuming the numbers I found online are accurate, with 235 sqf, 7635 lbs for the Mustang, and 314 sqf, 8,982lb for the Corsair). 45.6 lbs/sqf for the Corsair would correspond to the maximum weight (approx. 14330 lbs divided by 314 sqf = 45.6).

Curious as well. After looking at various Corsair cockpit view videos on youtube today, I don't see any of the large amplitude, undamped yawing oscillations that accompany even tiny control inputs, even when trimmed. Here is a video where you can see the pilots legs through several maneuvers: https://www.youtube.com/shorts/-pBV5GD8flc In the DCS corsair the pilot would be doing so much rudder work they would look like they were running in place in the cockpit. I know such a video doesn't provide quantitative 'proof' by any means, so I'll just file it under 'interesting observations' and leave it at that.

Great guide! But unfortunately it does not align with my several years of real-world experience of virtual flying with DCS naval aviators. I will outline a few of the descrepancies as I have experienced them: Case 1 Marshall Pattern Adherence Adherence to the idealized Marshall pattern geometry of 250kn and 5nm radius shall be strictly enforced. Timing, spacing, safety of flight, and deconfliction are all secondary concerns compared to achieving the idealized pattern geometry. The same with desending from the Marshall to the initial point: strict adherence to idealized geometry over rides all other flight concerns. Time in groove Despite the ambiguities of determining the exact position of 'wings level', time in grove is to be precisely quantified. Anything other than exactly 15.000 seconds in the groove will be harshly considered way too short, or way too long. Paradoxically, the strict quantification of grove timing will be waved when viewing replays or videos of carrier operations. In these situations, all groves are to be judged 'way too long'. A single frame of the video at the initial is all that is needed for this determination. Timestamps of youtube video are not considered precise enough for grove timing purposes, and for this reason a single sight picture late in the base turn is all that is needed to determine that aircraft was way too long in the grove, despite a youtube playback being close to 15-18 seconds long. Spotting the deck/dropping All succesful recoveries are to be considered as 'deck spotting' in which the aviator will be judged to have used the stick to aim for the wires, regardless of the actual flight path. Target Wire Anything other than a 3-wire landing is to be harshly critizied, even if all other landing criteria are satisfied. Comms/Zip Lip Though often briefed as mandatory, zip lip conditions can and will be overridden by any flight member at any time. Valid reasons for breaking zip-lip procedures: Lead deviates more than 0.5 feet from the given Marshall altitude block Lead deviates more than 5 feet horizontally outside of the idealized 5NM Marshall holding pattern Lead's speed deviates more than +/- 0.5 knots from the 250 knot Marshall airspeed Lead applies more than +/- 0.1g during turns to descent from the Marshall pattern Strict adherence to what is not written in CV Natops Often it is what is *not* said in CV Natops that is important, and DCS naval aviators will find many hills to die on in this regard. Topics such as whether an aircraft passes directly over the carrier deck in the Marshall pattern position 1, or flies slightly to the side to be able to spot the deck are not explicitly explained in the CV Natops manuals. However, DCS aviators will chose the one true way, and all other choices are to be considered savagely incorrect. Choose wisely. Anyway, like I said, great guide, and this just scratches the surface of the discrepancies I see in real virtual fleet aviation. Kind regards.

Interested to see these videos if you have the links handy, I did a quick youtube search, and haven't found anything that unambiguously shows altitude, pitch, airspeed, etc.

That loft bombing in the video at 2min 20sec is great.

While I don't agree with with the delivery or tone of the message by the OP, I have a similar sentiment about the stability of the AV8B. In the 10 or more years I've been playing DCS, since purchasing the day-01 release of the Russian-only Ka-50, I've never experienced so many straight crashes in DCS, nor experienced such inconsistent and frustrating behaviour as the AV8B. At the risk of being crass and over-simplifying, I suspect that testers take hot-start jets, "test the $weapon once", and then call it done, and tick off their item in the bug-tracker/JIRA/whatever task managing software platform is used. Meanwhile us as users are flying more complex sorties and dropping a multitude of weapons and exercising the navigation system/EHSD/sensors more, and so experience more problems. Since I don't have a 15-second track or an exact bug report I accept that my comment will be dismissed. I don't care. I just want to express that the sentiment by the OP about the AV8B are felt by many virtual pilots in the community.

Neither Fravor's aircraft, nor his wingmans were equipped with a pod for the incident. The video was recorded by a follow-up flight.

