Bob1943

Will that create a conflict between Track IR and a 100 Hz monitor?

Maybe a little on the bright side, but I do like to see a well lit landscape. I think the terrain is a little oversaturated in the red spectrum, which could maybe be tweaked with monitor adjustments.

I have been thinking about getting TrackIR as well, but the price point is ridiculous. If I do decide to put up the $ to get this, will the fluorescent lights above my computer degrade the performance? Also, any impact from people wearing glasses?

Really sorry to hear you are having that problem with such a high-end machine. I bought a Digital Storm Lumos about 8 months ago. It has an i7-9700K, 32GB of 3200 MHz RAM, a Samsung 1TB M.2 drive, and an RTX 2070 Super. I am running DCS on a 34" 1440P monitor at max settings and am getting a very smooth, fluid picture. I have been debating getting Track IR, but after reading through this thread, I am not so sure that I want to tempt fate and introduce a problem. Your hardware should be running DCS picture perfect. I can't offer any other suggestions, but I do hope that you can get everything sorted out.

I play at 1440P on a 34" curved 100Hz Alienware G-Sync IPS monitor. Connected to an i7-9700K and an EVGA 2070 Super, 32 GB Ram. All settings on high, beautiful picture, no problems so far.

Yep, it does look very similar. May not have changed that much since 1968. That is a long time though to not have some changes (maybe minor) with all the new development that has occurred during the intervening years. Too bad that I did not keep my "Pilot Checklist" kneepad from the time that I spent there - that would have listed all the recovery patterns that were current in those years. I was only there for about 8 months before getting re-assigned to the F-100 training program at Luke.

Also add my name to the list of folks wanting more realistic, brighter lights for Vegas. The recent night lighting change to the Persian Gulf map made a world of difference. Would hope we could get the same update for NTTR.

I incorporated Third Wire's F-100D into some belly cam and gun cam film from the F-100 that I flew in Vietnam during 1970. I was with the 612th TFS at Phan Rang, 35th TFW. I loaded the simulation plane with exactly the same ordinance that I was dropping in the belly cam footage. So, you will see the simulated drop followed by an immediate transition to the actual belly cam footage. Here is the link to the movie that I made: There is also a second video on that same Vimeo page that my Dad took of me starting, taxing, and taking off in the F-100 at England AFB in 1971.

I have never flown the real F-5, but I do have many hours in the real T-38, while going through USAF pilot training. The T-38 was very easy to trim up for hands free flying, without the oscillations that you describe. Due to the close similarities between the T-38 and F-5, I would assume that the F-5 would trim in a similar manner. However, I also have the DCS F-5 module and also notice that is a little finicky to get trimmed hands free for any length of time. I fly with the TM Warthog stick and find that I have to use very quick/short clicks on the trim button to find that magic spot where you can go hands free for any length of time without altitude deviations. Although I do not experience any extreme pitch deviations after letting go of the stick, i.e., within 45 to 60 seconds, I might see the plane drift into a 100-ft per minute climb or dive, which will usually start getting worse without manual corrections. I have the same problem in getting the roll rate trimmed out. However, in the real airplane, you will be lucky to maintain a completely stable altitude for more than a few minutes without touching the trim button, i.e., trimming is pretty much an ongoing operation in aircraft of that era. Might also just be that the simulator hardware/software that we use just does not have the same trimming fidelity as the systems in the real aircraft.

My friend, that was 52 years ago. I have no recollection as to what the recovery patterns were called back then. In the pictures that I posted, we had approached the metro Las Vegas area from the northwest and were flying east across North Las Vegas in order to turn onto an initial approach for Runway 03L. I'm sure the landing recovery patterns are completely different these days from what they were in 1968. Lot of new development that was not there in 1968.

As stated in my 1st post, I was flying the F-111 at Nellis, not the F-4. I just got a few courtesy back seat rides in the F-4, as a result of meeting some of the F-4 instructor pilots in the Fighter Weapons School at Nellis. However, they were nice enough to give me a lot of back seat stick time.

Thank you. Yes, that is what the majority of the missions were. An exciting year in my life.

