Jump to content

bongodriver

Members
  • Posts

    809
  • Joined

  • Last visited

About bongodriver

  • Birthday December 14

Personal Information

  • Flight Simulators
    DCS, IL2 1946, Cliffs of Dover, BMS Falcon, X-plane, FSX, Flightgear
  • Location
    England
  • Interests
    Flying, booze and computers.
  • Occupation
    commercial pilot

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Worth a try I guess, though in my case it does seem like it's just the F14 module causing issues, I have no crashes and the hardware behaves normally for all other modules.
  2. As the title suggests, my force feedback Logitech G940 stick is constantly shaking the moment I press the fly button and does not stop until I quit, I have no issues with other modules only the F14. The patch did seem to improve many other aspects like load times and general smoothness in VR (oculus rift)
  3. Which makes some sense, the leading edge slats give a margin of stability that make it more resistant to spinning, not impossible to spin but certainly more forgiving. On the wider issue, there were very few aircraft that would not recover from a spin if the controls were put at least to neutral (effectively just letting go) one of my old flying instructors told me the only aircraft he could think of that wouldn't self recover that way was the EE lightning, and he spent his entire RAF career on the machine apart from a brief stint in the Red Arrows on the Gnat. When doing intentional spins it is required to hold pro-spin input in order to maintain and I have rarely seen a case where recovery didn't start to happed as soon as the controls were moved to neutral and fully recovered before full anti-spin inputs reached. on occasion some spins wind up nicely and it takes a few turns to recover mainly because the aircraft has built up some inertia in the spin. I find DCS has all this modelled very well, spinning is a doddle and the Spits pre stall buffet is absolutely magic using FFB, just ride the buffet and watch everyone else flop around trying to turn with you.
  4. This is the bit that confuses me, I created a custom mission and assigned the country as UK and my wingman appeared to use the built in British files.
  5. No he is entirely correct, when a tailwheel aircraft is in the 3 point attitude on the ground and moving the CoG is behind the main wheels and the laws of physics makes this an unstable condition, being alert and keeping it under control does not change the laws of physics. This guy explains it pretty well, they know a thing or two about tailwheel at the commemorative air force. Link only as the video owners have restricted playback on 3rd party websites.
  6. The advent of VR is taking us into true 3d and depth perception, custom convergence becomes fairly relevant then.
  7. What might be of significance is the fact it was rolling at the time, rolling g limits can be lower, though it does seem a bit too benign to be ripping the wing off. So far I haven't managed to break a wing...yet.
  8. There are already British voices in DCS, will this mod add more messages or just a variation in voice?
  9. in the real world I'm used to seeing lovely bright orange windsocks at each end of the runway and or one about half way, in their absence then it really must be a case of feeling for it and that's not a problem really. the video looked pretty good to be honest. I'm a bit reluctant to mess about with curves as they are really just robbing you of the true stick to surface response and if you don't set them up right can make a total pigs ear of things, I don't struggle with the issues some have with the hardware i.e. long stick vs short stick or non force feedback, I have flown aircraft that have all the same variations, I have 600+ hours on Tiger Moths and the lack of feedback and huge amounts of backlash you get makes you think someone has built it with 50% deadzone and almost flat curves yet it is very sensitive, the point is you just adapt and learn to refine your inputs or on others push the stick to the corners. Having said all that one thiong I have repeatedly said is I really want to find a solution for the rudder hardware, personally I would wish for force feedback on my feet over the stick itself, it's where I struggle the most adapting to virtual flying from my real life flying.
  10. on the landing roll the main reason the aircraft tips on a wing is not aerodynamic but more to do with the narrow track of the undercarriage, imagine doing a sharp right turn in a top heavy bus, the bus would tip over on it's left side, the same thing is happening effectively, the ailerons play very little part in controlling this and it's more to do with controlling the yaw or swing that develops, in your case the right rudder was probably counter productive. in the case you are dealing with crosswind it's more often the case you will find yourself needing crossed controls i.e. opposite aileron to rudder inputs with the tendency to lean into wind with the aileron and counter with opposite rudder.
  11. I didn't see a GPS but the 3 instruments visible are 2 VHF comms and a Transponder, on occasion I have seen GPS units mounted up high in a position close to the gunsight mount.
  12. Yep, and some people will vehemently argue that a landing roll is a low workload period and pilots should be able to multi task, it's that kind of complacency that get you into trouble, I wonder what excuse these people would give when they hand the keys back of a wrecked aeroplane?
  13. the flap retraction method is a bit of a waste of time, just about all aircraft are landing with full flap which is mainly drag and not lift, it's a distraction to be operating flaps when you should be concentrating on finishing the job of landing (it isn't over until you are parked), if you are worried about getting airborne again because of flap then you landed too fast, on an after landing roll out you are so far below stall speed that there should be pretty much no lift generated so the theory about more weight on wheels for extra braking sounds a bit of a myth. I have noticed an increasing number of UK PPL's are doing this when I do their biennial check rides and most of the time they start drifting off centreline as they fumble for the flaps. it's supposedly a recommended technique for short field operations in some aircraft POH's but people are doing it on 2000 metres of tarmac....baffling.
  14. I don't know why the argument started other than someone really took offence at a comparison to a car gearbox (which is perfectly valid), all I did was try to help out a poster who clearly hasn't got a grasp on the subject yet and listening to a bunch of experts probably has provided as much help as if he had asked for sex tips. I'd assume engine braking is also a drivers call thing too and airbrakes are not so common on the aircraft we are dealing with so slowing on the prop is kind of unavoidable to an extent. I think the Spits merlin is modelled a bit too fragile but this is still beta and may well get changed, I have read in some Spitfire tests that even the 5 minute limit was allowed to be exceeded up to 15 minutes as a further emergency limit which is interesting.
×
×
  • Create New...