Brun

Most obvious comparison is with the size of the velocity vector indicator. In the real thing the ICLS lines appear to be nearly double the width, whereas in DCS they're almost identical size.

That's already been established, but it doesn't give you any cues on separation. The only suggestion that's been offered (as far as I'm aware) is to take a mental note of the formation lights (presumably the ones on the tail and rear fuselage) during the day and position according to that. I'm not the only one who seems to think that's rather vague, and doesn't seem very plausible considering how strictly defined this business usually is.

You're still misinterpreting things! The insert means you either have an afterburner detent or don't. IT HAS NO EFFECT ON THE IDLE STOP, which is always there and can't be removed without custom inserts.

It's already been posted that the afterburner detent has no effect on the other end of the throttle. If you don't believe it, just remove the one that's already in there and see for yourself.

From this post by a very knowledgable sounding Hornet pilot... 16. ADV – on the DDI should go away if there are no advisories displayed. Wags' photo clearly shows 'ADV-CDATA' but the screenshot shows no advisory.

Point #16 on this post says they should. If that part of the DDI is permanently obscured, it sounds like a bug.

Page from the T-45 training above says speed should be at max conserve. I'm pretty sure I read max conserve is defined by a specific AOA, but can't find that now. It may well be ~250kts, but would vary depending on weight. Edit: Just noticed David said pretty much that above.

Got mine Tues and installed last night. Haven't had chance to use it properly yet but calibration was spot-on first time.

I don't think that other thread is relevant. It's a different issue.

How can you declare it a definite bug without knowing that the real thing can't fly with folded wings? It may never have happened, but that doesn't mean it's not possible. Here's some evidence to suggest it may not be that unlikely.

You need to test that on the ground because there's an in-flight idle restriction which confuses things. Despite that I found there's still a ~10% deadzone at the bottom of the throttle travel. I fixed it by modifying my throttle curves in Target rather than DCS.

I use Target for this, but not with a deadzone. My settings do however remove the small deadzone (not related to the in-flight idle restriction) at the base of the throttle curve. I'm also using Debolestis's afterburner detent from Shapeways. At work but will try and remember to post the relevant Target info tonight.

I'm pretty sure that's not modelled.

Only with weight on wheels and either the hook or launch bar extended.

What time does this 'w' appear? I had a quick look but can't see it. Pressing the TCN button on the HSI DDI page should do it. Top button on the left hand side.

This is pretty much exactly what works for me as well. I've found that instead of going from idle to suddenly adding power when necessary*, slowly increasing the throttle after lowering gear and flaps will be much smoother. You should quickly get a good feeling for the amount required. *difficult because at that point airspeed will be dropping faster than the engine can spool up. Possibly due to engine response to throttle input not being as quick as it should be, but I have no experience to suggest whether it's correct or not.

If I fly the above I only get through about 120 degrees of the turn before reaching 250kts. After gear and flaps down I relax the roll to increase the radius of the turn and enter downwind with the correct separation.

Thanks Hollywood. I'm definitely running VA as admin, will look into your other suggestions and drop you a line if necessary.

The comparison of thrust to weight ratios completely ignores drag. I can't find any numbers, but the Mirage's delta wing suggests it's a much more slippery aircraft than the Hornet.

This might be explained by the relative lack of caster on the Hornet's nose wheel.

The speedbrake can be stopped at any position while being extended or retracted. NATOPS 2.8.4.8.1:

I'm another one having problems with commands being recognised but not getting any response from DCS. I've got some weird installation issue which I thought might be the culprit. VAICOM is putting files on my M drive, which is where I had an old DCS installation. It creates a 'DCS World OpenBeta' folder, which contains just the Scripts, Sounds and their subfolders and files. I've confirmed this is 'current' by deleting it, and the whole lot reappears each time I start Voice Attack. I've discovered that if I use the 'Manage DCS-side files manually' option, the above stops happening. I carefully followed the steps in the user manual about copying and appending the various files. Unfortunately there's still no sign of communication between VAICOM and DCS. Any ideas? Edit: I've also installed the chatter extension but can't get anything out of that either. '0' appears to start and stop it according to the log, but I'm not hearing anything.

A very reasonable suggestion. Totally agree that it shouldn't be necessary to add a deadzone for this. However I think it would be better if the tolerance was a function of the stick's axis rather than g force. For example the autopilot will engage if the stick is within 2% of the centre.

No axis here. Using the knob on the console, if I rotate it right the nose goes left. And vice versa.

There's a rudder trim knob on the left console.