Highspeed1964

In further testing, it seems that if you follow the proper CASE 1/2/3 communication procedures it will not allow you to do a launch after trapping. If you only call "Inbound" (in CASE 3, this seems necessary to get the deck lighting on) and nothing further, it will allow you to launch again. Bug?

I'm using the F/A-18C. I also got the .50321 update and still no change.

Hi guys, I'm trying to understand what the "magic" sequence is for being able to launch again after performing a trap/recovery back onto the deck. I've taxied off the landing strip back to parking and then called for "request launch" from the ground crew menu. The launch team then positions for catapult operations, but when I taxi up to the cat (it doesn't matter which one) the crew just keeps shifting on their feet with no guidance signals from the director. It's like they're waiting for an aircraft but I'm right there in position to move forward, lower the launch bar, etc. but no joy. Am I missing something? Look forward to hearing what it is. Highspeed

I've tried this several times (Request Launch from the Ground Crew Comms menu) after performing a trap and I see the launch teams reposition for launch. However, when I then taxi to a catapult for a new launch I never get the signals for hook-up so I cannot launch again. The launch crew just stands there shuffling their feet and looking around like they're still waiting for an aircraft to approach their station. It doesn't matter which cat I taxi to, I get no further action. Kinda makes it difficult to practice launch/recovery when I can only get one cycle. Any "secrets" I'm missing?

Yes, thanks AlphaOneSix. That makes sense. It's a matter of the hub being able to come in contact with the mast at high deflection angles. With fully articulated, this can't happen as the flapping happens at the blade hinge point and not by moving the hub itself. This is actually what I was referring to when I said "more rigid" designs but couldn't recall the proper term for it so thanks for the clarification. Highspeed

Mast bumping is generally associated with any RW aircraft that does not have a rigid rotor system. The Huey is one such example and more notorious for mast bumping, but the R44 is also a "semi-rigid" design meaning it has flapping built into the hub and so therefore, it too can experience this issue. Many of the more modern aircraft will handle flapping differently and may have a more rigid rotor system that is less prone to mast bumping or similar effect. So the bottom line is that no matter the model, all RW aircraft should be flown to avoid "unloaded" rotor disc flight. Always keep a positive G loading on the aircraft and avoid abrupt control movements and you should be fine. Highspeed

Awesome news! Glad it helped you out. Yes, getting those auto-rotations practiced is not only helpful for dealing with real emergencies but will help perfect controlled/powered landings immensely. In any case, we're all here to help in any way we can. Highspeed

I kind of figured that's what you meant. Just poking fun at myself for the way I read that. I see the title has been changed. Just for reference, "approximately" can be symbolized with the tilde (~). Good to have a laugh once in a while, though. (grinning sheepishly) Highspeed

Are you changing them from the ESC menu (Adjust Controls option) when in the aircraft or at the settings menu from the main screen? I've noticed that it is better to make control adjustments - particularly axis control settings - from the full settings screen from the main menu. This is not particular to any specific module/aircraft that I have been able to determine. Hope that helps, Highspeed

I'm just curious... ... how you managed to get -36800 meters? :pilotfly: But I suppose if you can take off backwards in the P51, anything's possible. Highspeed

Additionally, there are minor system anomalies. Two examples: 1. Bright/Dim switch for nav lights operates in reverse. 2. Keyboard/Joystick mapping for the circuit breakers is all mixed up. I have been able to fix number 2 by editing the .lua file(s) but each time a DCS update is made these get reset back to the incorrect mappings. Additionally, multi-crew would be awesome to have functioning although I don't do much flying on line and even less combat flying. I am here more for the flight model of my beloved UH-1H Huey! I am also dabbling around with some of the other modules (P-51D is the biggest one other than the Huey, then the Spit when I get better at tail-wheel handling with the 51) but it is the Huey that drew me here. Bottom line is - yes, it's an outstanding module but there are still quirks to be fixed and improvements to be made (promised features such as multi-crew) that would make this module even better. Highspeed

