zero

Authentic or not - I need a thicker AS needle or lighter color. On approach, I do not have time to scan the whole instrument to find the needle. Only light switch I found is left flood. Helps a little, but not much. :joystick:

My guess was not far off bulls eye. (Channel 3,4,5) ;) Channel 1 -2 = generator driven by hydraulic motor?

. No doubt the FBW is connected to hot battery bus (with own inverter) - not dependent on AC power from engine. Have not found schematic - just a qualified guess .:smilewink:

According to Guide flameout occurs after 15 sec inverted flight. (to be more correct, it should read less than 1G)? Have not tried myself. The restart procedure is straight forward. Seems that airspeed range limitation is not implemented. (One less thing thing to worry about :D). IMO - random faults with correct emergency procedures is not needed. For $ 60.- you can`t get everything. Priority must be given to announced patch. In Battle Damage everything is correct - from false indication to hole in the Flight Computer and hydraulic leakage. .:joystick:

Cannot find a fix for this. Very annoying. Going back to P-51 and Dora Replays are important to me.

Never experienced before in DCS. Happens all the time in Spit. Will try suggestions

. Like to add that search area is at HUD + icon. Learned the hard way myself

. I will call your description "flame out". Protection against this is correct fuel/mix. Can occur with clogged fuel burners, or clogged combustion chamber pressure sense line. Keep eye with EGT with rapid throttle to idle. Protection against surge/stall is to open bleed valves to keep air flow through compressor. Blow out is a procedure after one or more failed start attempt. (Fuel flow with no ignition) The combustion chamber is filled with fuel, that must be removed prior to next attempt. Dry motor (as you call it). No ignition or fuel flow, near max allowance duty cycle time of starter. (Start clock) The air flow through engine blows the residual fuel out of the exhaust pipe. Thank you for the gold mine of documentation. Saved hours of frustration and scratching both head and bottom. :worthy:

My only intention is to balance the heading of this thread. No doubt it scares potential buyers of this great aircraft. Promise: No more post from me in this thread. :angel:

. Well. I am Norwegian. You must be professional within aviation to catch this. Guess most native English "amateurs" does not know the term "blow out" either. :thumbup:

At AoA 18 - the vortex generated lift (delta wing) burst. Way to high AoA. And only 1.6 G. Falling like a brick. I am not sure how well the pitot probe is simulated. But at this angle the total pressure will be too low. (could be compensated by computers I do not know of) - giving a false indicated airspeed. Agree that there something not correct simulated in this regime. But certainly not as much as some claim to be.

Could be. Blow out: After a missed start, the engine is full of fuel. On a later attempt (if it starts) you will certainly have a hot start. Blow out is running (cranking as mentioned above) on starter at least one minute to blow out fuel, and dry plugs. I do not remember what we called in the Air Force. Certainly not ventilation - probably blow out. On several civ aircraft such as F-27 the ignition switch have 3 pos. 1 - 2 and blow out. Blow out on Boeing 737 series, you did not open the fuel valve, just keep running on starter.. Again - I do not know what "ventilation" is. Just a qualified guess. :)

Start ignition selector "Ventilation" Qualified guess: correct translate to "Blow out"

Probably not much help from me- But want to say thank you for the most important addon to M2000C And thank you for the upcoming revision.

