TacticalOni

So as an example, say I had just taken off and was flying level, the nose wants to climb, of course. I push the trim hat forward on my stick and it nudges the nose down, bringing the nose almost level. Another tap of the hat should do it, so I tap the hat switch again and its too far, the aircraft starts to dive, there's no comfortable middle ground where you are mostly level, you're climbing or diving. Maybe it's more proper to say the trim isn't sensitive enough

I just added in the "slow" commands to the .lua, and it's helped a lot. Thank you! As I said before, I have no issues adding curves, it was the dramatic way that the trim worked that was throwing me off more than anything

In contrast to the title, I'm actually more looking into the elevator trim sensitivity, with a control sensitivity question as a follow-on While test-flying the Mossie today/tonight I noticed that it was really difficult, nigh impossible to trim the aircraft for "hands-off" or even close to hand off flying. Just the gentlest touch of my trim hat to trim the nose down would send the nose into a 3-500'/m dive. It's like the "notches" are too large and cause too dramatic of a movement. I know that an aircraft in flight is constantly entering different conditions that would force the pilot to adjust the trim if he wants to be hands off, but I can even get the spitfire to fly reasonably straight and level for long enough to get a glass of water or check the map. Typically I can wiggle the stick a little to catch up but here's where the follow-on comes into play. I know those are some awful big control surfaces, but was the Mosquito really this sensitive to fly? I'm on a TM Warthog on a 20cm extension and I'm using MFG Xwind pedals and this is the first aircraft where I've had to introduce curves. As soon as my stick left the center detent the whole aircraft would leap in whatever direction I moved the stick. Holy cow! I'm not sure this is a bug at all, I'm not opposed to adding curves even though I haven't for any other bird because of my setup. The biggest gripe for me thus far has to be the elevator trim, and wishing it was just a little "finer" on the notches so I can let go of the stick long enough for my Navigator to collect himself [actually, on re-reading this and collecting my thoughts, it appears the entire elevator system is just off-the-wall bonkers, for me anyway, I've had no qualms or gripes about the rudder or ailerons, trims or usage]

I do believe that the load is there for just empty rails, which is about as close as you can get to that.

Oddly enough I'm a huge fan of how they look even with the small decrease in performance

Something I picked up with the Hind and it's helped a lot, mostly in regular flight and attack regimes, that you can't really trip the generators if you don't move the collective so much. What I have been doing is setting the altitude (B) channel AP on as soon as I'm off in normal flight and from there on out I can basically take my hand off the collective. unless I need to clear an obstacle in a hurry because I was head down in the pit or just need to start climbing mountains, the B channel will maintain altitude wherever you leave it and allow you to fly the bird more like an airplane instead of a helicopter. When I'm on the attack, keeping the channel on allows me to focus on actually performing the attack and only using the cyclic and pedals to maintain aim, since I'm not pulling collective I'm not changing the torque or lift response of the helicopter and therefore I can stay on target. Bugging out I'll put my hand on the collective again as I leave the area but then I only need small movements to keep things where I need them.

I don't have an issue with them but perhaps combine the mirror removal keybind with an animation that tilts them away and flushes them with the plexi? This already happens in the A-10 and other aircraft.

I remember a video of an Mi-26 doing a passenger flight (Which I hear the FAA is a huge fan of right now) and IIRC there was a camera in the cockpit, and while he was doing a hover check (or getting it light on the wheels and trimming) you could very clearly hear the "tock tock tock tock" of him smashing that trimmer button.

I've done a very short, quick tap on my pickle on my TM warthog and only rippled off 2-4 rockets on the short burst mode. I'd say try working on the fastest, tightest button press you can muster and go from there

I'm tweaking and playtesting the campaign with the Mi-24 in it now, actually. The problem is that its not a direct 1-1 switchover, the Shark is more efficient on fuel and doesn't mind the hover while the Hind doesn't carry as many ATGMs, isn't doctrinally built to attack from a hover, and with enough fuel to run the mission, you will be overweight almost all the time, which isn't an issue for the later bits where you're taking off from a runway but...

Complexity does not a good module make. YMMV. But I'm looking forward to both, for different reasons. I want the Mi-24 for the idea of an SU-25 that can hover, and I want the KW for doing scouty thingies. While I am excited for the KW, I am looking forward more to the Hind at the moment, because I always wanted a gunship. If RAZBAM was making the KW it would have released this summer. That said, its a wait for them to finish up their list, and then its off to Bell for QA, could take 2 weeks, could take a month. Considering PC has a handful of actual Kiowa pilots as SMEs and one of them was an IP for the bird, it should be a short process.

I'll put a vote forward for the razorback as well. I don't agree with Kev's assessment that it was inferior. The P-47D-22 and 23 (razorbacks) and the -30 (bubbletop we currently have) were all similar enough that you could technically just take the existing framework and put a razorback model over it with minor changes to some of the FM. The only disadvantage it had was the lack of rearward visibility, but mirrors existed and more importantly, it never stopped the Me-109 pilots from being good in an online PvP environment or in real life. The razorback was faster, more laterally stable, and had better pilot protection. It could still escort bombers and it could still attack ground targets. (I'll ignore briefly the fact that I think its better looking than the bubbletop) Please ED, give us a Razorback and I'm not sure I'll fly anything else.

