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:(

Hey ErichVon, Good question! I would guess that (unless you’re either very lucky or very skilled) 100% of us will find ourselves with an engine shut down at some time or another while flying this simulation. As a person that’s flown a few engine-out approaches and landings in real life, and literally hundreds of them in the airline simulator, let me throw a few thoughts at you. First of all, anytime you find yourself in a new flying machine, you’re a noob. Yep, even with thousands of hours of flight time, it will take weeks to get comfortable in the pilot’s seat. At the airline, a new aircraft checkout usually takes months, and that’s with lots of flying time in your logbooks, professional ground school and/or simulator instructors, and spending 8 hours a day doing nothing more than living in the training world. Patience is key. One of the BIGGEST things I preach in the LAN squadron I fly with is this mantra: -Learn to fly the aircraft first, and then learn to fight it. Far too many people become overwhelmed with ALL of the information they have thrown at them, but it’s not an outrageous amount if you take it one chunk at a time, then add all the “chunks” up at the end of your training. Again, be patient. Get very comfortable just flying around, doing “touch and go’s”, etc, and then become the “steely-eyed killer” that this thing breeds….lol. Single engine flying. At the “other” airline I flew with before the merger, I spent 27 years with an “Emergency Checklist” (we called it the “Red Bordered Checklist”) with the following words in very bold letters at the top: “FLY THE AIRPLANE, DO NOT HURRY, IDENTIFY THE EMERGENCY” Seems rather silly right? Telling pilots to fly the airplane first and foremost….wtf? Not too crazy actually. Far too many airliners have flown into the ground while the pilots fiddled with a problem while no one was “watching the store”. (The most famous of course, was Eastern Airlines flight 401 that crashed into the Everglades in 1972 http://en.wikipedia.org/wiki/Eastern_Air_Lines_Flight_401 ). Will the A-10C fly on the autopilot with an engine shut down? Sure it will! (Talking here about an engine failure only…with hydraulic/electrical issues, then I’m guessing the A/P is not an option). I just fired it up here on the trusty laptop, and if flew like a charm in the ALT/HDG mode of the autopilot. Once you have the airplane under control in terms of trim (obviously rudder trim for yaw control, but also aileron and elevator trim if needed), then consider engaging the autopilot. Consider using the “ALT” mode while in a bank so you can stay close to the departure airport while you figure out what your next move will be. The manual says that external stores can be jettisoned if maximum power cannot be maintained. I HIGHLY suggest getting rid of ALL of the drag (and weight) you possibly can. I’m guessing that with an engine shutdown, the chance of you needing those Mavericks, CBUs, MK84s, etc, for more combat is less than zero. On most every airliner I’ve ever flown, we have an option to dump fuel to reduce aircraft weight with an engine shut down. On some airplanes it was mandatory (727 on 1 engine, DC-10 on 1 engine, B747 on 2 engines), and on most, it’s at least an option. Since we can’t dump fuel on the A-10C, then I suggest jettisoning the stores EVERY TIME you find yourself with an engine shut down. Drag and weight are not your friend here. If you don’t need it, get rid of it! I suggest this sequence with an engine failure on take-off (after V1…in other words, after you’re past the point where aborting the takeoff is no longer an option): -Rudder input to compensate for yaw -Maximum thrust (you’ll be at max thrust on all takeoffs in the A-10C, but many times at the airline we takeoff at a reduced thrust rating) -Landing gear UP (at a positive rate of climb) -if FIRE, pull APPROPRIATE fire handle and discharge fire bottle into appropriate engine (yep, in the real world, the wrong fire handle has been pulled…not a good thing…lol). -Jettison stores -Trim rudder to maintain heading (unless terrain is an issue, a straight out climb is your best option). -at 1000’ AGL…flaps retract (if immediately returning for landing, you may consider not retracting flaps) -Declare an emergency with ATC (in our case, contact ATC and get clearance for return for landing if weather permits…in some of my missions, you’ll be taking off in IFR conditions and an ILS or diverting to an airfield with better weather may be in your future) -Engage autopilot and accomplish “Engine Failure Checklist”. How does this change if the engine quits inflight (or is damaged, catches fire, or requires a shutdown)? Not much really. -Reduce the drag (remember….”FLY THE AIRPLANE”) -fight the fire if needed. -trim the jet -engage the autopilot (if available) -declare an emergency -accomplish checklist On landing, just remember that the moment you lower ANYTHING that will cause drag (flaps/gear), the entire dynamic changes. On some airliners, once you lower the landing gear (and not able to retract it due to hydraulic damage), you’re “committed” to land. I’m not sure if this machine would be able to execute a “missed approach” with the landing gear extended and an engine shut down…would be fun to try. Back when I was a civilian fight instructor teaching in twin Cessnas, etc., we’d teach that when landing on one engine, do not extend the landing gear until you knew that you had the runway “made”, and that you would not have to add lots of thrust to maintain your airspeed as the wheels came down. Obviously with a battle damaged jet (possibly requiring an alternate landing gear extension procedure), you’ll have to use good judgment on when to lower the landing gear on final approach. My best advice? Go practice flying around on one engine! This thing actually flies quite nicely with an engine shut down… We had a LAN member experience an engine failure not long ago on a heavy weight takeoff (bird strike), and he did a superb job. He got the gear up, punched off the stores, fought the fire, trimmed the jet, and flew a VFR pattern to return for landing. I was circling the field watching (and coaching when necessary), and it was a thing of beauty. PLUS…I could tell by his voice that he was pretty jazzed that he just did something that not many people get to experience. Have a great day, and keep us informed on how it’s going, Captain William “BBall” Ball Boeing 757/767 Delta Airlines

