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About DD_Fenrir

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  1. No big action here unfortunately ladies and gents, but those who appreciate the P-38 will get a kick. All airframes are human flown. We're using PWCG to generate a co-op campaign and thoroughly enjoying it we are too!
  2. This is a PWCG generated co-op campaign mission. All aircraft filmed are being flown by humans. 2 squadrons, 15 aircraft/pilots total, flying from the same airfield. No big bangs in this one as we all collectively forgot to switch on the track replays once the enemy showed up, alas... but, there will be a next-time.
  3. Understood, thanks Pat. Will get something to you when I have access to the PWCG install.
  4. Hi Pat, We are seeing multiple instances where users in mission are being credited with ground kills, getting the pop-up message and the corresponding entry on the in game tally board, yet when we go to debrief in PWCG the AAR ignores them or awards them to another pilot. Last night I had one pilot who in game scored 6 ground kills yet was awarded only 3 by PWCG. Whether the remainder were credited to others, I'm not sure but we did have another who dropped bombs on a tank and was credited with the kill in game, yet PWCG awarded it to another pilot. Is this a bug or do the PWCG logs define the allocation of a target destruction differently than in game?
  5. Are you feathering the prop on the dead motor? Are you reducing the power on the good motor slightly to keep the torque under control whilst feathering the prop? Was your aileron control disabled in the same hit that took out the engine?
  6. No extensions Golani - that measurement of ~19cm is my approximation of the stock stick length measurement + an estimated allowance for the apparent pivot point.
  7. The DCS Spitfire is magnificent - but only if you manually adjust your control curves to give you a stick displacement to critical AoA that is analogous to the real thing. Otherwise it will feel super twitchy and you will be over-correcting constantly. What do I mean? It comes down to ergonomics and stick geometry, and crucially an enormous mis-match between the physical dimensions of the real spitfire control column and the average PC desktop joystick controller. Bear in mind the full scale Spitfire control column was some ~900 mm from it's pivot point to the top of the stick; actual test flight data shows that to reach critical AoA from trim neutral required only 3/4" of stick displacement - that's 19.5mm; this equates to ~1.2° of stick rotation. So even in the real aircraft it required something of a light touch. The trouble starts when you scale this down to the 15-20cm moment arm of a typical desktop joystick - that results in a required stick displacement to stall the plane of only 3-4mm. 3-4mm!!! This makes it very very difficult to fly. The trick is to adjust your curves so that it gives you a stick displacement more analogous to the real thing. I have a MSFFB2 with a pivot to top stick length of ~19cm and these are my custom control curves: 0 2 4 6 8 12 16 22 30 50 100 Bear in mind that the longer the joystick you use the less shallow that initial gradient on the curve will need to be; ultimately it will take some trial and error on your behalf with the hardware you own to find a sweet spot you are happy with. If you wish to get some return on your investment in the DCS Spitfire IX then I strongly suggest you try this out. If you do, I hope this makes your Spitfire flying a more controllable and pleasant experience.
  8. Okay, so... 1. Your 1g (i.e straight and level) stall speed (in this case, 100mph you referenced) is not going to be the same as your stall speed under increased g-loads; you essentially make the aircraft weigh more by applying g - ergo your stall speed increases with g. If you are stalling under G you are experiencing an accelerated stall. 2. Stalling is not necessarily a function of speed rather, a function of Angle of Attack (AoA), though the two are related. It is possible to stall the wing at any speed. Each wing design and profile has a Critical AoA, that is the angle at which the wing stops being capable of generating lift. In many aircraft you have sufficient elevator authority to pitch the nose beyond the critical AoA at most speeds. Ergo, you could be doing 250, 300 even 400mph but you can still stall the aircraft by being too heavy handed with the aft stick input. 3. The Mustang has a laminar flow airfoil; this is a wing profile optimised for low drag at higher speeds, not for generating lots of lift at low airspeed. It is known that the P-51 has poor stall warning characteristics, particularly accelerated stall. 4. The Spin occurs after stall due to the following reasons: Aircraft not in coordinated flight - if you are turning and not coordinating your turns with corresponding rudder inputs, you will be side-slipping or skidding; this means one wing is being blanked partially by the nose from receiving clean airflow and will generate less lift and stall first, generating a lift gradient across the wings and causing roll. Torque forces want to rotate and yaw the aircraft anti-clockwise and to the left - at the stall your aerodynamic control surfaces have lost the majority of their authority and cannot overcome the torque and gyroscopic forces from the engine No two wings are absolutely identical, even on the same aircraft and these minor differences can mean the critical AoA is lower on one wing compared to the other. As you approach this AoA, the lower critical AoA wing will stall first, generating a lift gradient across the wings and causing roll. The upshot? Don't yank the stick like it's a binary input device; you need to guide the aircraft positively but progressively and find the sweet spots which generate the amount of AoA to get the angles you require without exceeding the critical AoA; you'll need to coordinate the rudder to keep the ball centred to ensure you don't exceed the critical AoA on one wing before the other; and you need to understand that these sweet spots are dynamic, that they can change depending on your speed, altitude, and power settings.
