bazza772

Same issue as Bagpipe. All other modules work fine and no control conflicts. Of those C101 flights I tested it only occurs on Missions which start Hot on runway - all others, eg airborne start, seem fine. On the hot runway starts all of the other engine instruments increase in sympathy with throttle position except N1 (stops increasing at 51%). After throttle closure the ITT stays up at red line while other instruments return to idle. The throttle has been sensed, just like on all other modules and C101 when in flight. I also created a fresh mission with hot runway start and no failures preset and this still occurs on spooling up. cheers.

@cw4ogdenthanks for your considered professional insight into this module and how it is modelled. As a 30+ year ex military FI and current civil fixed wing pilot it is good to hear how closely or otherwise certain aspects of the flight model are simulated from somebody with significant experience on type. I have zero experience of real world helicopter flight, apart from being winched out of the sea one sunny afternoon, and appreciate your expertise when discussing VRS. Cheers.

Just popped into mission for pre MP landing practise. It’s now an IMC exercise with cloud on the deck and no useful visibility. Cheers.

Thanks!

My download speed is 0.7Mbps which is as good as it gets in my remote hideaway. Gonna spend the next 2 weeks reading about it.....

Thanks Weegie. No probs at all. It works when I need it most and is a very useful addon. Cheers.

Love this functionality especially in VR. However, it does not appear on the C101 or Fw190D - not that I need it much in these modules. Am I doing something wrong or is it not available for these aircraft? Works a treat with everything else but just an empty box with a border and no page for these 2. Thanks. Edit : 190d now works after selecting easy Comms and then switching back. Nothing on C101.

I would find it unlikely that after designing, testing and delivering the aircraft it was realised that there wasn’t clearance for tanks on the inboard pylons. More than likely that the clever design team anticipated that and the layout gave structural benefits. But ya never know - the 50s was a fast moving time. cheers

No worries mate. Closest and outer refers to the location ref. terminal area/ operating base, as opposed to ‘somewhere else’. It’s logical that the departure runway is longer where there is a difference. Sorry if I don’t make it clearer - after spending 30 years flying military and wide body in and out of US international gateways I probably assume too much knowledge. Have a good one

See last 2 paras of my post above . Heavy jet departure takes longer than a decent braking arrival (at take off I am tonnes heavier than landing and my decel is better than the accel) - but times are about the same across the day. it’s where the skill of ATC comes in managing arrival and departure ‘flows’ , both military and civil, and is a significant part of the workload. This is totally absent in DCS world for obvious reasons. cheers.

Good question. In answering your general query about where to carry a heavier load it involves wing bending (or load) relief. The fatigue life of the construction is increased by loading the wings rather than the fuselage of the aircraft. This can cause other negative issues, such as with drag or handling, which would be design dependant - compromise always needs to be built in... cheers (google wing bending relief for info)

Hey Dmitri. Takeoff and landing will be in the same direction IRL. Normally dictated by wind above a certain speed, but otherwise by noise or preferred routings in light wind conditions. Depart 21L and land 21R or 21L, subject to traffic and parking assignment, for example - you don’t just turn round and come back in the opposite direction.... Also the dominant local airfield will dictate the direction when it’s not wind constrained. For example all NY airports are led by JFK so LGA etc will (normally) comply with Kennedy’s wishes, and I imagine it’s McCarren that tells Nellis which way they are landing when they are very busy. Obviously a compromise between ATC is reached when possible, but don’t expect Nellis to be landing south if mccarren is landing north (for example). Many airfields will also swap sides to share out the noise pollution where that is a factor. Also many US airports have 4 or more parallel runways, often 2 each side of the terminal area. The numbering on these is changed to avoid confusion. For example at DFW you get 5 runways pointing north south but numbered 17L 17C 17R 18L 18R - all pointing the same way but numerically split to make it easier (just remember they are all 180ish when doing your performance or crosswind Calc) - that’s one of the many many reasons why this is a game . plus.... rule of thumb - on a pair of parallel runways the long one is for take off and the short for landing. Performance based due weight primarily but can be switched as long as Perf permits. while we are on a roll, on each side of the airport the closest runway of the parallel pair will normally be the longer one - aircraft can land on the outer one and wait their turn to cross with no fuel issues. Departing aircraft are wasting enough fuel queuing as it is without having to cross an active runway at heavy weight between tightly spaced landing jets. All part of the picture a pro generates when approaching a busy area for the first time and trying to build SA.

Thanks for the reminder

AP3456 was/is the QFI bible and was covered in more depth at CFS than in regular pilot training. Relevant parts for your type were incorporated in type specific manuals for routine pilot training at the FTS's. Funny how we had to be dragged screaming and kicking to become QFI's - one exciting objective was to be able to derive the graphs in the Vol1 from students by eliciting the correct responses.... OK Bloggs, today we are going to have a chat about slats.... cue whiteboard and 4 coloured pens - happy days.

Hi Zeus. Thank you for your input - appreciate you taking the time. In my situation I had waypoint 6 at the end of INGR and NSEQ Was then activated, as you and the razbam YouTube guide describe. Waypoint 6 appeared at the correct place and was indicated by the change in colour of the ingress/out line - perfect and ‘as advertised’. Seems the problem was I was designating the target waypoint too early, and before it became the active waypoint (following the instructions of a popular YouTube channel...), which caused the TOT to become screwed up - USER error and no prob with the module. I can now co-ordinate precision timed attacks in combo with my Viggen mates - good news :)). Really good module, thanks. cheers.