Brun

Modo.

Suspect the question is regarding direct control without 'interference' from the FCS. Pretty sure the answer is no.

The claim that a monitor must be 'minimum' 144Hz and HDR capable is clearly nonsense, because the majority are neither. Are these all 'consumer TVs'? Wonder how many have aerial sockets?

Be aware that the real jet has different idle detents depending whether it's airborne. In the sim you'll therefore have an apparent deadzone at the bottom of the throttle when in flight, but that becomes 'active' when on the ground. Edit - Sorry, forgot I wasn't in the F-18 section. If this is about another aircraft, ignore the above.

It has a return-to-centre switch, but it's not an axis.

An absolute axis would also conflict with zoom on the targeting pods. If you were at the widest angle of the TGP and switched focus to the radar, the position of the axis would put the antenna at min/max elevation. Even if that didn't change it immediately, it would be very confusing when you did try to change elevation. As mentioned above even the slightest noise on the axis would suddenly move the antenna. It's like people asking for trim on an axis but not understanding that it just isn't practical with the Hornet's systems.

Using the Key / Button drop down menu. Trial and error to get the right axis, but that shouldn't present too much trouble when there's only three.

Tried assigning it manually rather than just pressing the brake?

That bar on the Warthog throttle is only there for simulating single-engined aircraft. Imagine how bad it would be if an emergency required an engine to be shut down and the pilot had to fiddle with some small lever locking the throttles together.

Does the same problem exist with different DCS aircraft or other games? If not it would suggest the problem is with your F-18 bindings. Check you don't have pitch and roll assignments on other devices (which DCS stupidly assigns by default) but if it's fine with the keyboard I'm not sure that's the problem in this case.

Absolute nonsense.

Definitely always right, regardless of theatre or runway heading?

2.8.4.8.1 Speedbrake Switch. The speedbrake switch is on the right throttle grip and has three unmarked positions. Aft detent Extends the speedbrake as long as the switch is held aft. Springloaded to center detent. Forward detent Retracts the speedbrake or maintains the speedbrake retracted and pre-vents creep. Center detent Stops the speedbrake in any position. The speedbrake may slowly creep open. Edit: that's from NATOPS but I'm struggling with quote tags on the tablet

I read somewhere (probably NATOPS) that the Hornet's speedbrake has a tendency to creep open if the switch is left in the centre. To make sure it stays closed the switch must be in the FWD position, hence it not being spring-loaded.

Out of curiosity, do you have it set up as DirectX buttons or is it mapped using the keyboard? I'm wondering if a button press can be shorter than a standard keypress and whether that might make a difference.

These topics always seem to be people struggling to understand how the velocity vector and e-bracket relate to each other, and how the controls affect them. It seems to be compounded by thinking that trim is a critical component of this, but I don't think that helps because it really isn't. Consider this image.... Level flight and perfectly on-speed (ignore the crosswind offsetting the velocity vector). So it would appear that the aircraft is correctly trimmed, right? But look at the controls indicator in the bottom-left corner. You can see I'm having to apply considerable back-pressure on the stick to keep the aircraft in this state. If I were to relax the stick, the nose would drop immediately. This is *literally* the only thing that trim affects. You can fly any approach and landing without touching it, but will need constant pressure on the stick, which is uncomfortable and makes it slightly harder to control. If anyone's struggling with the fundamentals of this stuff, my advice would be to ignore trim entirely. Simply practice getting the aircraft on-speed using the stick and throttle alone. This will give you a much better feeling for the controls, and hopefully dispel the apparent myth that trim is some magical force which is necessary to fly correctly. Once you've got the hang of things, use trim so the aircraft will remain in its desired state when you relax the stick. That's really all it's for.

I've never done motorbikes (regretfully) but there's a pretty obvious difference in the physics: Typically a motorbike weighs several times that of the rider, whereas a bicycle more like 10%. Countersteering in order to lean a motorbike into a turn isn't necessary on a bicycle because the same can be accomplished by simply shifting the rider's weight. I've tried countersteering and while the effect is certainly there I don't believe anyone does it instinctively.

Radius of the Earth is 21 million feet. Think about that for a minute.

Also don't get the bike comparison. I never feel like I'm pushing/pulling on either side of the handlebars, rather that I'm simply turning the thing that's directly attached to them. What's next? Wanting to push the stick forward to go up?

I'm often not sure whether people understand that trim is simply an offset to stick position. It's perfectly possible to be significantly out of trim but on-speed and correct AOA, it just means that you'll need pressure on the stick to maintain it. The benefit of being correctly trimmed is that the aircraft will maintain its attitude with the stick in a neutral position.

https://en.wikipedia.org/wiki/Boeing_F/A-18E/F_Super_Hornet

There's a winwing forum section that might be worth posting in... https://forums.eagle.ru/forum/605-winwing/ Fingers crossed it's something that can be resolved without returning.

Cage/uncage switch on the throttle will do that when in NAV mode.

Wind.

The default mapping is the cause of axis conflicts. You have to specifically clear the unwanted assignments from each device.