jaylw314

Sure, if lead's making a turn or climbing

Wait, it does?? I've tried looking from the F2 external view, but it doesn't affect the pilot's head there, and people in MP have said they can't see my head movements. I must have missed something, then...

Yeah, that could explain why the clock isn't controlled the same way, they probably figured they'd model it correctly at some point in the future and didn't get around to it.

There is not, only on the MAV page. You can turn up the SYM brightness, it might help a tiny bit.

In close or route formation, the standard is for no comms from lead for maneuvers--wingmen are expected to be observing and just following lead, AFAIK. Obviously, you'd still want to talk if you're doing something crazy, though And lead should be aware of what wingmen can and can't do. There are a lot of things that require hand and head signals and control inputs to signal formation changes and such, but the hand signals are obviously a no-go. I don't think moving your head with trackIR or VR moves the in-game pilot head other people see, either. Tactical and more spread out formations may require radio comms, but IRL they prefer to use visual signals like wing flashes. In DCS, these are absolutely impossible--at 6000', a buddy and I tried to use wing flashes and we just burst out laughing, because we had no idea which way the other was banking at that distance, so we'll probably use radio comms there

IIRC, switching the boat switch while MAV is SOI will change the symbology color on the MAV and the polarity of the TGP. If the TGP is SOI, the boat switch ONLY switches the TGP polarity. So the trick is to change the color on the MAV, then with TGP SOI you can freely switch between BHOT, CCD and WHOT without changing the MAV page. I agree pretty annoying, but I still have to say things are at least measurably better than the past few months No, DISP adjusts the MFCD backlights perfectly fine for me.

Don't forget you can use the boat switch to make the MAV symbology black, that will help in those photos.

Ooooooh, okay, that's interesting! That's not obvious at all looking at it in that video above, and definitely not in a DCS cockpit. That would make sense, though

It sounds, then, like it is similar to other instruments I've seen where it's full bright with the light rheostat off, then goes full dim when you turn it on, then brighter again as you turn it clockwise? That would make sense if it were that way

That does seem to be the case for the clock, not sure about the UHF repeater. Hopefully somebody knows if the clock goes back to full brightness when the dial is turned to OFF, like some instruments I've seen, though. The pinky switch is the master EXTERIOR light switch

The repeater and clock are supposed to be controlled by the Flight Instruments dial on the lighting panel AFAIK. Not sure about the actual radio I suppose you could make the edits into a OVGME mod folder, that would make it easier to change between missions, but you'd still have to quit out of DCS to change it

I will say that it wasn't clear in the news today that it would be fixed for the upcoming update, if that's correct that's good news!

Oooh, nice find, thanks!

It doesn't fix it, the DISP setting is not accessible via the lua config file. It does what people have been doing before, turning down the SYM, BRT and CONT settings, which are modestly helpful, though. Also, check the ED news from earlier today Thanks for putting that together, I'd also point out you can put the edited lua in a mod folder and use OVGME to add and remove it from the DCS install folder. Useful since the edits will be returned to default if you repair or update (assuming it's not fixed at the next update) and if you have MFCD settings you'd like to keep as default

When the plane is rolling slowly the nosewheel will caster freely. At more than taxi speed, though, aircraft with free-castering nosewheels are stable and will self-center, since the main gear is behind the center of gravity. As long as the main gear are not sliding a la Initial D, letting go of the brakes while rolling out really should center the nosewheel. @zamboni FWIW, you can use the free castering nosewheel to your advantage while parking. If you press one toebrake while NWS is off, the plane will turn much tighter than when NWS is on.

Can you please clarify what you're saying and how it's relevant to the topic? I suspect you might have posted in the wrong topic

Cool beans, I figured 180 or so was best climb, if it's around 160 that makes sense and is good to know! For the final approach per the flight manual's recommendation, I think of it as a "partial" slip, just enough to get the runway in the HUD (or at least to get it out from behind the HUD pillars). Then on short final the full wing-low sideslip to align with the runway.

as @Yurgon noted above, no, leave the rudder alone. The plane is flying fine, although I question whether it's smart to climb at 167 KIAS, a little faster might be better. The crosswind effect on the FPM and pitch ladder will be most noticeable when the plane is flying slower, too. If the crosswind is more than 1/6 your forward true airspeed, the FPM will be more than 10 degrees left or right, which will be off the HUD. You'll notice also the symbology for a FPM that is off the HUD--there's a little arrow pointing left superimposed over the FPM

Just to clarify, BRT, CONT and SYM switches all work, but the all-important DISP does not still

I've found the best indication of EXACTLY when the throttle moves into afterburner is to simply watch and listen to the throttle handle. When it hits the MIL stop, you'll hear a loud and audible "clunk." From there, if you move it forward into afterburner, you'll visibly see the throttle handle lift to move over the MIL stop. So now, you just futz with the throttle curve in DCS and/or the WinWing SimAppPro calibration to get it so that when you feel the throttle detent, you hear the "clunk." All the other visual and audio indications seem to be a bit imprecise, but that "clunk" is what you're looking for.

There's an A-10C flight manual from 2012 that has a specific description of the throttle and does not mention a detent, but does refer to the hard stops. I don't want to quote it or post a link since it's not for public release, but if you ask the Google lady it's not too hard to find.

I should qualify my statement that it would work with a FFB stick, since I don't have one I'm not sure exactly how the implementation in FFB works, but @Frederf's description above sounds pretty believable

Well there's you're problem, get cracking BD!

Hadn't checked this forum for a while, thanks!

No, just hard stops at OFF, IDLE and MAX (AFAIK you need to lift the throttle handle to move from OFF to IDLE, or IDLE to OFF). I have a Winwing Orion which has an afterburner detent at 80%. I just adjust the axes so that they reach 100% at that detent, I don't want the detent messing up throttle movements in formation or aerial refueling.