Hey TD can you look again at the Corsair..

[sniperton]

Originally Posted by horseback

It would improve everyone's piloting, I believe, and cut down on the "my ride is porked!" complaints if the players could track their trim and see what the effects of 6.8° of nose down trim does to their aircraft at speed X IAS.

+++

[EJGr.Ost_Caspar]

I don't understand your problem here - you just mustn't hold the button pushed. The value, the trim changed with one short push is small enough and happens imidiatly to give you a very easy way to see the planes reaction (if you push repeatly).

[Pursuivant]

Originally Posted by EJGr.Ost_Caspar

I don't understand your problem here - you just mustn't hold the button pushed. The value, the trim changed with one short push is small enough and happens imidiatly to give you a very easy way to see the planes reaction (if you push repeatly).

Then, maybe just better documentation on how to use trim is needed. I'll confess to being ignorant about exactly how it works for most planes.

Horseback's idea of allowing players to know exactly how many degrees of trim they've applied is a good idea. It might even be historical if trim wheels were actually marked with degrees of trim. If not, it would be a nice option for the "wonder woman" view.

[Luno13]

I'll echo Caspar here:

Tap the trim key to make fine adjustments. Hold it down for coarse adjustments. There is a slight delay from holding it down, but it's useful to get from one end of the trim range to the other very quickly. Just tap it instead, and you'll have all the control you need.

[Notorious M.i.G.]

Originally Posted by Luno13

I'll echo Caspar here:

Tap the trim key to make fine adjustments. Hold it down for coarse adjustments. There is a slight delay from holding it down, but it's useful to get from one end of the trim range to the other very quickly. Just tap it instead, and you'll have all the control you need.

I'll confess I never knew you could just hold it down. I've been rapid-fire mashing it like the manual gear lower/raise (unless you can hold that too...in which case everything I've known is shattered )

[horseback]

Most aircraft of that era did have some kind of demarcation or marking to tell the pilot how much trim was applied; the FW 190 has its elevation trim setting in a readout on the left side panel, the Mustang's elevator, rudder and aileron trim knobs have their degrees of offset marked off (and some of this is incompletely portrayed in the game). However, most of the aircraft in the game are not given the benefit of an animated (and correctly labeled) trim knobs and wheels--and it's hard to glance down and read the ones that do work the way a pilot in the actual aircraft's cockpit could.

The point is that trim has become critically important in this sim with the improved Flight Model and physics that came with the 4.0x series of patches, and the average pilot has no clearly calibrated and marked set of trim pots on his USB controllers, and button trim is only 'felt' as an effect; you have to take it on faith that your push of that key or button was sensed when there is no clear and obvious indication on the instrument panel (okay, sometimes the rudder trim is indicated on the Turn & Bank indicator, but the state of elevator and aileron trims are for all intents and purposes invisible until you apply too much trim.

Now for people who habitually fly one aircraft type, especially those aircraft that are treated as having little or no need for extensive trim adjustment, this is usually just fine; they know from long practice how much trim to apply for their favorite ride (in most circumstances), and it is to their advantage that others flying a variety of technically superior or faster aircraft cannot get the actual performance that should theoretically be available to them. They are happy to chirp "Learn to fly!" and bask in the assurance of their own superior skills and knowledge. They have the upper hand, so they aren't about to question their good fortune.

And they aren't about to try to fly one of the trim hogs if they can possibly avoid it.

As I believe I noted about the Ki-61, it is so easy to get the best performance out of that fighter that someone facing them in the nominally superior F6F-3 Hellcat will be at a serious disadvantage because in the context of this simulation, it is very difficult to keep the Hellcat in trim, and unless it is kept in trim, the Hellcat constantly hemorrhages its energy, and almost always ends up low and slow, an easy target. I haven't spent a few dozen hours in the F6F, but I have spent about three or four hours taking it through its range of speeds and trim settings. As I've pointed out earlier, they are inconsistent--you need to add nose down trim at one speed range, and at a somewhat higher speed range, the nose abruptly tucks down and you need to apply nose up trim. The FW 190A also exhibits this behavior, as well as the P-47 (of the aircraft I've tested so far).

I doubt that the real aircraft did this--but I also doubt that these aircraft needed this much trim adjustment in proportion to aircraft like the Ki-61, the Ki-43, the La-5 series, or literally unknowable fantasy flight models like the Ki-84 and the J2M.

