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About LJQCN101

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    3rd Party Developer
  • Birthday 12/13/1992

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  • Flight Simulators
    BMS, DCS

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  1. Hi, yes there's currently too much of nose-down pitching moment on touch-down and landing-roll compared to real life. Working on it.
  2. I haven't been able to reproduce and nothing changed regarding FCS. Are you flying through wake turbulence of other aircraft? (Or if the cockpit is too hot or too cold, the virtual stick would jerk by itself indicating the pilot is uncomfortable.)
  3. Could you upload a short video illustrating the issue, with control indicator (ctrl+enter) turned on? I'd like to know the flight conditions you were in.
  4. The pitch axis is statically unstable in certain AOA regions and subsonic regions. Your stick commands G or load factor in up and away flight, so what you'll see is that the elevator initially deflects to increase load factor. When approaching the commanded load factor, the elevator just returns to neutral to hold the load factor. This behavior is shown in the FBW demonstration video: After landing, the elevators were wobbling around because the AOA and pitch-rate feedback is still active. It wobbles as in real life, but not as crazily as in DCS F-16.
  5. This is pretty normal behavior. The roll axis uses a mixture of CAS and mechanical control. The CAS translates stick input to roll rate command. Roll rate feedback is included to make sure a fixed stick position equals to a certain roll rate. (But it's not perfect since it's just proportional control). This will result in a relatively linear roll rate response as you deflect the stick. There're three stages that the CAS is working to provide such an roll rate response: 1. When you initially deflect the stick, the current roll rate of the aircraft is much low
  6. The engine requires sufficient inlet pressure to be able to reliably ignite afterburner.
  7. In OFP Tape M1, having to depress and hold the uncage button is a requirement to help prevent an inadvertent AMRAAM launch. (Same in the HAF CJ manual.) Not sure if later tapes changed such a function, or the USAF one is different. (We're currently modeling M4.2/4.3?)
  8. The red squares indicate your controller positions, and the green ones indicate flight control system outputs. So it shows that you have some right rudder input.
  9. AFAIK DCS do model the DFLCS built-in command gradient, that is 32lbs for pitch and 17.57lbs for roll, including software breakout (deadzone). So it's better to use no curve for FSSB settings. Note that you only need 25lbs to command 9G, while DCS models a full range of 32lbs, which means the g command will saturate at 78.125% simulated stick force range. The F-16 DFLCS command gradients:
  10. The only realistic way of recreating the flight control system is to use the actual control block diagram, otherwise the devs are just 'making up' the control logic hence 'fake' the handling characteristics. No statements being made doesn't mean they didn't do so. I'm familiar with the F-16 DFLCS control logic as well and I can tell DCS F-16CM has handling characteristics matching what is depicted in the corresponding block diagram.
  11. The JF-17 FCS control law is implemented line by line according to real life control block diagram, and there's no dedicated refuelling mode unfortunately (not like F-16 who switches to landing gains for refuelling). But you can place the config switch into AG2 which will reduce g/pitch-rate onset. Increase the tanker speed above or equal to 315 kts also helps since the g-command system doesn't handle so well at lower speeds.
  12. Related reports: https://forums.eagle.ru/topic/253139-reportedinstant-transition-between-cruise-gains-and-take-offamplanding-gains/ https://forums.eagle.ru/topic/214915-maximum-commanded-pitch-rate-in-take-off-amp-landing-gains/
  13. Ah you’re right, the RD-93 engine oil pump is driven by the KCA-54 accessory gearbox. So there should be no PM until engine rotating.
  14. Yes, there's a booster pump located at the bottom of tank 2, which is driven by a DC electric motor, and is used to provide fuel during engine starting and also normal operations.
  15. PM: oil pressure (kgf/cm2) PT: fuel filter differential pressure (kgf/cm2) PT1: afterburner injector fuel pressure (kgf/cm2) VE: engine vibration (mm/s)
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