:noexpression:

It's 210 knots, and here's why it's important: http://kriegsimulation.blogspot.com/2011/01/dcs-10c-warthog-210-kias-speed-to.html

Instructional video on the GAU-8/A. Created with 1.1.0.7

Anything new on this one? ;)

Fellow Cougar users, What buttons are you using for your 'trim' buttons, I'm using 'Viper's' profile and like it very much. One thing I can't seem to get right is the trim functions in this sim. Not sensitive enough. Any special settings out there we can use to help out?

The technique is simple in expression and tricky at first in practice. You will be in a crab, nose into the wind, on final. If the crosswind is not too extreme your FPM will be on the touchdown point of the runway and your HUD ladder displaced to one side of the HUD. At about 200-300 feet begin to transition from the crab to a forward slip. This is done by adding rudder input to align your nose with the runway (your HUD ladder should center), while simultaneously banking into the wind, which will be the opposite direction of your rudder input. Hold this all the way to touchdown, adjusting as needed for wind changes(little more or less rudder and bank adjusted...never really one without the other). As you bleed off speed your inputs should become slightly larger as control authority is lesser as speed decays. You will flare with some angle of bank and some rudder input and the upwind wheel should touch down first. Once planted you should be rolling full aileron into the wind to keep the upwind wing planted, although this is not essential in this sim, but proper technique and we are going for realism right? Retract flaps for max braking (less lift more weight on wheels) Roll out as normal with NWS applied at the proper speed. As you refine your skill you can delay your transition from crab to slip until a lower alt or just over the fence even. I recommend the high and early transition to allow you to get a full feel for the wind and allow for alignment corrections down the glideslope so you don't wind up in the grass. Erich, the speed you mentioned has nothing to do with crabs, slips, or thrust (well it still has to do with thrust). When you are flying on gusty days and often that is the case with cross winds but not always, you increase your approach speed by one half the gust spread to avoid stalls when the wind "dies". This is especially important when coming down the pipe in forward slip since you are effectively cross controlled and if you do experience a negative gust you could stall one wing deeper than the other since one wing is experiencing a greater relative wind, and well....thats how spins start and spins that low=BAD. Hope that makes sense.

First of all, thank you all. The whole team have make this movie ;-) Ps: - HD upload coming soon - Other VTS movies will also uploaded to this channel soon.

Should be in Program Files/Eagle Dynamics/FC2/Bazaar/World. Check to make sure that both the CDDS files contain all the same textures. Then copy world bmp 3 from FC2 to KA-50 maintaining the proper structure/ ED/FC2/Bazaar/World/world textures bmp 3 to ED/KA-50/Bazaar/World/world textures bmp 3. BTW if you have CDDS explorer you can extract the texture from the FC2 CDDS file and put it in the KA-50 CDDS file but you will need to convert the extracted bmp file to dds before doing so. And be aware that if your world folder contains any custom skins you may lose them when replacing with the FC2 folder.