What sound settings do you have checked and what do you have your sound sliders set to? For example I have "hear like in helmet" checked, and the cockpit and helmet sliders down pretty low, and when I get in the aircraft I turn the AC/Defogger or whatever slider back to reduce the sound a little as well. Play around with these and you might get the sound more to your liking.

He tried, but the flight model was wrong

though USMC and not USN:

To me this seems like building in some deadzone automatically into the Auto Pilot mode in the hornet rather than into the control input curves is one of those seemingly minor changes that have a large quality-of-life improvement to the game. While it may not be the way that the real hornet behaves, the real hornet also isn't being flown with a huge variety of consumer grade joysticks in a variety of different physical setups. There are a lot of similar instances where we have to sacrifice 100% fidelity to allow DCS being a computer game running on a variety of hardware. Trimmer behaviour in helicopters, or the Hornets HMDs transmitting only into a single eye for VR users come to mind for instance as examples.

With a target in STT lock you are unable to silence the radar or enter the SIL sublevel by pressing the SIL OSB. Track file attached. Version: 2.5.6.49314 Cheers, Rob F18 Radar unable to enter SIL from STT May 26 2020.trk

Hello, On the ground in a hot jet with weight on wheels, the maltese cross displays on the radar page, but the scan indicator is going back and forth, new hits/bricks will display on the radar and the radar can enter STT mode. Track file attached. Version: 2.5.6.49314 Cheers, Rob F18 Radar STT WOW May 26 2020.trk

Off the top of my head: - APU switch will automatically reset to the off position after the engines have been running for two minutes. - Fuel dump switch will automatically move to the stop position once Bingo fuel has been reached. There are probably others.

Hello, Just getting started with VoiceAttack and VAICOM PRO, have licenses for both, really smooth installation and setup, and excellent documentation, thank you. I'm trying to call in with the JTAC with Vaicom, it's working fine, but the only thing is it does not read back the 9-line, it just posts the text in the top left corner of the screen. If I call in to the JTAC using the keyboard comms menu (ALT+/, F1, F2, etc), the JTAC reads back the 9-line in full in it's emotionless computerized voice. Just wondering if anyone knows how I can get the 9-line audio read back with Vaicom? Cheers.

Yeah, I guess it's the case that if you fully run out of fuel then that airframe is borked and you'll need a new one

It could be given an entry to deploy or stow the ladder in the ground crew radio menu, just like wheel chocks, ground electrical power, or ground air supply.

About 8 months ago I picked up a 32" curved 1920x1080 monitor, and I have to say, I love it. https://www.samsung.com/us/computing/monitors/led/samsung-32-curved-led-monitor-lc32f391fwnxza/ I'm probably in the minority of people who sought out a large size monitor at such a low resolution, but the computer is pretty much only used for DCS. The combination of the large size and 1920x1080 resolution make spotting fairly easy, though sometimes I think that the HUD and DDIs could be sharper if the monitor was a higher resolution.

Yeah, something sounds fishy. Did you confirm that they actually loaded on new stores on the pylons for you? just no fuel? They don't start loading the stores until the fuel is finished loading. Wonder if maybe it had to do with Easy comms being enabled that you were still able to talk with them. The IEFI only shows RPM and temp on battery. You could have tried calling for external power, and using the external power panel: 1. External power switch - RESET, then Switch 1, 2, and 4 - B ON (hold each for 3 seconds), though I'm not 100% sure if that would show you the fuel level until the APU is started though. I want to play around with cold starting on the ground now to see exactly how/when you can talk with the ground crew with/without Easy comms on now.

The AWACS calls it's bullseye calls relative to the bullseye for your coalition that was placed using the mission editor. AFAIK there is no way to verify what this location from within the cockpit of the hornet. There are a few ways to figure out what the bullseye location is though: - The mission creator may have placed the bullseye in the mission editor to correspond to a pre-programmed waypoint in the hornet, then can just use the A/A WPT on that point. - The bullseye might be available in the mission briefing information provided by the mission creator. - You can use the F10 map and visually find the bullseye location on the map, you can then get the latitude/longitude coordinate of the bullseye, enter in a new waypoint using your HSI->Data page, and then set this new waypoint as the A/A WPT.

If you've run out of fuel, then I believe that there is no GEN power to run the radios, so they don't hear you. If you can lift up the canopy it should work.