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Everything posted by lukeXIII

  1. From A1-AV8B-TAC-000 (pg 1-254): Currently only entries in the form of "DDD MM SS" are being accepted. The minimum required "DDD MM" will also not be accepted. All entries should be stored and displayed in the format "DDD MM.mmm" as per the DATA display and the TPOD display. The following are examples of valid entries for latitude as per the TACMAN: N3541 -> N35°41.000' N3541.2 -> N35°41.200' N3541.23 -> N35°41.230' N3541.234 -> N35°41.234' N354120 -> (N35°41'20'') -> N35°41.333' N354120.4 -> (N35°41'20.4') -> N35°41.340' waypoint_entries.trk
  2. It's normal, FLIR FOV is 13.4° x 20°
  3. It's been in game for a while now. MENU -> BIT -> FBST It's just missing the ODU options for specific corrections.
  4. That image isn't reflective of what is happening in game, image below is how it is currently working. According to the diagram you should be able to go from a TPOD designation all the way to snowplow but its getting stuck in MAP/SLV. No idea if it's the current implementation that's wrong or the diagram.
  5. You should be able to enter waypoints with a minimum "DD MM" and up to either "DD MM.mmm" or "DD MM SS.s". With the current implementation however only "DD MM SS" can be input.
  6. It was changed within the last year. Chuck's guide is probably the best: https://www.mudspike.com/chucks-guides-dcs-av-8b-harrier-ii/
  7. If starting from the ground you will need to disengage the parking break which is just in front of the throttle. You will also need to get the wheel chocks removed.
  8. It's very similar to adding normal waypoints. Go into the DATA page on the EHSD and press ODU button 1 until it changes to TGPT. Then just enter the info like you would normally do for waypoints. Only issue is that you would need to convert the decimal minutes into seconds first (multiply last two digits by 0.6 to convert).
  9. The offset sideslip indicator is accurate for the H6.0 hud. Can't directly post it but its on pg 22-13 of the 2011 natops manual.
  10. It seemed to align fine for me using auto start, although I did notice that it won't switch the INS knob to IFA once finished. Uploading a trackfile would help narrow it down.
  11. It's normal to get that at the start of INS alignment. Just wait until it finishes.
  12. Waypoint circle is way too big (should be about the same size as sideslip indicator). Waypoints are also disappearing in HUD after gear is put down (not sure if this is accurate). The "C" is also missing from the sideslip indicator when nosewheel is centred.
  13. The OverTemp function still works correctly. It does not activate until the temperature exceeds 820 C, which you would not normally see unless you turn the JPTL switch off or there is a JPTL failure. The engine count still doesn't change though.
  14. Waypoint 0 currently cannot be selected. As far as I can tell this should be the initial aircraft position. Currently when route mode is not enabled, pressing waypoint increment cycles through all waypoints, then markpoints, then targetpoints e.g W1->W2->W3->M0->M1->M2->T0->T1->T2->W1->W2->....... However with the H4.0 update it should only cycle through the currently selected waypoint type e.g W0->W1->W2->W0->..... or M0->M1->M2->M0->...... or T0->T1->T2->T0->........ Quick access is then used to change between waypoint types. Source: 2008 A1-AV8B-NFM-000 (pg 23-41, 23-42) waypoint_selection.trk
  15. -The waypoint increment/decrement pushbuttons on the VREST pages do not work, likewise quick access cannot be initiated using these buttons. -The outside air temperature should stop being automatically updated with weight off wheels, however it is currently always being updated. -The field elevation does not change when waypoint is changed. (EDIT: exact phrasing is "field elevation (FELV).... is normally system generated". Might need an SME on this one.) Source: 2011 A1-AV8B-NFM-000 (pg 2-86 to 2-88) vrest_pages.trk
  16. The engine DDI display is missing the H6.0 updates which adds a decimal to the engine RPMs and also adds the H20 weight. It also looks like there shouldn't be a "C" on the JPT under Fan RPM Source: 2011 A1-AV8B-NFM-000, 2.5.3 Engine DDI Display
  17. Using the NFM-400 charts; the 406 has a maximum corrected hover weight of around 19,500 lbs, compared to the 408 that has a maximum corrected hover weight of around 21,000 lbs. In game the thrust matches closely to that of the 408 curve (except for certain wet conditions). In regards to the maximum thrust being incorrect, the full quote for this value is: "The F402--RR--408 series engine, with water injection, develops a nominal (static test bed) thrust of 23,400 pounds in optimum ICAO conditions or 22,200 pounds without water injection." It's likely this value was the best possible thrust obtained using a perfect engine and in perfect laboratory conditions. As the charts in the NFM-400 were obtained from data directly from flight tests these are much more indicative of the actual thrust that can be produced in normal operations. Perhaps an argument could be made for simulating a non-zero datum engine compared to the current zero datum engine. As there are already separate "safety margins" for VL and VTO based on the calculated hover weight (95% and 97% respectively) I highly doubt that there is another safety margin factored into the charts. Do you have a source for charts being 95% of the actual thrust?
  18. Many HUD elements are the wrong size and/or in the wrong location. I can't link the H6.0 HUD for comparison as I can only find that in the NATOPS manual. A specific example of the HUD being incorrect is with the VSTOL mode where the area surrounding the witches hat is too clustered.
  19. JPT in example below dropped by 62 C (around 3x greater than it should be).
  20. Here's an IRL video that shows how it should work, and the importance of having the bug be wind corrected especially in IFR conditions:
  21. Those calculations look right. To add on to this there should also be separate calculations for take off and landing. At the moment one calculation is done for both, and both VTO and VL are boxed at the same time on the VREST page (should only be one boxed at a time). The individual calculations would then be: VTO page: Max F+W = (0.97 * Max Hover Weight) - (Gross Weight - Fuel - Water) VL page: Max F+W = (0.95 * Max Hover Weight) - (Gross Weight - Fuel - Water) @myHelljumper
  22. The JPT with water flowing is lower than it should be at the relevant rpm. This means that the JPT with water is usually always lower than the Limit which results in an overperforming engine. An example using the JPT in hover chart from NFM-400 compared to ingame: Conditions: 35 C, 29.92 inMg When using no water, an RPM of 113.5% should result in a JPT of 788 C. Ingame the JPT is approximately 788 C so this is correct. When using water, an RPM of 113.5% should result in a JPT of 766 C. Ingame however the JPT is approximately 727 C so this is incorrect. The JPT when wet should be approximately 22 C lower than dry, however ingame the wet JPT is about 50 C lower than it should be. This means that the engine can incorrectly reach higher RPMs when wet before hitting the JPT limiter.
  23. Tested after latest openbeta update, issue still exists. Only tested with dry conditions as there seems to be something wrong with the wet JPT. JPT_limiter.trk
  24. Pretty much working correctly now. Only thing left I've seen is that NWS/Undesignate isn't unboxing DESG.
  25. Short lift dry/wet JPT limits are 780 and 800 degrees respectively, which can only be sustained for 15 seconds. In the above example (dry conditions) the temperature is 808 degrees, so the limit has been exceeded by 28 degrees. "Max JPT" seen in the ENG page is just a record of what temperature the engine has reached, it is not a limit.
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