What's wrong with pink missiles?? :music_whistling: :pilotfly:

ok--video was too time-consuming (although I plan to do a good training video once I wrap my head around it better) So--imagine airport (TACAN station) is in the bull's eye of a dart board. All of the circles that radiate towards the edge of the board are arcs. The lines that radiate from the center (that designate different point values for dart game) are radials. So as I understand it--any given departure would have the pilot takeoff, and intercept an arc, e.g., 10nm out. So you start from bull's eye of dart board, head straight up the dart board until your TACAN is displaying a range of 10. Now you turn right, e.g., until the RMI needle that points to the TACAN station is pointing to 90deg on the HSI. If you manuever the aircraft (slight right bank turn) to keep the RMI needle so that it stays at 90deg on the HSI, you are flying on the 10nm arc around the airport. From there you can "intercept" a briefed radial that leads to your destination. So let's say the briefing called for the pilot to depart on radial 170. The pilot would takeoff, fly the runway heading until TACAN reads 10nm, turn right and maintain the RMI needle at 90deg, thereby staying nice and snug on the 10nm "arc". The pilot then inputs (with the course knob on the HSI) a course of 170. He's now flying the clockwise arc around the airport, and waits for the course line to start moving from the top of the HSI, towards the center of the HSI. When it gets to the center, he turns left until the course line is pointing directly to the top of the HSI. At this moment he is roughly 10nm from the airport, outbound on radial 170. I imagine the evaluation criteria referencing the ability of the pilot to stay within 2nm of the TACAN arc has to do with keeping the RMI needle at the 90deg position on the HSI prior to the intercept of the outbound radial. Totally going off of a 10 year old memory here--anyone feel free to jump in and correct me if I'm wrong about this. I was fortunate enough to spend a few months going through the same sort of initial qualification training with a F-16 pilot using Falcon 4. It was extremely difficult, to say the least. For example, if the goal of the day was to practice basic maneuvers, there was a pre-briefed area where this was to be done. However, I had to rely soley on the TACAN for navigation--and so had to develop a sort of picture in my head of a kind of "box" for lack of a better term--the sides of which were certain radials at specific ranges from the TACAN station. They weren't large areas either--and half the battle was staying in this "box" of sky. Of course then there are altitude parameters as well--and ops checks, fuel states, correct brevity, and a ga-zillion procedures that had to be followed--most memorably (frequently), calling out "blind" and having to go through that procedure, altitude seperation, etc. Oh--and then while all this is going on, I'm supposed to be focusing on the task of the sortie, e.g. basic manuevers, BFM, etc. It was an extremely intense, unforgettable experience. I frequently found myself sweating--and my hands would be sore after every flight :) Then there's the landing...perhaps a story for another day. Ok--my self-imposed rambling alarm just went off.

http://en.wikipedia.org/wiki/JP233 :smilewink:

When wind comes from the right direction there are 2 ways: 1) direct nose "into the wind" so you keep on drifting on the right pathway. On final approach (30 meters before tuchdown) you should first use the rudder pedals to allign to the runway while compensation with the rolling the joystick a little to the right. 2) keep the right wing hanging down a bit so your roll-rate stabilizes your drift. This can be dangerous if crosswind is hard, because your wing might touch ground first, so you have to go horizontal seconds before touchdown This scheme on wikipedia shows the methods nicely: http://en.wikipedia.org/wiki/Crosswind_landing Most important rule is to never let the wind "under" your right wing, because this will cause instability at once. see here (ca. at 0:40 - 0:45): Make a mission with a steady crosswind without any turbulences to practice the procedure. That helps a lot !:-) Greetings Boris

Какие нафиг выступления, с таким количеством бортов на сервере, дай бог чтоб прохрод нормально выполнили, я думаю зрителям нет особого желания наблюдать хаотичный "лаголет".

Just tell your wife that this is your hobby and what you enjoy. Then say that the alternative is to get into car restoration or golf or to go down to the pub drinking. Tell her to choose which hobby she prefers you doing money wise.

The same way Ka-50 wingmen knew what target you meant when you used the "Engage> My Target" command without datalink, the magic of software! Really it's designed to cover the gap left by being unable to say "Ya see that tall tree just right of the bridge? Tank 50m east, engage it" to AI.

I don't understand such things.... war is war. Killing people but "we have to do it by *nicer* methods"? What big bullsh*t lol

CDU First of all: thanks a lot for your program. I use it a lot. I had some time today and made a CDU from screenshots using photoshop today. Its not yet fully tested and I will propably edit it and make the screen a little bigger but it should work. It uses the modifiers {RCONTROL} + {LCONTROL} and {RCONTROL} + {LCONTROL} + {RALT} with all alphanumeric keys besides Z and Y. Everyone feel free to test it, if there are any questions pls write me a PM. I do not give any guarantees that this won't mess up any button configurations / hawgtouch or something else.