  9. This issue occurs when you receive damage to the horizontal stabiliser and/or elevator - the game automatically equates this with a loss of pitch authority and adds to this an element of random pitch input to mimic an unstable elevator (I assume this is meant to infer some control wire loss/slackness). The problem comes with any thing that adds drag below the CoG; in this damage state it seems to model some aerodynamic effect that drags the sloppy elevator down, to such an extent that manual counteraction is completely ineffective. Thus the lift at the tail increases and rotates the a/c into an unrecoverable bunt. Is this authentic behaviour? I am skeptical. But I have no data to prove this would not happen. The only thing you can do is as suggested - on any occasion you suffer damage to the horizontal tail surfaces and are experiencing some peculiar uncommanded pitch displacement, refrain from using flaps or gear and should landing be necessary, do so wheels and flaps UP.
  10. Whilst this might be prototypical for bomber operations, I would strongly suspect that fighter ops would have been full tanks or nothing; the only discriminator as to whether drop tanks were required or preferable, something GBS dos not deal with currently.
  11. Hi Pat. Good news; I think I sorted the issues with "Bertrand Finknottle". I was ultimately obliged to go and edit the Coop>User>Jabo,json and the Campaigns>Lightning Strikes>Personnel>102370402.json manually but we ran a test mission and it seems to have worked. Of note I edited "Bertrand" to "Bert" and things seem happier. I wonder if there is a 16 character limit somewhere in the flight/aircraft ID system of Il-2 and it causes issues when PWCG looks for data in the mission logs? Bad news: Two missions in a row now we've had user personas KIA in mission but not registering in PWCG. On the 10/10/44 mission (error file created 11th August 2020) 2nd Lt Casey Baker (user BluBear) collided with a Fw 190 and killed but not registered in PWCG 10.3.3 On the 12/10/44 mission (error file created 19th August 2020)1st Lt Dave Delta (user Delta) collided with a Fw 190 and killed but not registered in PWCG 10.3.4 Max Pilot Injury is set to '4' in Campaign Preferences. Lightning Strikes202008111408627.zip Lightning Strikes202008191108814.zip Custom Squads.zip
  12. Hi Pat, Would it be a) possible and b) desirable to add a feature to allow the user/admin of PWCG to 'promote' select pilots ahead of the slated mission thresholds? In our current co-op campaign, we run the rule that if your persona dies or gets medically discharged, your new persona joins the squadron as a 2 Lt. - this gives an opportunity for everyone to have a go at leading an element/flight/squadron should losses occur (whether they want the honour or not!) However, one squadron had a couple of bad missions and took an unusual toll of the senior ranks. Thus we have an abundance of 1st/2nd Lts but no Major and one Captain. It would be nice to be able to 'promote' our current Captain to Major as he's essentially the squadron CO anyway and similarly bump a couple of the 1st Lts to Captain to takeover the flights. Otherwise we have some 9-10 more missions to fly before PWCG will do it for us. I can imagine that this could also be useful in SP as the PWCG player could as a CO if he loses a valued flight leader promote an AI persona. Thoughts?
  13. But you are also allowing an increase in AoA, thus you are presenting more of the underside of the airframe surface area to the oncoming airflow and creating more of an airbrake effect. Slats can be a very helpful device, but NOTHING in engineering - and particularly aerodynamics - is a free lunch; you always pay for benefits in one realm with degradations somewhere else. I suspect that it's not one single item increasing drag but a combination of all these elements; it would also account for some 109 veterans describing egg shaped turns, loading the wing up and using the slats whilst approaching for a shot opportunity but then unloading as soon as practicable so a) as not to bleed too much speed and b) allow the airframe to accelerate to again.
  14. We run on a Dserver, I Remote Login, I fire up PWCG, generate a mission once I know who's attending, run the mission with PWCG running in the background, fire up GBS co-op server using a batch file that automatically selects the most recently created mission and drop the RL connection. Fly the mission joining as a client from my PC, re-log back into the Dserver via DL and do the admin. Funny thing was that error did not occur during the AAR from August 9th - that processed fine. When one of the chaps "Bertrand Finknottle", who was late and didn't partake in the mission, jokingly suggested that it only progresses when he isn't in that I thought there might be a potential character limit issue, hence my post a few days ago. "Bertrand" having not actually flown a mission that successfully passed AAR yet had no missions, kills or awards to his credit so I thought I could just retire him and create a new persona for our user called "Bert Finknottle" instead. The error warning cam at the exact moment I hit 'Create Pilot' after completing the Pilot Name, assigning a user to him and attributing him to the appropriate Role/Pilot Rank/Squadron drop down steps.
  15. Thanks Pat. "Bertrand Finknottle" was the retiree persona - the error occurred when attempting to add "Bert Finknottle" to the campaign. Curiously, I could see "Bert Finknottle" in the squadron roster list when I went in to package up the zip, but when I go to 'Administer Coop User' menu, that personae and his user are not in the list.... Lightning Strikes202008111408627.zip
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