I'm 100% on this, however, I will always request an uptick in volume for things you feel in your butt, like engine noise or the inertial starter windup Because unfortunately, a virtual butt feels nothing :smartass:

oh I know where they are, :D I just meant that I haven't seen manipulating those switches do anything for the oil pressure or temperature

I believe that if you just flip the switch to "ENGAGE" then the turning (should be slow, enough to count blades with an appreciable time between) is due to the motor just turning the blades over, definitely not enough to actually start the engine, and its wiser to just have someone pull the prop through anyway. I may be wrong but I remember it somewhere.

Oil with milkshake viscosity makes for a nice long warmup on cold days. I defaulted to a RL suggestion for oil shutters and dilution, I havent found the switch to do anything yet either, or closing the doors. I do taxi slowly and zigzag the whole way to the runway, but I'm also used to the A2A Accu-sim P-47 in FSX/P3D where I flew it for about 400 hours, I can't say my above mentioned method ever caused any engine damage with a 3 min warmup and a gentle taxi to the runway.

So, a couple things to keep in mind. The P-47 is a big plane, and you're not seated right behind the engine, you're quite a few feet back from the back row of cylinders. The P-47 is also turbosupercharged. When you advance the boost lever, more of the actual exhaust gets funneled to the turbine, which is behind you. The airplane is quiet because the exhaust is not being fired out of 6-inch long stacks, its being ducted 6 ways to sunday, so its going to be quiet. Unfortunately, there's a great many things that can be simulated and understood, one of them is that you're not feeling the engine in your butt.

Mixture: how much fuel is going into the fuel injectors, in the P-47 Auto Rich will automatically pull the mixture back for optimum power at any altitude. Auto Lean does the opposite, decreases consumption for higher economy in exchange for higher engine temperatures because fuel does have some sway in the cooling of an engine Propeller: The RPM of the propeller is controlled here, this changes the pitch of the blades so you can go faster and move more efficiently through the air at any altitude compared to a single pitch fixed blade prop. (think those wooden jobs on the old Fokkers and Sopwiths) Manifold pressure: This is how hard you are running the engine above everything else. Mp is in Inches Mercury so you can also use a cold, dead engine to set QNH on your altimiter roughly. Boost: The P-47 is fitted with a turbosupercharger, the boost lever controls a waste gate coming out of the exhaust down on the bottom of the fuselage behind the engine. The farther you push the boost lever, the more the waste gate closes, the more exhaust gas is fed into the turbine, which compresses air and feeds it to the engine which gives you the same manifold pressure at any altitude until you reach your max service ceiling. This is automatic in the P-51, the Supercharger switches into high blower around 14,000 feet, while in the P-47 you have finer control over it and therefore have more control over the power you make. You can leave the throttle and boost levers interconnected for most of your flying. I latch mine together once I reach the end of the runway, just before I throttle up for takeoff. I hope that helps, although RTFM is definitely advised here because I'm not the last word on how to make WWII warbirds do the flying thingy.

I usually let the plane warm up for 2-3 minutes while I finish configuring the cockpit and then once I reach the runway from taxiing the oil is usually warmed up enough to go. You can also close the oil cooling shutters and turn on dilution to get it thinned out and warmed up a little faster.

I've also noticed that the gunsight rheostat controls the gyro. if you turn it CCW to OFF the gyro sight portion stays fixed. Something else I need to play with.

I do believe the checklist calls for you to interconnect the Boost and throttle levers together before takeoff.

Yeah, I have about 300 hours in the A2A accu-sim razorback (I'm still frustrated that all these P-47s abound and none of them are razorbacks, my preferred variant) and it was the first thing I noticed when I watched Spud's video. He's like "and I'm going to open the cowl flaps all the way" and I immediately said to myself "that's not enough" and hoped it was just him being impatient. ah, I hadn't thought of that, but the way the needle acts is still not right, if the system was pressurized enough to hold the flaps up, then the first pump should bring it up to the green and hold it there if it wasn't in the green to begin with, not flickering back and forth between 0 and 1,000. I dunno, I'll play with it more

I'd perhaps like to hear it be a little louder, as you can also kinda feel an inertial starter when you're sitting in the aircraft. Even if the volume is spot on from what you can hear within the cockpit, a little more sound for our wanting ears never hurt.

Hello! before startup, to get pressure to open the cowl flaps, a couple good pulls on the hand pump is required. When pulling the hand pump lever with the engine off, the HYD PRES needle stays seated until the pump lever reaches the end of its animation, where the needle "pops" to roughly 1,000 PSI and then back to zero as more of a flicker, there is no smooth transition from a zero reading to 1,000. It's on and off. It's not game-breaking in any way, I can wobble pressure in and the cowl flaps open, I just think the coding behind the gauge is a little screwy :thumbup: Also, this may be colloquial and perhaps isn't a bug but right now the cowl flaps only seem to open halfway. I have more sim hours spent in the A2A P-47D-20, and perhaps the flaps operated differently in the earlier blocks, but I have included a picture of the flaps at near full-open for reference. EDIT: I will also add the cowl flaps once hydraulic pressure is in the system and holding, move very slowly. I know that in the real aircraft, you can only hold the cowl flaps lever as far out as you need it and full deflection on that lever would open and close them very quickly, but the action time could be decreased slightly and still be manageable. Thats my two squawks for now. I love this bird, thank you for your hard work, it flies like a Jug should!

non-VR, using TrackIR and have the same problem. Usually my squadronmates and I get away with furiosuly right clicking on the area until all 3 switches are up. Not ideal, and definitely annoying to a point.