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Home Fries

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Everything posted by Home Fries

  1. Version 2.7.60 is updated for DCS (added Mosquito).
  2. 2.60 is released. It adds the Mi-24 Hind and removes IL-2 BoX and Elite: Dangerous to free stack space. CTS is now once again exclusively DCS. Be sure to remove any MFD shortcuts for IL-2 or Elite when re-compiling CTS.
  3. I have a version in beta testing right now. It's fairly rudimentary, but if there are no bugs I plan to release 2.60 this coming week.
  4. +1 here as well. When you have missions that periodically spawn aircraft, this bug makes OCA Strike missions completely useless, and often negatively affects the intent of the mission (e.g. OCA strikes being a means to roll back the air threat).
  5. The P-51 is not listed because it's automatically activated (since the TF-51 is free with DCS World).
  6. 2.57 Hotfix 7 is up. It fixed a configuration management issue with Hotfix 6 (i.e. the F-14 custom lua is fixed) and updates the F-14 diff.luas. Of note, the RIO MFD3 is fixed, and the throttle curves have been tweaked so that the speedbrakes and DLC close at the mil power detent.
  7. Hi JanRalle, Hat 2 and Hat 4 pretty much match up on the Warthog and Hornet sticks. The difference is that since the Hornet castle switch has a push button, that maps to H3L. The rest of Hat 3 maps to the pushwheel next to the Recce button. So keeping the F-18 stick attached to the base will work with other modules, but the Hat 3 mapping won't be intuitive.
  8. Did you set your joy_btn30-32 as modifiers in both the pilot and RIO stations?
  9. 2.57 Hotfix 6 is up. It only affects the Tomcat, and only if you use the Custom LUA.
  10. Not sure what to say here. Looks like you did everything right. I can't find any issues on my end, I can't duplicate the error, and none of my beta testers have reported anything. Since the joystick file works, just use that. The only thing you lose with the keyboard is the discrete settings for the STO Stop. Hopefully the issue will sort itself out with the next AV-8B update.
  11. Thanks for the report. I just compared the modified keyboard default.lua with the latest version (it was not updated in 2.7.5) and I couldn't see anything that should cause this issue. Doesn't mean this isn't the issue, just means that I can't see it. ' Now that we have a new patch, could you please backup the existing default.lua and try restoring that to see if it works. There were a lot of changes between the 2.7.3 and 2.7.4 versions of the files. Also, the issue may be something in your saved games\dcs folder if it is crashing the second time you use it. Does restoring the original default.lua fix the issue? I'll hold off on the 2.7.5 hotfix until we can get this issue sorted.
  12. 2.57 Hotfix 5 is up. This fixes the AV-8B issue with the MFD buttons being offset by five positions. You will need to load the 2.57e versions of the AV-8B diff.luas.
  13. For the F/A-18, the engine start/stop are key macros assigned to the Warthog throttle stops. Buttons 30-32 should be entered as modifiers, and Button 29 is used for VR Zoom and Wheel brakes. As long as the F/A-18 profile is loaded, this should be how it works. The DirectX profile is the simple catch-all profile that just assigns the "normal" DirectX buttons to the HOTAS buttons, and can be used to create your own profile for something that doesn't yet have a dedicated profile (e.g. CE II, Hind).
  14. Is this for the DirectX profile, or is this occurring in a specific aircraft profile?
  15. With VR, S3+S1 will do the NWS button. This is the convention on a few of the modules (and will likely be a standard convention in CTS 3.0). You can look at the HTML documentation to see the substitutions.
  16. TAS is what is shown in F10, and you can expect differences in TAS and IAS/CAS the higher altitude you go and the more your weather deviates from standard temperature and pressure. Of the four major types of airspeed, Indicated and Calibrated Airspeed (IAS/CAS) are almost equivalent. CAS is IAS with adjustments for pitot-static errors, and is generally within a knot or two of IAS. IAS/CAS is simply a measure of airflow over the wing, and is useful to the pilot to stay within the performance envelope. True Airspeed (TAS) is simply the speed of the aircraft going through the mass of air regardless of wind. TAS is useful for navigation in order to determine the winds (or to determine track and groundspeed if you know the winds and are not using an INS/GPS). Groundspeed (GS) is the speed of the aircraft over the ground. It is quite simply TAS+/- the wind component of the aircraft heading. In no wind, GS = TAS. In most INS/GPS systems, GS is determined by the navigation system, then compared with a TAS computed by a flight computer to determine the winds. So looking at the picture: We have the aircraft on a ~043 heading, which is the same as the 10kt wind vector creating a 10kt headwind (rounding up the 9.5kt wind component). IAS shows 250, and GS shows 245. With a 10kt headwind, TAS should be 255. With the aircraft near sea level (can't see the altimeter, but the aircraft is below the ILS needles and therefore below glideslope), we can assume that IAS is within a knot or 2 of CAS and CAS is roughly equivalent to TAS. This indicates a possible three knot discrepancy between TAS and IAS/CAS, which isn't that out of whack, especially considering the lag in pitot-static dependent gauges like speed, baro altimeter, and VSI.
  17. Earlier versions may be "simpler," but not necessarily easier to model. Take for example the A-6A vs. the A-6E. The A-6E (I'm including the TRAM/SWIP in this discussion) could carry the PGMs and had solid state equipment (just one integrated radar), while the A model was limited to dumb bombs and the AGM-45, had two separate radars, and had a drum computer (the thing that Willem DaFoe was kicking when the bombing computer went down in FOTI, and yes, kicking the drum was a valid troubleshooting method). If we want to go with simple development, I imagine it would be a lot easier to model the E systems with the single radar and solid state equipment. Having to model the two radars and the interlocks/interconnects, as well as the drum computer would likely be much more difficult. When it came to the pilot's VDI, the drum computer was so slow that the pilot looked less at the altitude AGL, but rather the rate of change of the altitude AGL. Personally, I would be happy with an A-6E with a base loadout to begin with. You still get the 90% experience of the A model, albeit with a faster DIANE processor and no pilot radar repeater since it's no longer two radars.
  18. 2.57 Hotfix 4 is up. This addresses compatibility with the AV-8B in DCS 2.7.4 and updates the database. You will need to import new AV-8B diff.lua files and apply the new Controls LUA mod if you have been using it. You may also need to re-select the MiG-15 in your CTS modules database. Note: if you use CTS Legacy for DCS 1.5.8, please update as that database has been updated as well.
  19. I'm aware of the issue, but I'm out of town until Sunday. I'll address the issue when I return and will post again when the server is up. EDIT: Server is back up.
  20. With programs like LOTATC working with Modes 1 and 3 being set in DCS jets (allowing specific IFF combinations to automatically ID aircraft to controllers), being able to assign an IFF code for Modes 1 and 3 as a single pilot on a multiplayer server is becoming a useful feature. Ideally, I would love to see the option to change Mode 1 and Mode 3 IFF from the front seat. If not a Jester wheel command, then perhaps a way to change it on the kneeboard similar to the LGB laser code. Additionally, being able to set the defaults in the mission editor would also go a long way to allow mission designers to assign custom IFF codes to each aircraft, which could then be assigned additional details for LOTATC. Right now, single pilots in MP are out of luck. Anything to allow IFF mode assignment from the front seat would be quite welcome.
  21. If I'm flying as RIO, I like to use DP as Bullseye. It's more intuitive and wieldy than NAVGRID; I can just switch to MAN to read my current B/E position and/or use point to point navigation to figure out where a B/E call is in relation to my jet.
  22. Thank you. This is the best way to go.
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