Study the vortex lift on delta wing. Disclaimer: I have very little experience in tight turns with M2k. Only a few fights with Mig 15 AI. My rig is below spec. 4mb ram. That said. World 1.5 runs flawlessy at high settings since old days with spec 32bit and 2mb ram. Learned about the vortex generated lift, I wanted to see the effect. Ref my latest post in performance thread. Ref diagram (typical Mirage wing), the vortex generated lift starts at AoA 10`. Burst at AoA 18`. And stall occurs at AoA 24`. These data should be relevant around Mach .85 regime. Test flight with clean aircraft. Data acquired from Tacview. Tight turn. Roll 90`then stick quick and hard back as possible. Keep nose at horizon. According to reference data there should be quick instantaneous turn, then sustained turn with quick increase in drag. My first attempt failed due to black out. Recovered with nose down attitude. Tacview data during instantaneous turn: Mach: .89 AoA 13.1 G: 5.9 Approx same data 2 seconds later. Lost it 10 seconds later: Mach: .92 AoA 17.9 G. 8.9 (Black out) Next try (No black out) Full 360`turn in approx 30 seconds. Mach .95 AoA: 11.5 G: 4.7 Sustained after 180`turn: Mach 1.00 AoA 12.1 G: 5.7 After approx 400` turn The drag increased too much. Mach .46 AoA 25.6 G: 3.8 Approx 460` Aircraft slide slipped quickly down (nose still perpendicular to horizon) – end of sustained turn. Mach .32 AoA 33.4 G 2.2 Vertical speed increased to over – 11000 m/min Recovery no problem 20 seconds later. Wings level. Pitch up 8`. Mach .31 AoA 17.5 G 1.2 ……… Next – figure out vortex lift in wings level attitude: Mach .42 AoA 9.0 G 1.0 Vertical speed v/s + 2100 m/min Increase AoA. The vortex lift should kick in: Mach drops down to .36 AoA 10.4 G .9 v/s + 1900 (slight drop) Increase more AoA: Mach .30 AoA 14.2 Still climbing + 1250 m/min Running out of oomph: Mach .27 AoA 15.7 G .7 v/s +21 m/min Pitched down and recovered. Next try: Vortex lift should burst around AoA 18 and stall at 24. IMO there should be a lack flight control authority as vortex burst probably goes over whole wingspan hitting wing trailing edge and top of elevator surface. To be short: aircraft mushers (pitch up/down) in this area. Typical: Mach .29 AoA 18.2 G 1.0 v/s – 1500 m/min Mach .22 G .7 AoA: 22.8 v/s -1600 m/min Recovery – full AB to Mach . 41 in 11 seconds. Conclusion: Not expert – your opinion? Now to the really bad part! :no_sad: Is it a bug – or was the aircraft damaged during high G turn? I do not know. Read on. Dive start with full AB – wings level. Pitch down – 35 HUD freezes 99 knots – no drop in altitude. (analog instrument moves) Tacview data: During 16 seconds dive (pitch down -50) AoA 2.4 G .2 The Mach increases only from .38 to .87 (in 18 seconds). The graph in Tacview looks very strange… Leveling out Mach .91 AoA 5.8 G 3.4 In a split second the aircraft pitch violently to AoA 81.6 and disintegrates. Again: Is it a bug – or was the aircraft damaged during high G turn? Next flight. :thumbup: Of course I wanted to confirm this. Tried several dives. Zero G dive. Half roll to inverted dive. All in full AB. Everything. Guess what? Not able to duplicate the previous strange dive. Pitch -40` From Mach .37 to Mach 1.00 in 15 seconds. Curves on Tacview graph make sense. :pilotfly: Edit: Remember I turned App on once to read AoA on HUD (and off again) Could this be the culprit? Program assumes that gear down structurally and aerodynamically. Troubleshooting test with dive both with gear down and once with App mode activated once. Neither replicated the bugged dive.

Love this aircraft. Simple -no flap - no trim- (Fly by Wire) No snapping out of control with stick in the belly. Stable weapon platform. Clear logical HUD with large visible icons. Satisfying learning curve. Not simple -not frustrating. Can be frustrating to learn to line up IRS, but can be set ready in menu. Simple bomb procedures. Can feel strange at low speed. (Why fly at that speed?) 90% of noise in the forum, is because guys arguments are based on knowledge and experience on conventional wing. Turn and Burn need practice if you want fight experienced multiplayer. The behavior at low speed is a minor issue for me. My guess it is closer to reality than many may claim. Studied delta a bit lately, and it is more different than imagined. M2000C gives me immersion and great experience. Things not working as expected, I always ask myself: Is it me or is it bug? It turns out to be me !00%. M2000C is not bugged down or flawed.

