Gear warning horn silencer?

[MAXsenna]

On 7/30/2025 at 3:55 PM, Bozon said:

If DCS insists that this is the correct implementation than I just ask for the “special option” to disable the horn.

Or at least give us a fuse we can pull.

[Dragon1-1]

Why don't someone ask a real Mossie pilot? There are flyable ones around, someone who flew the real thing would know. 

[VampireNZ]

On 8/5/2025 at 9:08 PM, Dragon1-1 said:

Why don't someone ask a real Mossie pilot? There are flyable ones around, someone who flew the real thing would know. 

Because there is simple no need - there are numerous onboard videos of a Mossie rebuilt in NZ flying low level around Auckland without the warning horn sounding, including views of the manifold pressure, throttle position etc. Even the warning horn sounding in flight when he pulls the power RIGHT BACK to maintain slow formation. It also just takes having room-temperature IQ to know that flying around at MAX CONTINOUS power setting of 7 lbs of boost you WOULD NOT have the gear warning horn blaring the entire time - I mean REALLY? The boost/throttle position relationship is just wrong. I mean I could just ring up some mates working in Auckland rebuilding the things - by why bother, ED would just completely ignore my input anyway. 

The entire power delivery of the DCS Mossie has been totally incorrect for years and ED steadfastly refuse to admit it. Is the same as the Airspeed indicator reading TEMP of MPH - these aircraft were developed by computer programmers that simply have no idea about the aircraft they are developing, which is fine (not having a dig at the devs 9Line!) - but they need to accept when they have implemented the operation incorrectly, or misread an image of an ASI where the needle was obviously covering the wording (and as they do not know any better - anyone even remotely educated in aircraft knows you don't measure the temperature of your speed....) implement the wrong info/operation. I think ED would gain a lot of respect from their community if they were more willing to admit they were wrong and make effort to correct.

Have been flying DCS for a very long time and it is very common to see ED adamantly profess their particular FM or system is absolutely 100% correct and has been tested by in-house SME's etc and is operating correctly...then 2 years later, X aircraft FM to receive complete overhaul (thinking of one specific fighter in particular...). Really? What happened to 100% correct? I realize it is probably easier to shut people up in the forums if you just refuse to admit it is in fact not correct, is just a shame that's all, as things like the Mossie just never get 'fixed'.

 

Just my 2c, not gonna change anything, but poor Mossie is sitting in my hangar till fixed, and as a Kiwi and ex-RNZAF aircrew that is very sad.

[Art-J]

Playing devil's advocate - I've yet to see an airworthy warbird restored and rigged to factory, period-correct state. They're set up to for safe, relatively cost effective and comfortable modern ops, obviously. In scale and virtual modelling they're considered secondary sources for a reason, with period documentation always taking priority (if available).

We can see on previous page that description of horn operation in period doc is unfortunately ambiguous and confusing at best. Is ED's interpretation incorrect then? Might be, but until someone comes up with a better period source that's all what we've got for now. 

Is it such a big deal, though? Depends. It's possible to fly around well below 7 lbs without horn by dropping RPM to econo cruise values, I do it all the time. Not bothered by incorrect ASI texture either, it's such a minute detail that I only found out about it in August when relevant bug report was posted, even though I've owned the module from the beginning.

Granted, I fully understand that for some players these small issues can be proverbial straw that broke camel's back in the grand DCS warbird scheme of things, but as of now Mossie is otherwise fully mission-capable in single- and multiplayer, so there's no need to put in in virtual hangar, in my opinion at least.

[Mav87th]

Well if you read the manual you can interpret item #26 as either WITH gear extended (partially) or not at all. I would assume that with item #26's placement in the manual where all the other items around it is regarding lamps and other stuff with gear extended or with gear extended but not locked, that item #26 would also be interpreted as the warning horn will sound If you have extended gear, that is not locked down AND throttle less then one quater open. As i perceive the FM of ED they interpret it as only throttle less than one quater open, no matter the gear.

Quote

25. Position indicator.-The undercarriage position indicator (40) is on the centre of the main instrument panel, and will indicate the position of the main wheels when the electrical services switch (22) is ON. The indicator lamps have dimmer screens for night flying. Indications are:

Main wheels locked up. No lights -

Main wheels locked up but throttles less than open and boost -2 lb. per sq. in. or less -- 2 red lights

Main wheels between UP and DOWN locks -- 2 red lights

Main wheels locked DOWN -- 2 green lights

When the main wheels are lowered the red lights do not go out until the down locks engage. There is no tailwheel indicator.

 

26. Warning horn. - The warning horn sounds when the undercarriage is not locked down and throttles are less than one quarter open.

 

27. Ground locking.- (i) Ground locking caps are stowed in a bag in each wheel well, and should be fitted, after landing, in place of the dust caps which cover the end of the locking latches. Make sure that the ground locking caps are replaced by the dust caps and stowed before taking off. (ii) If the aircraft is taken off with the locking caps on, and an attempt is made to retract the undercarriage, the tail wheel will retract. Therefore, the undercarriage selector lever should be held DOWN for 5 seconds before landing to ensure that the tailwheel is down.