Dr_Arrow

Thank you very much for your answer and great work with L-39 Yo-Yo :thumbup: The stick work in L-39 during take-off can be seen nicely in this video:

Thanks Yo-Yo, I just wonder if this does reflect real life stick movement in L-39 during takeoff :)

I think that 2.0 will be released as beta and 1.5 will be shifted into a stable version at approximately the same time.

After flying 60 patterns in 1.5.0, I also thinks it is different, it requires less back-pressure on stick during take-off rotation, as well as landing during flare.

I can imagine that this could be solved by creating special invisible training weapons (no 3D models) with no warheads. Those weapons would fly and be modeled in the same way as the real weapons. Upon impact however the sim could register hits, but no damage would be done. Afterwards using the already implemented trigger system you could force AI to return to base after hit or switch off radar after being hit by such invisible weapon with no warhead. This probably could also be modded. No AI work required.

I have tried mapping an axis to the toe brake, however I have to say that having mapped a digital button works a hell lot better on my joystick. It is a paradox but a digital button resembles also a lot more how the system operates RL. If you press a foot for a brake it will never be as quick and precise as when you operate the lever with your hand IRL (I tested it), therefore in my opinion putting the brake axis on a toe brake is counter productive and makes things much more difficult than in real life. I can taxi L-39 with digital brake absolutely precisely without problems, with the toe brake I am not able to do it at all, or very sloppy. Of course the best solution would be to have an analogue brake lever on the stick.

Level hold autopilot and all altitude AP channels in Su-25T are bugged, if sea level pressure is different from 760. The AP always thinks that SL pressure is 760 and therefore thinks you are higher than the actual altitude if the pressure is lower and vice versa. I am sending a track illustrating this behavior. Weather tab setting 730 HG SL pressure. Aircraft setting - 3000 metres ALT. 1. At beginning of the mission altitude shows 3270 m 2. Correct altitude meter by setting sea level pressure to 730 -> Altitude meter shows correct 3000 meter altitude 3. Engage Baro alt hold AP 4. Baro alt AP descends to 2730 meters (it thinks I was flying at 3270 and commanded descent to 3000) 5. Engage level flight mode AP at 2730 meters -> AP will descend another 270 meters 6. Engage baro alt hold -> AP descends again. AP basically operates correctly only when SL pressure is 760. This affects also landing channel and in dynamic weather AP is completely unusable and therefore problematic for many people. Track illustrating this behavior is attached. I hope it gets finally corrected. Su-25T_AP_BUG.trk

The landing was indeed very nice with such a heavy aircraft. Really good job :thumbup: Just a food for thought. We don't have to care about landing weight, but for example for Su-25A the RL manual is very strict in this. It is absolutely forbidden to land the aircraft with total weight exceeding 13 300 kg, such landing is allowable only in emergency and all weapons that are jettison-able have to be jettisoned. The manual moreover states that landings with total weight more than 12 200 kgs are allowable only in rare cases and can form only 3% of all landings, if this number is exceeded the aircraft has to undergo a major overhaul. These numbers are maybe slightly higher for the T-Frog, but reading the manual changed the way I operate the aircraft and load it up. We simmers often demand the most precise flight models, systems, graphic representations, but often operate the aircraft in a manner that would be unimaginable in real life :)

I am flying from Krasnodar and I have exactly the same problem. RSBN landing channel 38 does not seem to work even when landing on runway 09, I get no green lights when I switch RSBN to landing mode. ATC prefers RWY27, except stronger winds coming from the east.

Not a bug, all Su-25A takeoffs are mandatory to be performed with flaps in full down position according to RL flight manual . This flaps position is also originally named as take-off/landing position. See for example this video, empty Su-25, flap position switch is fully down: or even better:

I hope they will implement paired take-offs also when the aircraft start from the parking. It should at least be optional. Russian aircraft nearly always take-off in pairs or even threes even with live weapons.

In general, real life load-outs are much different than load-outs that most people use in the game. Standard conventional load-outs are much lighter, usually precisely selected just for the work needed to be done by a single aircraft. IRL no one expects one aircraft to annihilate the whole enemy battalion destroy air defenses and finish off the remains of enemy forces with cannon. A pair of Su-25s with pair of S-8 pods is enough to saturate target area. A pair of Su-25s/34s with 4xFAB-250 bombs is able to level out small installation. A single or two guided missiles are usually more than enough against one high value target like a command center. A single aircraft has a single task and is armed/briefed and prepared just for the task. If you need more hitting power you send more aircraft. No Rambo missions IRL with KH-25MPUs, 16xVikhrs, 2xS-25L and R-73 with gun would ever happen. You also need to take account that the high precision weapons are highly expensive for purchase, as well as maintenance and you wouldn't be authorized to drop a KAB-250 against an empty tent somewehere in the dessert. Just my two cents :)

My most used loadouts: Anti-vehicle/CAS: 4x-S-8OFP/KOM+2xFuel, 16xFAB-100+2xFuel, 4xRBK-500+2xFuel, 4xS-24+2xFuel Bombing/ground attack: 2xS-25+2xFuel, 4xFAB-250+2xFuel, 4xFAB-500+2xFuel

Well, this is strange - in my config, the left/right brake engages only when rudder is nearly fully deflected and brake depressed, otherwise both brakes work - you can check it in a window after pressing rctrl+enter. It works exactly as in the real thing, so I am happy with it. The technique I am using and works very well and reflects a real life technique is the following: Before initiating a turn apply full rudder in the direction of the intended turn and control the amount of turn by long/short press of the brake. When small corrections are needed, apply full rudder and only tap the brake, works great. You can also read about it here for example; from a real pilot: http://www.warbirdalley.com/articles/l39pr.htm Taxiing is one of the more quirky aspects of operating the L-39. It's definitely a skill which can only be learned by doing -- no amount of mental preparation or studying can fully prepare you for it. After some practice it's not a big deal. Like the vintage MiG fighters and the Yak-52 and Nanchang CJ-6 trainers, the L-39 utilizes a stick-mounted wheel brake lever. There is no nosewheel steering -- the front wheel assembly castors freely. A selector valve sends hydraulic pressure to the left and right main wheel brakes in proportion to the rudder pedal deflection, and in proportion to how hard you squeeze on the handle. This means that if you need to make a left turn, no matter how small or large, you push the left pedal ALL the way down, then modulate the turn by squeezing either lightly (for a gentle turn) or more forcefully (to crank the nose around in a tight spot.) To stop a turn (again, no matter how small or large), you'll need full opposite pedal and some more carefully-modulated squeezing of the brake lever. You can actually do a 180-degree turn in the width of a narrow taxiway like this, but it takes a bit of momentum to do it. Careful speed management and anticipation are the keys to avoiding looking like a rank amateur, or worse, when maneuvering an L-39 on the ground. You can always spot a pilot who's trying it for the first time: They're the one who has decided to steer it like a "normal" airplane by holding down the brake lever a bit and simply steer using the pedals. This invariably results not only in prematurely-worn brakes, but a Pilot-Induced Oscillation and a lot of cussing.

Bort numbers change color and number when zoomed out or looking from further distance on Su-25A. Screenshot and track included. It is not dependent on skin, bort number color or environmental conditions, I've found 7 changing to 6, but maybe others change also. Changing numbers Su-25.trk

Still waiting, 1.5 will hopefully arrive today.

R3S missiles are able to lock on ground targets. As far as I know, our air-force even practiced such utilization of the missile.

Here is a very interesting video from KA-50 in Chechnya operations, flying with only two vikhr missiles: And we need this APU for Su-25T (4 Vikhrs per pylon): I am still trying to figure out how to mod it in DCS world, but the only success I had was to insert Vikhr missiles into shturm pods.

Does not work, if I limit the number of VIKHRs in db_weapons_data.lua, the sim still draws 6 vikhrs on the shark or 8 vikhrs on the frog, although only limited number can be fired. We would probably need a new APU with 4 vikhrs only, or someone who knows how to do it :huh: :cry:

Thanks for the info titanium, I read that also RL pilots had difficulties aiming/stabilizing with KLEN laser designator. Citation from the book of A. Mladenov (Su-25 Frogfoot units in combat): ------------------------------------------------------------------------------------------- During guided missile launches using self-lasing, the hit accuracy came in for criticism because of laser-beam stability problems that afflicted the manually controlled laser designator/rangefinder equipment in the Su-25. External lasing significantly improved aiming conditions for guided missiles, as Su-25 pilots were now free to commence defensive maneuvering immediately after launching their weapons. Consequently, in 1987, a self-propelled laser-designation vehicle codenamed BOMAN was introduced into service by 378th OShAP. A makeshift targeting system, it was based on the body of a BTR-80 APC, equipped with a Klyon-PS system scavenged from an Su-25 that had been damaged beyond repair. ----------------------------------------------------------------- Thus we need the ability of external lasing for our Su-25s, it could be a nice addition in DCSW2.

It is useful in some scenarios like COIN, or situations where you need to hit only a few enemy AA emplacements in mountains where performance matters, KA-50s used in Chechnya normally carried only 2x2 vikhrs on outer hardpoints. The same goes with Su-25T, vikhrs to eliminate enemy AAA units and the rest can be destroyed by subsequent strike of Su-25A with unguided munitions. As far as I know, in RL operations you don't hang everything you can on an aircraft, but rather send more better performing aircraft with lighter loads. So having the option to load less vikhrs would indeed be nice and realistic in my opinion :)

I would love to see it also for Su-25T. Only four vikhrs per rack were also carried with much reduced drag/weight.

What exactly is fixed with the AI?, I unfortunately missed that... thanks.

I must apologize, there is a differential brake in RL Su-25A, I've consulted with a former Su-25 technician today who I work with. Differential brakes are controlled by depressing the pedals as there is no central brake lever on a stick (only emergency brake as a switch), thus the feature is indeed missing. Sorry once more for misleading information. Pilot's manual of Su-25 states that the aircraft should be controlled during first half of takeoff run by differential brakes and steerable frontwheel, in the second half of the run only by the rudder. It also states that steering wheel should be locked before landing.

The real Su-25 has no differential braking. Turning is done as depicted in the sim by operating the front wheel using pedals. However IRL you can lock the front wheel (you have a switch in the cockpit for that - UPR KOLES above landing gear/flaps indicator) - simulator does not allow you to lock the front wheel.