Kinda off the topic.. I know some of the animations aren't working yet, But is there a way to show the empty cockpit on this current version? I thought I saw a screen shot of this at one time..
I'm A huge fan of the legacy hornet.. I would like to say thank you for this model and work that went into it!!!!
-Thanks for the compliments! I will pass the good word on to all those involved. As for the empty cockpit, I will have to check this out. I know that the jet is currently coded to show certain things such as boarding ladder, chocks and intake covers, but some of my FCS coding is blocking their functionality. When I figure things out, I will chime back in on the answer.
As mentioned, no Over-g tone IRL.
-Should be easy to remove. I'll take care of that by the next release.
Departure tone - not included that I'm aware of. It's a beeping tone that increases in frequency the closer you get to NATOPS limits of AoA. It will probably be hard to accurately model this since the tone itself is very dynamic and depends on lots of factors. See NATOPS 2.8.2.5 (Departure Warning Tone)
-I going through some ideas on how to possibly implement this... Might be a while before I figure it out though.
RALT tone - The tone in the 2014 just goes off once when crossing the set altitude (hardcoded at 350 right now I think), however in the real jet the tone is CONTINUOUS until the pilot resets the tone, unless it isn't reset at all, in which case it will continue until WonW. See NATOPS 2.12.5.1 (Primary Radar Low Altitude Warning)
-Might be able to do this. I'll put on the Honey-Do-List lol.
Most Betty sounds appear to be based on the Rhino. The Fire Test switch uses the correct voice, however I'm assuming that this is just because the real Legacy Betty tones are hard to come by. I'll see if I can dig some up somewhere.
-Roger. Thanks.
Is it possible to implement the warning tone silence button next to the gear lever? Not important, would just be nice to have in some instances.
-that involves animating and tagging that button, which involves decompiling and recompiling the 3-D model, which I do not know how to do. Sorry.
Jimi, figured out the hook! Grin It shows in MP whenever both parties are using the CLEAN model, but does NOT show in MP if both are using the training model. I don't have the time to test each model tonight, but I most certainly will tomorrow after work, and I'll let you know which other models (if any) properly display the hook in MP.
According to Jamal, only the clean and FSXBA models have this feature. Maybe someone from these forums here can help us implement this in the 3D model so we can apply it to the other variants (along with the wing fold)
NWS is my bad...Sorry I said that. I would rather have the old NWS back (the NATOPS spec version) and just get used to it.
No worries. Already re-implemented.
Overall handling characteristics feel very different now. The thrust feels much better, but roll rates seem a tad slower, and rate of turn (i.e. rate of heading change) seems slower as well. Also, when entering into a bank from level flight the vertical speed should slowly decrease (i.e start going negative) and the velocity vector should sink slightly and visualize that decreasing sink rate. From my flight, it doesn't appear that is the case, but rather the jet is attempting to maintain level flight. Maybe I'm incorrect in this, but that is the way the previous iteration of the 2014 flew, as well as the 2012 and the Superbug. It made passes at the boat a bit difficult. I can try to explain this in better detail if needed. Or maybe tomorrow after I get home from work I'll try to make a quick video showing what I'm talking about.
-Sludge and I had the opportunity a while back to fly in some of the F/A-18 sims over at Miramar. I do remember the pilot there telling us that the jet will somewhat maintain pitch in a banked turn up to 30 degrees before the nose will start to "fall through" The way the logic is set now, the jet will automatically induce rudder trim based on Angle of Bank (AOB). It will dial in trim up to 45 degrees at which point, it will start dialing out trim, to where no trim is present by 90 degrees AOB. This was done for better and steep turn handling and for better formation aerobatic maneuvering. There are two things I can do to remedy: 1. I can enable the same auto rudder system that is enabled with gear and flaps down. That system is not based on AOB, but constantly monitors the slip and skid of the aircraft and appropriates rudder trim accordingly.... or 2. I can keep the AOB based system, just strengthen its effectiveness. Either way, will give you a better turning (i.e. chew through heading...) aircraft. As for the roll, I made a slight adjustment to ailerons, if anything, they should be more aggressive. I increased their effectiveness at 0 airspeed so that full range of motion could be seen while on the ground. That was all. In terms of handling around the boat, I would ask that you confirm that flaps are in full. You should get the opposite effect as long as you have gear and flaps deployed. With that configuration the rudder trim is set to null out slips/skids so it tends to chew through heading quite effortlessly. With that come a little more aft stick that what would normally be required during UA.
ATC now works in UA and PA mode, however it didn't disengage when I trapped and I rolled right off the end of the deck after letting off the brakes. I'll have to try it again at an airfield, and then make a few more passes at the boat with it engaged. I also noticed it's no longer mapped to the carb heat, but to Ctrl+R, could that be causing FSX autothrottle to interfere with your custom autothrottle.xml? EDIT: Flew another pass at the boat using the ATC in PA, I think it's holding the airspeed I engaged it at, as opposed to trying to maintain on speed for the given trimmed AoA.
I did reprogram the activation of the ATC to work with the default speed hold, which is Ctrl+R, but now that I think about it, the default and programed ATC might be conflicting with each other, at which point the default speed hold wins out and tries to maintain the speed that was present upon its activation.
And a question about the AoA trimming. I believe I read that once in PA mode, trimming the pitch is done by hand to 8.1 AoA. It seems however that in the 2014, trimming doesn't work at all in PA, and that it's automatic? Is this as per NATOPS?
-Trimming is done by hand and trims the aircraft as a function of AOA. I currently do not possess the knowledge necessary to pull this one off the way I would like, which is by using the normal trim buttons to "dial in" the AOA and have the trim system maintain the trimmed AOA. This involves disconnecting the stick input, the stabs, and the stab indications from one another and inserting so logic in between. I've spent many months over the course of last year trying to figure this one out, but have only had marginal success. I guess I will need to start learning how FSUIPC works as I hear that might by the remedy.
Packet count in MP is rather large...over 800 most of the time. I'm assuming that some of that is caused by the data gauge. Does anything depend on the data gauge or can I remove it for testing packet count?
-Not sure what is causing the high count. It might be the data gauge, but it doesn't make since that that would be the culprit. "Packet Flooding" is usually caused by certain triggered events happening in rapid succession while in multiplayer, such as rapidly raising and lowering the flaps, gear, smoke, and a few other things that are transmitted across the net. Usually primary control surfaces do not affect this. However, I will check into this. To answer your question though, no, nothing depends on the data gauge.
The UA logic is now correct for normal flight conditions. Inverted flight is still incorrect as it still attempts to capture -1.0 g. It should be identical to normal flight and attempt to capture +1.0 g.
-Easy Fix. I'll take care of that.
I hope this answer most of the questions out there for now.