Letting the pilot know if his trim input was sensed and how much trim he has applied with a momentary message is the easiest way to remedy the problem.

cheers

horseback

[EJGr.Ost_Caspar]

Somehow I suspect, you are talking about 'perfect trim' (as you needed it for your acceleration tests). I do triming only by 'feel' and the way it is done in Il-2 gives me a 'good trim' without problems. On acceleration, when nose wants to come up and plane wants to shift, I counter it with the stick (forward and rudder), then I apply some tapping of elevator trim down and rudder (if possible) and meanwhile slowly release the stick (watching the reticle keeping the same place at the horizon). Thats somewhat near to what pilots did back then and works very well. Watching the plane (and the ball) is my best indicator. Mostly I don't even need the ball to tell, how I have to trim in turns. Maybe I'm just extraordinary sensitive.

I doubt, pilots in WW2 where so eager to find always the correct trim by scale (this only for starts or landings maybe).

In short - I can not re-experience your difficulties.


EDIT: I don't see a problem for wonder woman view though. But for the sim I would rather like to live without even more neon flickering hud messages.

[sniperton]

Originally Posted by EJGr.Ost_Caspar

In short - I can not re-experience your difficulties.

EDIT: I don't see a problem for wonder woman view though. But for the sim I would rather like to live without even more neon flickering hud messages.

I understand your point, but please understand our point. If we can have hud messages for throttle, pitch, mixture, flaps, rads, supercharger, and even magnetos (btw, most of these settings can be quite easily tracked via cockpit instruments as well), then why couldn't we have knowledge of our actual trim settings (other than through Devicelink)???

EDIT: Personal preferences and flying habits may differ, but what I put up here is a matter of consistency. IF the way the game's FM simulates flight is heavily affected by a certain parameter (affected by a setting), AND this setting was accessible to the r/l pilot real-time (via cockpit gauges, levers, marked wheels, etc.), THEN it's a bit of inconsistency when one setting is displayed multiple ways in-game (hud and cockpit), while others not at all (no hud, no cockpit).

[Plane-Eater]

Originally Posted by EJGr.Ost_Caspar

Somehow I suspect, you are talking about 'perfect trim' (as you needed it for your acceleration tests). I do triming only by 'feel' and the way it is done in Il-2 gives me a 'good trim' without problems. On acceleration, when nose wants to come up and plane wants to shift, I counter it with the stick (forward and rudder), then I apply some tapping of elevator trim down and rudder (if possible) and meanwhile slowly release the stick (watching the reticle keeping the same place at the horizon). Thats somewhat near to what pilots did back then and works very well. Watching the plane (and the ball) is my best indicator. Mostly I don't even need the ball to tell, how I have to trim in turns. Maybe I'm just extraordinary sensitive.

I doubt, pilots in WW2 where so eager to find always the correct trim by scale (this only for starts or landings maybe).

In short - I can not re-experience your difficulties.


EDIT: I don't see a problem for wonder woman view though. But for the sim I would rather like to live without even more neon flickering hud messages.

Many (probably most, actually) of the American fighters had specific optimum trim settings for various flight configurations spelled out in their flight manuals. Takeoff, landing, best climb, dive, and cruising at bare minimum were standard. For birds like the Mustang, Thunderbolt, and Lightning which were used in very long range escort roles, sometimes you got multiple trim configs as fuel burned off and for different cruising speeds.

I know the Mustang at bare minimum had a table showing different trim compensation as the fuel load decreased.

[Freelansir]

Regarding trim, I found the best first-person description from Bud Anderson's story "He was only trying to kill me".

A lot of this is just instinct now. Things are happening too fast to think everything out. You steer with your right hand and feet. The right hand also triggers the guns. With your left, you work the throttle, and keep the airplane in trim, which is easier to do than describe.

Any airplane with a single propeller produces torque. The more horsepower you have, the more the prop will pull you off to one side. The Mustangs I flew used a 12-cylinder Packard Merlin engine that displaced 1,649 cubic inches. That is 10 times the size of the engine that powers an Indy car. It developed power enough that you never applied full power sitting still on the ground because it would pull the plane's tail up off the runway and the propeller would chew up the concrete. With so much power, you were continually making minor adjustments on the controls to keep the Mustang and its wing-mounted guns pointed straight.

There were three little palm-sized wheels you had to keep fiddling with. They trimmed you up for hands-off level flight. One was for the little trim tab on the tail's rudder, the vertical slab which moves the plane left or right. Another adjusted the tab on the tail's horizontal elevators that raise or lower the nose and help reduce the force you had to apply for hard turning. The third was for aileron trim, to keep your wings level, although you didn't have to fuss much with that one. Your left hand was down there a lot if you were changing speeds, as in combat . . . while at the same time you were making minor adjustments with your feet on the rudder pedals and your hand on the stick. At first it was awkward. But, with experience, it was something you did without thinking, like driving a car and twirling the radio dial.

It's a little unnerving to think about how many things you have to deal with all at once to fly combat.