Diesel_Thunder

Found a bug with both the AIR and Snake Eye variants of high drag bombs across multiple aircraft. In all cases, setting the weapons to tail only fuzing will have the bomb detonate when hitting the ground, which is the incorrect behavior (it should not detonate). The tail "fuze" is replaced with the high drag tail kit and has no provision for an actual fuze to detonate the bomb. Releasing the bomb in tail only fuzing should only have the weapon drop in high drag configuration, but without detonation since the nose fuze was not armed. Here are two track files that shows the incorrect behavior. One is with the Mk-82 AIR, the other with Mk-82 Snake Eyes. mk82 AIR bug.trk mk82 snake eye bug.trk

Seen the same across multiple modules; F-4, Harrier, F-18.

There's a few things the WSO cannot do with the throttles. While the WSO can push the throttle forward out of the OFF detent, the WSO cannot start the engines as only the pilot throttles have the ignitor buttons. The WSO cannot put the throttles back into the OFF detent as that set of throttles do not have the required fingerlifts. The levers only prevent you from selecting OFF by mistake and inadvertantly shutting down an engine, hence the fingerlifts on the pilot throttles, but no special action or interlock is required to push them forward from the OFF position. The WSO throttles cannot go into afterburner as they cannot be pushed over into the burner detent, but if the pilot selects burner with their throttles, then the WSO can use burner. The WSO can pull the throttles back out of burner however.

diesel_thunder

Would it be possible to add the weight of the pallet you are creating to the pallet screen? This would be incredibly handy for keeping your aircraft within weight limits and/or cargo planning.

The parking brake can get bugged here and there. I run into this as well. Usually (but not always) it's coupled with the PARKING BRAKE ON advisory on the caution and warning display.

You know, I think you are right. It's been a while since I've talked to them so I could have gotten them mixed up.

As the title says, I put together a helpful video on the new dynamic cargo system for everyone

Spotted this today, seems the cargo ramp will clip into the terrain sometimes. This screenshot was taken after landing at Creech AFB on the NTTR map. The ramp extensions also clip into the terrain. null

I talked with a CH-46 pilot about how VRS retreating blade stall would manifest with tandem rotors, and he stated that generally the rear rotor would be first affected (it’s in the dirty air disturbed by the forward rotor), there’d be some vibration from the back of the aircraft, and the tail would start to drop. Being a tandem rotor, escape/recovery is in any safe direction. EDIT: I described retreating bladed stall initially, and not VRS, but confused the two conditions. As noted in adrift_foolish1 's post below, VRS affects both rotors at the same time. Escape is to the left or right, whichever path is safer.

The bypass switch can stay in the normal position, and the chaff/flares will dispense when you press the dispense switch up (flares) or down (chaff) on the cyclic. Have to be airborne with the system armed, and make sure it's turned on via the CDU panel, in the POWER menu.

You have to turn on "Dynamic Cargo" in the mission editor for each airfield you want to create pallets for, in order to load them on the Chinook. Once that is done, in mission you call up the rearm menu and you can create a pallet with various things in it like weapons, and then load it in. Right now the pallets look the same no matter what is in it, and do be mindful of the weight. I showed it in my live stream last night, and I'll be doing a video just for how the Dynamic Cargo system works. This link should take you to the right timestamp where I load up a couple of pallets:

Found this yesterday while doing the live stream. Happened twice where the parking brake was stuck on, despite the handle being down or pushing on the toe brakes. The "PARKING BRAKE ON" message would not clear either. I'll try to reproduce this with a track.

Gotcha, thanks! Haven't run the cargo training yet, was more curious as I wanted to do a multiplayer test, and see if another player could drive in with a Humvee and I fly them somewhere else. Didn't see anything in the controls regard cabin layout.

Thanks for the mention @Rudel_chw In the research for that video, I came across the full version of a Luftwaffe Phantom using cartridges on both engines. On the first one I don't hear an ignition pop at all, just a whooshing noise of it burning plus the whistle of the turbine starter spooling up, followed by the J-79 coming up to idle speed. Total time from cartridge ignition to idle speed is 29 seconds in the video. It may pop if you are up close to the jet (in the pilot seat or as the crew chief), but it seems that may be subtle compared to the sound of the cartridge burning This video was recorded in June 2013.

As the title says, is there any way to fold up the passenger seat in the cabin as a way to make room for cargo?

That option helps things a lot (I have the same throttle). Just have to watch the levers though to know when they are in the correct spot and out of the previous detent.

While that special option helps things, I think it would be great to adapt the levers to common features on throttle hardware. Take something like the TM Warthog for instance, it has the switches built in for idle/cutoff like a lot of the jets feature. Could add a keybind to bring the ECL's into and out of the STOP position. Something similar could be added for the afterburner detent to put the ECL's into the FLIGHT position.

Doesn’t matter if the engine is at idle or full power, the gens are on constant speed drives (CSD) so the AC electrical power should be consistent. When an engine fails, the generator will drop offline around 53% RPM (it varies engine to engine) as the CSD no longer has enough RPM to work with. I’ll have to look in the engine book again, but fairly sure the CSD’s need good oil pressure to function properly. Which could explain why the right engine gen dropped offline too.

There's a few accumulators around the aircraft. One for the wheel brakes, another to blow down the gear, another for the flaps, and one more for deploying the Ram Air Turbine (RAT) on the F-4's that were fitted with those. The accumulators get pressurized by the respective hydraulic systems, and also get a charge of compressed air from the pneumatic system, also 3,000 PSI.

That emergency pump you refer to is known as the "APU", and isn't an APU as we know it on newer aircraft. It was an electric powered hydraulic pump that only activated when the pressure in the PC1 (left engine) system fell below 1,000 PSI, and only provided 1,800 PSI to the PC1 stabilator controls. The catch here is it is powered by the right 115 VAC bus (right engine), and controlled by the main 28 Volt DC bus. So if you lose electrical power, that pump will not activate. It will also not activate in the event that the PC2 hydraulic system fails. Very limited use with the "APU" and not many aircraft were fitted with it.

For those curious on the Morse code heard in that video, it says “coming soon” Characters as I heard them (backslash as character separator) - . - . / - - - / - - / . . / - . / - - . / <pause> / . . . / - - - / - - - / - .

I know the D models evolved somewhat, so not sure if she came from the McD factory that way or was upgraded at some point. She is a block 28 and still fitted with the DVST radar scope.

I'm kinda partial to the F-4D

Here’s a video I put together covering nearly all aspects of the 109. Cold starts, taxi, takeoff, engine management, weapons, landing, and more. Hope you guys find it helpful! https://youtu.be/_uwnsK3E1dU