Yep! "Moment" and "Arm" are two terms used to describe angular changes in an extended (e.g. wings - rotary or otherwise) component of an aircraft. I'm not sure I understand it all well enough to explain nor what the difference in the two terms is but essentially the "Arm" is a measurement of effectiveness of a control surface whereas a "moment" defines how quickly that control takes effect. So the arm would be determined by how far the control (e.g. the aileron on a fixed wing) is away from the effected axis of movement whereas the moment would be affected by such things as the length and size of that control surface. That is the best of my understanding and I may have the terms reversed but that's essentially what it's all about. So yes, you are remembering the correct term from your discussion with that pilot. Highspeed

Awesome! Glad to hear ya got it going. Highspeed

Yes, the battery is usually only good for one or two attempts at starting. As for the start procedure, it sounds like you're going through it pretty completely. However, the throttle should be at the idle stop when engaging the starter. I don't think having it slightly above this would break the startup, though. Also, I would be concerned if failure mode causes startup issues so easily ore frequently but I would check with the server admins if they have failure modes turned on. For troubleshooting beyond this, would you be able to post a track file showing the startup? A lot of it at this point (even in the real Huey) would be visual to determine where the failure is. Even a screenshot of the caution panel may help as it could show other warnings that are more pertinent to the startup of the engine. We'll help you get to the bottom of this hopefully. Highspeed P.S. If you're able to duplicate this in single player mode that would be helpful as well.

When moving the throttle down, you'll hit the Idle Stop which is a mechanism that prevents inadvertent closure of the throttle to the Cutoff position in flight. You need to press the Idle Stop Release button to move past this stop when shutting down the engine. Having said that, I do not believe this is the problem with your oil pressure light. Are you saying that you get that when the engine is running? Or are you having trouble getting the engine running? From your earlier input, I believe you are not able to get it started if I understand correctly. So first things first, we need to get the engine running as the oil pressure will be low until that happens. If it remains on with the engine running then that is definitely something that would require immediate attention. Re-reading your original post, I also notice that you mentioned that it usually happens when flying on-line. In this case, the server you are connecting to may have failure modes enabled which might require external GPU (Ground Power Unit) to get enough electrical power to spool up the engine enough to "catch" and ignite the burners. Three things are required to get the engine turning under its' own power: 1. Sufficient electrical power (battery/external GPU, generator, etc.) 2. Fuel flow 3. Intake air The electrical power is needed to start the spooling operation as well as to operate the igniters. Once the igniters fire off, they need fuel to burn and generate the operating power. As this happens the intake air properly flows through the combustion chamber to mix with the fuel and provide the remaining component of the 3 requirements for combustion: Fuel, Oxygen and Heat. So if you're not getting past about 10% on the gas generator, you're missing one or more of those components. When spooling, are you hearing the igniters "clicking"? Have you verified fuel controls are in the proper position? (Don't forget that Main Fuel switch.) Also, check the DC Voltmeter when spooling. Is it above about 14V DC? If not, you will not gain sufficient RPM to produce combustion. Finally, check your DC Circuit breaker panel located on the overhead panel and make sure no breakers are popped. If failure modes are turned on, this could be one of the failures that are enabled and if a breaker that affects the ignition system is popped, you'll never get the engines started. So the short of it all is that there are many things to check and an understanding of the fuel, ignition, electrical and even the governor systems will help. You may want to give a good read in the flight manual, particularly pages 14 - 19 (Engine and Related Systems) and Chapter 6 - Helicopter Systems. Knowing how it all works (or should work) will help in troubleshooting. Hope this helps, Highspeed

The oil pressure warning lights will remain on until the engine is running and pressures are within appropriate range. If you're not getting past 10%, you've probably forgotten to set the Main Fuel switch on or you have not properly set the throttle. You should rotate the throttle handle from "Cut-off" all the way up to full, then down to the idle stop. Then release the idle stop, go to cutoff, and raise it to full again. Finally, reduce it to the idle stop. This does a couple of things: 1. Ensures the idle stop and release mechanisms for proper operation 2. I believe it also "primes" the fuel delivery system. I may be wrong on that last point, but it seems to work better that way. In any case, not progressing past about 10% on the gas producer indicates there is no combustion turning the engine. You may also have a weak battery if you've attempted more than one or two starts - depending on how long you've engaged the starter. In that case, you would need to engage the ground crew to connect the GPU for the start process. (Ask me how I know! :music_whistling:) Hope this helps, Highspeed

Thanks for you clarification as well Holton181. Great to have such good discussion. I always learn (and a good pilot is always a student) from such talks. To that end, I do still prefer QNH setting on my altimeter as that gives me terrain clearance indications as you mentioned. Also, at 18000 (FL180) transition to standard pressure setting (29.92) is required (for bigger birds that can actually fly that high) so that is all the more reason to be flying the altimeter at indicated altitude instead of height above ground. I realize that QFE is used in other parts of the world but it seems to me that outside of the immediate vicinity of the airfield it would not be providing me with any meaningful information as the terrain changes. I do agree that there's not an error with the altimeter and understand that the OP might be giving that impression. I was just pointing out my understanding of his reference to the RA as a comparison not a tie-in. Your description of the RA and altimeter differences with terrain changes is exactly why I like QNH on my altimeter. I just wish it could be adjusted more quickly or at least set closer to airfield elevation (as an option) and adjusted from there just like I do in my real world flying. (The last pilot set it to the then current barometric pressure which has now changed and I need to adjust for the changes.) Thanks again for the wonderful discussion. Highspeed

The real trick to this is collective management. In short: 1. As you're descending, you should be smoothly reducing your speed. 2. Start your approach at 60 - 80 knots and reduce collective to obtain a descent rate of about 300 - 500 fpm. 3. If you use force trim, you should set it to neutral (center stick) at about 60 knots. 4. Continue slowing your forward speed and once below 40 knots you should begin to slowly and smoothly raise the collective. 5. Once you begin to raise the collective you need to adjust your nose back down to avoid a sudden reduction in airspeed. Airspeed reduction should continue to be smooth and steady. 6. As you get to within about 10 - 15 feet above the ground pull back on the stick slightly to bring it into a near hover and adjust collective to settle in at about 5 feet off the ground. You will then be able to "air taxi" to your spot and arrest the remaining forward speed to a complete hover and then settle the aircraft to the ground. 7. In all the above steps, remember: Collective down, less left pedal. Collective up, more left pedal. Too often in my early days of flying this magnificent bird, I got behind the curve and found myself waiting too long in the approach at raising the collective. I then found myself in VRS (Vortex Ring State) and had to crank the collective up too quickly causing a loss in power (you could hear the engine RPM drop considerably and sometimes a Low RPM audible warning) and usually a hard, unintended contact with the ground. Manage that collective early and if you find yourself in that VRS condition, push forward slightly on the cyclic and smoothly apply some collective. This will let you fly out of the VRS as it is unlikely you will be able to climb out of it. Then go around for another approach. Hope that helps shed some light for you. Highspeed

I think the whole thing about the Radar Altimeter is that we already have one instrument that shows height above ground (at least at lower altitudes) and it is standard in the US to use QNH altitudes on our altimeter. Since this IS a US aircraft, it should be used that way and the default should at least set the altimeter to standard pressure (29.92) and adjusted from there. I spend a lot of cycles of the knob to get it to the correct altitude as is since the knobs do not adjust more than a few hundred feet at a time with the mouse. Even using the keyboard is a slow adjustment. I have gotten used to it but it would be good if we can get at least an option in the settings to default to QFE or QNH would be great! Just my two cents, Highspeed

Interesting information! Thanks. As a side note: in NTTR (DCSW 2.0) the same location (C:\Program Files\Eagle Dynamics\DCS World 2 OpenAlpha\Doc\Charts) also contains the charts for the Caucasus map and not for the Nevada map. derrrr... I assume these are simply copied over from the 1.5 at install since many of the files are copied from there if available to save download time. It's possible that the same would be true in the case of a complete install without 1.5 installed? Highspeed

THIS! I have transitioned from simming to real world flight and I find that if I can successfully master an aircraft in the simulator, these additional inputs make it much easier to fly the real thing. I have not done any instrument flight other than the basic requirements for the visual rating so I cannot attest to the "false input" one might get in true IMC but I'm sure this is all spot on. Highspeed

Nicely done, sir! Highspeed

I think ZoscheHH is referring to the mechanical detent at center throttle. Highspeed

The wisdom I've heard is filling in the groove on the plastic "cap" that holds down the spring assembly with hot glue. I used half of a wooden dowel myself but get an annoying squeak when moving over that part of the travel. Highspeed

No, but then again "I" do not project light either! :-O However, I do trust your experiences now that I know you have RL experience so I'll leave this to others to comment on. Highspeed