Note that high AoA with vortex generates a lot of lift on a delta. When you expect to stall out and drop nose, you are still flying due to vortex. More thrust means you hit this state at higher AoA. Not sure if lack of thrust in this module is the answer. Lift coefficient increases from 0.4 to incredible 1.2 with vortex at AoA 30. (Ref below Mirage vortex burst at 18 AoA. Stall 24 AoA) https://www.quora.com/Do-delta-wing-aircraft-generate-more-lift-than-an-aircraft-with-standard-wings https://forums.bharat-rakshak.com/viewtopic.php?t=6663&start=3240 .. EDIT. LIKE TO ADD EXCERPTS FROM LOWER LINK: 3b) Instantaneous and Sustained Turn Rates: The turn-rate you achieve at corner velocity is the Max Instantenous turn rate (and minm turn radius). Now let's look at how Lift Coeff comes into play for different wing geometries. For a rectangular wing planform, the lift co-eff has been explained above - wherein the lift co-eff increases steeply and monotonically with increasing AoA, until a point it stops and starts reducing. But, with a delta plan-form this dipping of Lift Co-eff beyond a certain AoA, doesn't happen at all ... aka, THEORETICALLY, the lift co-eff can continue to increase with increasing AoA. Thus, again THEORETICALLY, the turn-rate will be higher than that of the normal wing planform design - and so, traditionally the Deltas will have higher Instantaneous turn rate than that of rectangular planform design. But of course, there's a huge catch - pls wait a minute, and pause for the drag-bhaiya to play it's part as well. The drag co-eff, however will also continue to increase and eventually negate all lift. So your turn-rates (and thus the Instantaneous turn rates) will be impacted as you would rapidly bleed energy (due to drag) and your turn velocity will start reducing quite dramatically. The only way to negate this drag is to use addn thrust and overcome it and thus maintain/sustain this turning velocity. This is called the sustaining turn rate which obviously is lesser than the pure lift-coeff-influenced-instantaneous turn rate. Moreover, for a delta wing, because of relatively higher wing area, will have more drag compared to that of a normal wing design i.e. for a delta planform, because of a higher wing area (compared to that of a normal wing geometry) BOTH lift and drag would be higher than that of a normal wing design. So for a delta planform, the limiting factor for higher turn-rates, is not the lift co-eff so much, but it's the amount of thrust available to overcome this drag that turns out to be the limiting factor - which would mean a higher Instantaneous turn rate (due to higher Lift Co-eff) but a lower Sustained turn rate (due to again higher Drag co-eff) for the deltas, when compared to a rectangular wing design. But, unfortunately, that's not the end of the story. 3c) The Vortex influence on Lift: Now plane designers are constantly looking at ways and means of increasing lift co-eff while postponing, as much as possible, the corresponding and inevitable drag increase. An "artificial way" of getting this done is to have the flow on the upper surface of a wing rejuvenated/energised by vortex generated upstream. The energised airflow on the top-surface of the wing provided greater "suction", increasing the lift, without corresponding exponential increase in drag. This is called postpoing the wing-stall. Now leading edges of a delta are good vortex generators - for any delta wing, all along the leading edge, vortex are generated (until they are unaffected by a phenomena called vortex breakdown) and thus contribute to vortex lift which increases with increase in AoA. 3d) Vortex Burst Limitations: But then again, as with everything else, there's a catch ... vortex getting generated tend to "burst" or destroyed (due to adverse pressure gradients acting on them) resulting in a loss of most of the vortex lift - pls do note vortex bursting is not an issue as long as it can be postponed to a far-enough point downstream to a wing. And there-in lies the problem ... for a slender delta-wing (aka with high-wing-sweep of say 65deg, found in most modern delta-winged aircraft like Mirage etc) this vortex busting phenomenon is observed to start from around 18deg AoA for a 0.85M flight regime. Increasing the AoA beyond that, the vortex bursting point moves upstream very quickly resulting in abrupt reduction of Lift etc - and about 24deg the wing starts to stall. 3e) The Canard Solution: The TFTA solution to counteract this phenomenon is of course to introduce the close-coupled canard surfaces located just above and forward of the main wing that'll direct airflow downward over the wing. At slow-speed and high AoA it generates vortex which attaches to the upper surface of the wing, stabilising and re-energising the airflow over the wing reducing drag and increasing lift. 3f) Non-Slender Delta planform Impact: But SDREs, being insufferable fools that they are, thought of something else ... how about a non-slender delta (aka with relatively low-wing-sweep of say ~50deg) wing. And like bumbling fools, they soon found out that vortex bursting would onset at a even smaller AoA for a non-slender wing. But like a true SDRE, they kept their patience to soon found out a phenomenon called flow-reattachment which re-energises the airflow over the wing reducing drag and increasing lift.

GEV. Ground Effect Vehicles, flies only on ground effect. Common is the very low aspect ratio wing. High aspect ratio wings (sailplanes) generates very little ground effect. GEV aircraft

THANKS!!! :thumbup:

Could be. Have no idea. Part of DCS installation?

Have seen tactical replays in simple "cartoonish" 3D format for DCS. Where to find it?

Thanks.. Make sense. Practicing shooting down lazy TU-160 only. Feel a little strange to nudge down in those "dogfights"

WOW. Pure inspiration. A must see for people who are sitting on the fence of buying..... Now .... I ... must.... log off .. for just another flight.. :pilotfly:

The lock area is high up at + mark on the HUD. Probably a bug.

No - I do not feel it. Admit I have a problem to keep the ^ within brackets. Will practice more :thumbup: