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TimRobertsen

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About TimRobertsen

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  • Birthday 06/05/1986

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    Norway

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  1. I take back my previous statement about omitting the stack-level from the equation on the carrier approach/setting up for the stack When approaching a carrier from 40.000 feet, for the 10NM/See you at 10-point. If you have Stack at Angels 3, f.ex. You can simply subtract 3 from the range, and add the 10NM, giving you a descent-go at (40-3+10=) 47NM. If you “cradle” the Velocity Vector in the 10-degree ladder-step, like this. This seems to work, pretty much, spot-on for a good stack-setup. I know I keep going on with this, but I’ve gotten a little bit c
  2. What confuses me is why there is a difference between the maps. But, it seems this is correct, for some reason
  3. Personally, I start a 10 degree descent when the distance (from tacan or waypoint) intersects the aircrafts altitude. So, if Im at 40.000 feet, I start a 10 degree descent at 40 nm distance. If the tacan/waypoint is at an elevation, I subtract the elevation from the distance. For example an airfield at 2000 feet elevation, I start descent at 38nm. If I want, f.ex, 3nm of level flight before I reach the point I add that to the range, 43nm of from the point. This can be useful for when you approach for a carrier landing. You want to be at your given stack-lev
  4. Jupp, there is something off with the descent-calculation for tacan. It might be a bug. In Persia you end up at around 5900 feet above any given tacan, regardless of the tacans elevation, in caucasus this point is about 6600 feet. I dont know if this is an actual feature of the Tacan system, or just a programming-error in dcs.
  5. Wagner probably knows the answer to this; after all, he is the omniscient one
  6. Well, if the Hornet's stick actually has less movement forward, because pilots simply dont need negative 9 g's If ED then gave the joystick the full movement for the short forward, it would be less responsive; so to give it a more realistic feel they simply stopped the input at a certain point. Easy way to retain a 1:1 between forward and aft. Again, Im just guessing As for the other modules, I dont know, could be that they simply are different
  7. Just fly a lot, and map stuff as you go Its a continuous process Someone else's mapping might not be right for you, in the end. Sorry for the boring answer
  8. Its uncomfortable for the pilot Negative G's arent as funny as positive G's Im guessing
  9. Left control-Z As for the auto-off: could be if you have mapped "Throttle idle/off" in a weird way Could be some noise from a controller/keyboard, maybe. It sounds a bit odd.
  10. I always found those gates to be distracting, whenever I tried to follow them I just mucked it up (maybe not the straight-in glides, but breaks etc.)
  11. In the Persian map, this number puts you at point of about 5900 feet MSL above the tacan. In the Caucasus map, this number puts you at point about 6600 feet MSL above the tacan. In both maps, this is regardless of the tacan’s elevation, and regardless of whether it is a carrier-tacan and airfield-tacan.
  12. Jupp, reagardless of loadout, one should be able to maintain a reasonable speed at 10 degrees down and idle
  13. As mentioned above: The top number is calculated fuel remaining when you reach the tacan/waypoint. The bottom number is at which distance you should start your descent. You don’t have to be heading towards it. As Harker said, above 0,9 Mach the FPAS-calculations are out the window, so you lose this data. Regarding the question about descent-rate: The number given is always very close to pr. 1.000 feet of altitude. So if you are at 20.000 feet, the descent number will be close to 20. At higher altitudes the descen
  14. This might have been answared somewhere, but I couldn't find any info. Is the wind-data in HSI - DATA - A/C-subpage modelled? For me, regardless of wind conditions it always reads Okts and 45 degrees.
  15. Just buy it if you want it Or else you'll just be chasing the next sale, and wondering if that was the best sale you could get.
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