That was my fault... I requested Jimi tone them down since as of now we don't have a way to toggle between modes, and I didn't always want HI gain when dropping below 7 or 8 knots.
No worries! As SOP almost all turns while taxiing are made in high gain NWS. Reason is, we come to idle before making turns so we don't sweep PC's and Line Personnel with the exhaust. In low gain we would be at idle for too long and the jet would come to a stop on the taxiway. To mitigate this we will taxi under power all the way up until almost a 90 degree turn is required, pull the throttles to idle, engage NWS HI and swing the nose around rapidly, then release NWS HI and come back up on the power before the jet stops rolling. We use our inertia to carry us through the turns, and Hi-Gain is the only way to make this feasible.
CHECK differential trailing edge flaps[/b] Wingnut can you shed some light on this one? Am I understanding it correctly that there will be more flap extension on the side of the lateral stick input? I.E. Right stick provides more right trailing edge flap extension?
When the flaps are in AUTO and the stick is deflected left or right, the stabilators, ailerons, and TEFs will will deflect differentially to execute the roll command. Once the flaps are lowered to HALF or FULL, the TEF's are locked to a symmetrical deployment and roll control is provided by the stabs and drooped ailerons.
I believe late Lot/Block Charlie's indeed do show the energy caret. I think I remember an instance in the mini-series "Carrier" of HUD footage of a Legacy from VFA-94 or perhaps VMFA-232 during pitching deck ops that showed the caret. I'll watch through the series again sometime and see if I can find it.
Roger that. Early Rhinos that share software with the Hornet (23X software) only display the energy caret with the gear down. Higher lot Rhinos display it all the time. When looking at the HUD footage, make sure it's actually a Charlie HUD. No real way to tell in a TV show because the editors could have chopped different footage in different places. Approach speed would be a big clue. 120-135 being a Rhino and 130-150 likely being a Legacy, but again that's inconclusive.
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The only visual range of motion I get on the flight controls is pitch movement of the stabs and yaw in the rudders. Roll inputs show very little differential of the ailerons/flaps/stabs. The real jet has ~30 degrees of differential (in a Super) so it's pretty significant on the ground.
Also, when I say that the ailerons maintain their full range of motion, I mean that even when they are drooped, the aileron will deflect above the wing when full lateral stick is applied. Most sims simply change the centerpoint of the aileron when drooped, but that isn't the case, the surface retains its full upward deflection limit even when it is drooped with the flaps.
The same is true for the rudder. If the rudders are toed in, and full rudder is applied in one direction, BOTH rudders will end up deflected fully in the direction on the input, currently, one rudder deflects and the other fairs to neutral which is incorrect.
VRS has simulated this incorrectly as well. Probably a limitation of FSX and the way it understands drooping controls.
Very excited about this jet, guys! Hopefully I don't discourage you with my detailed feedback, just trying to help make this thing as accurate as we can. Even in it's current "beta" state it is by far the best Legacy Hornet around, and on it's way to becoming even better!! Rock on! PRESS!!
