2nd flight. Landing gear worked (was clearly my fault) but man this thing wants to just point up and stall lol. I’ll get it down though
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If I wasn’t already sold on the Vulcan, that would have sold me - LOVE the Fouga for its sense of mass and inertia (translation - feels like a physical object, not like a window you’re flying around). Glad to know this feels the same.
Now I just need to get through one more conference call and then I can go buy me a bomber…
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Just purchased and flown. Lovely aircraft, echo what you say regarding the bizzar control authority with speed.
I fact at a low speed it seems I didn’t have full control authority, so couldn’t pitch down to gain speed.
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The reduction in authority of the elevons at speed was calculated using the following graph and table from one of the extensive collection of manuals we have had access to:
Regarding your comment about the lack of nose-down authority, it is going to be re-checked by Bill R in the not too distant future but to give you a direct quote from him, “Pushing the stick. This is entirely alien to any Vulcan pilot. It was just too easy to over stress (understress ?) the aircraft by doing so.”
Also from the late David Thomas, pilot with the VDF in the 90s and with VTTS in their first few years: "The only reason we used so much bank at the top of the turns was to bring the nose down more easily. The climb angle was very steep, and trying to bring the nose down with the wings level would create a significant bunt. and the Vulcan isn’t designed to fly negative-g manoeuvres, so we rolled the Vulcan onto its side and allowed the nose to fall through.
The Vulcan’s negative-g limit was zero, the positive limit being just two so the secret of how we made the displays look so impressive was to fly slowly."
So the lack of nose-down authority, created by a disparity in the amount of up (27°) and down (12.5°) elevon, whilst possibly uncomfortable to those used to flying more conventional aircraft, is something that you just have to get used to as part of flying a Vulcan. If you check, you’ll note that it IS still possible in this flight model to exceed the negative G limit under certain conditions.
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first proper flight from Scampton to Duxford few issues but getting there 
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I’m configuring my hardware for the Vulcan!
Anyone knows which events or LVARS I should change for the turn and pitch AP wheel and rocker?
I think I have the rest of the AP correctly configured but those two I’m not sure how I should map them.
Cockpit lighting is probably the best I’ve seen in MSFS.
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Got to say this looks amazing…I have no fighter jets in my hangar…
. Good reason to start using my hotas warthog…which never used, for MSFS.
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My checking account just got lighter.
Off to install this magnificent beast.
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Yes, cockpit controls can be manipulated by VR controllers.
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Understand that pushing forwards on the stick shouldn’t be the norm, especially when closing in on 0G. However currently I find it essentially impossible to reach 0 as the control authority appears to be reduced. I suspect this is part of simulating speed etc, however it does feel ‘off’ (I know not useful from an armchair Vulcan pilot). But the control authority above 250 knots and below 160, is both greatly reduced. I can see looking at the elevon deflections that the movements of my stick are not matching the actual controls.
Hopefully this can be looked at, otherwise it’s amazing.
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As I’ve said, it will be checked again but it is important to realise that limits are not a point that the aircraft can and will reach routinely. They are points that must not be passed. I was schooled in this many years ago when I questioned an engine reading on the Lightning which did not go anywhere near the limit - the engineer who had been on them for many, many years just said “Yep, your number’s the limit. It shouldn’t get anywhere near it”.
I’ll make any adjustments deemed necessary by the Vulcan pilots, but won’t just randomly increase the push force to make it easier in this game. Having said that, MSFS really does NOT like delta wings and it has been a lot of work to even get close to emulating the behaviours that are documented and described. Over 250kts there is a massive reduction in avalable deflection anyway - Provided you are correctly trimmed at that point, from what I can gather, the stick IS then pushed but to balance the nose-up tendency / maintain 1g rather than to lower the nose.
Also worth a check, are your controller sensitivities set to linear / max sensitivity / min null zones as recommended by JF?
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i think you’re okay. this is me just sitting in the plane loaded in…
then, click this button and see if you’re still out of balance…
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A couple of most likely user error problems I’m having:
Can’t bind the set steering button, it works pressing the button in the cockpit yoke but if I bind some button on my hardware to set steering the button is not activated.
Same is happening for me for the AP pitch and roll controls, can’t make them work with my hardware.
Ah yes, I did hold that button and it was in the green like yours. So those needles are not a live readout?
Flight #3. Figured stall issues. 83-85% throttle seems a sweet spot. I need to figure A/P out cause was useless from San Fran to LA. Overshot runway and ended up in Pacific Ocean at LAX. Progress! 
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correct. you need to check them from time to time, however from what i read in the manual it looks like the plane attempts to keep the tanks leveled automatically.
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…there’s a manual? 
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The CG readout is only shown if either the CG check button is pressed or in flight refuelling is in progress.
Martyn - Just Flight
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Looking forward to any JF tutorial videos. The manual is great and is very well written, but the videos are a slightly better tool to learn from, imo.
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