Yep, manual dive bombing takes a lot of practice. Assuming no wind, 4 parameters have to come together at a precise point and time in space to get a hit: 1) dive angle; 2) altitude; 3) airspeed, and 4) pipper on target. For a given bomb type, the ballistics tables give us the release altitude, airspeed, and pipper depression for any given dive angle. Very difficult to get all those things lined up perfectly at the correct moment in time. Pilots need to know how to make adjustments in pipper placement if dive angle, altitude, and airspeed are not converging as planned. Throw in the wind and it becomes even more complex. During the missions that I flew in the F-100 in Vietnam, we always rolled in from different directions on each pass in order to confuse the enemy gunners. Also, we always flew curvilinear approaches, only rolling out for the weapon release run at the last moment, again to confuse enemy gunners, i.e., don't fly in a straight line for very long or you will be easy to track. That even complicates things more when wind is involved, i.e., you have to remember wind direction on each roll-in.

Bingo! I have just begun playing around with the Viper and had only mapped Trim switches to my TMWH stick. Had not even looked at the bindings for the Flap switch yet, which had been (by default) set to the Main Battery, just as you stated. Once I cleared that setting, everything works fine. Thanks for the responses.

Everything has previously worked fine on the F-16. However, I tried a few Instant Action missions today and the missions all launched with no electrical power, i.e., the cockpit was completely dead. All my other modules work fine (F-18, F-5, A-10). Any ideas why the F-16 cannot get electrical power on any missions?

Just an observation that might be a contributing factor. I see you are running an RTX 2060 with a 1440P monitor. That monitor resolution is a bit of a stretch for an RTX 2060. Playing at 1440P is best experienced with at least an RTX 2070 Super.

If you just want to use 1 button for both Up & Down, use the "L/G WRN Silence" button on the Warthog throttle quadrant, i.e., Button 21. Each time you push that button, the landing gear will cycle up or down. Make that button assignment in the DCS Controls Menu.

Personally, I like to assign landing gear operation to a switch that physically shows whether the gear is Up or Down, sort of like looking at the gear handle position in the cockpit. I use the Path, Alt/Hdg, Alt switch on the Warthog throttle quadrant. "Landing Gear Up" assigned to "Path" position, and "Landing Gear Down" assigned to the "Alt" position. Adds a little more tactile immersion for me to reach over there and physically move that switch to the up or down position, and, hear the "click"!

Yep, that did the trick! Thanks.

Just started practicing some takeoffs in the F-5 under Instant Action. There is a Pitch Trim Indicator gage under the left side of the hood of the instrument panel. I cannot find any way to manipulate my View controls to completely see that gage so that I can set my pitch trim prior to takeoff. So, what is the secret to being able to see this gage?

Yes, I noted that "inverted" effect on the brakes when I first noticed the braking problem. With the brakes being released, i.e., with my feet off of the pedals, it nearly took afterburner power to get the plane to move from a parked position! Then as I pressed on the brakes, the plane seemed to taxi faster. So yes, just the opposite (inverted) from what you would expect. Still don't understand why the F-5 brakes work fine without having the axis being inverted.

Edit: rob10, just saw your post after I posted the following. Yep, Invert was the solution. I assume W.O.W. means weight on wheels? Well, after many trial & error attempts, I finally got the toe brakes to work by selecting the "Invert" box in the Axis Tune menu. Does anyone know why "Invert" would make a difference in whether the brake pedals work or don't work? I don't understand what "Invert" is doing. "Invert" is not checked for the F-5 and the brake pedals work fine. So, in summary, here are the Axis Tune settings that make the CH Pro brake pedals work with the F-18: Wheel Brake-Left: (Joy_x); Slider & Invert boxes both checked Wheel Brake-Right: (Joy_y); Slider & Invert boxes both checked

The brakes don’t even work on the F-18 during taxi from the parking ramp to the runway. Don’t think Anti-skid is the problem. Must be something else going on. I’ll keep poking around to see if I can find the problem.

They were already set-up under Axis Control as you suggest. They work fine for the F-5, but have no effect for the F-18.

I have assigned Wheel Brake-Left to the left toe brake on my CH pedals and Wheel Brake-Right to the right toe brake. Using Sim mode. However, when I actuate the rudder toe brakes in-game, they will not stop the F-18, I have to hit the W key to get stopped. Any ideas?