The A-10C targeting systems always designate markpoint Z as the weapon impact point (for the last launched weapon). You could "quickly" load the Mark Z as the Steerpoint and Slew all to steerpoint and lase away. Quickly, here, being relative.. Of course, if you first set the CDU steerpoint selection switch to MARK mode...

Had a very long and detailed reply typed up... and ED forums decided to log me out so I lost everything I had written... (Trying to start over... Argh)! Bumfire, I had a nerve pinched in my arm before and my ring finger and pinky went numb for several months. I had my chiropractor do NIR light therapy as well as regular adjustments to my elbow where the nerve that was causing my fingers to go numb is. This was inexpensive and not intrusive at all, only annoying that I had no sensitivity in two fingers for months. I didn't stop me from flying in my normal job, nor online... however... The reason it happened was because my elbow had been resting on the side of (not on top of) the armrest for hours upon hours of flying for weeks and months. This caused the nerve to get pinched in my elbow and my fingers to go numb. It took me about 3 months to get my sensation back in my fingers, and my doctor (chiropractor) said the same thing: "Lay off the flying for a while". Well: 1) it's my job, and; 2) it wasn't going to happen online either as we had one of the biggest aerobatic shows coming up at the time. So, I went back to the root of the problem... Seating position and ergonomics! ***EVERYONE WITH THEIR THROTTLE AND STICK ON A DESK SHOULD PAY ATTENTION TO THE FOLLOWING*** Can't stress this enough, but anyone flying with their HOTAS on a desk is just setting themselves up for health issues. You don't need a pit either, and this is my point... I have my throttle on a pair of cinder blocks positioned closely to my body on the left side of my seat bottom cushion. The height is exactly 16 inches off the floor, add another 1 3/4 inch for the throttle base and it sits just under 17 3/4 inches above the floor. My seat bottom on my chair is exactly 17 inches off the floor. This is important! It lets me rest my hand on the throttle where it would naturally want to be even if the throttle wasn't there. Final step: make sure there's no armrest interferring with your elbow. If there's an armrest your arm should rest on top of it, not push against the side of it or at a weird angle. This is why the cinder blocks and throttle are aligned right next to the seat so my arm doesn't stretch out or angle away from my body. It should be a very natural posture while sitting. Now, onto the stick handle... I simply place it between my legs, on the seat bottom itself. The base plate of the HOTAS Warthog sticks out about 1/5 of its length at the front of the seat (but it's also angled). I angle the stick with the natural angle my forearm has when I keep my upper arm parallel to my body and then angle my forearm as if I was grabbing hold of my... [:music_whistling:]. This angle is the same alignment (or twist) you'll want your stick handle to have (as mentioned earlier). It lets you rest (i.e. RELAX) your right forearm on your thigh while flying. With your upper arm parallel to your upper body (down the side), and your forearm aligned with the handle.. you should position the the stick itself right in front of your "Randy Johnson". You'll be all set with a feather light touch on the controls, and very comfortable flying! (It may even make you a better stick). How far out your base plate on the HOTAS Warthog will stick out depends on how big you are, but in general I leave just enough room so I can pull the stick all the way back to its stop without hitting the "jewels" or causing my wrist to have an un-natural angle with the stick pulled all the way back. I've said this before, but seating position is THE single most important thing for precise and comfortable flying. Anyone using a throttle and stick on top of a desk is commiting what I like to call "HOTAS abuse". Even half the people who place their HOTAS' to the sides of their chairs are doing it in the worst possible and non-ergonomic ways (requiring them to stretch their arms out and away from their bodies). Everyone really should pay attention to this, because I've been there, had health issues with it... (almost developed carpel tunnel once too from my force sensor stick at one time, but that's another story). I never stopped flying though, in real life nor in the sim! The answer is: Take care of the problem at hand. First and foremost, see a doctor/chiropractor for some treatment. Secondly, fix your setup!!!!!!!!! It doesn't require a pit, and hardly any money to have a good seating position with ergonomic placement of the flight controls. Just be smart about it! Seat height, lateral displacement, fore/aft positioning etc. of the controls... it all makes a huge difference in not only control, but you won't get fatigued and as in your case (and mine, thanks to a poorly placed armrest) substancially reduce the risk for health issues. Your condition will get better, but in the meantime tackle the problem at hand!:joystick:

Не хотел ввязываться в дискуссию, но некоторые суждения задели... Начну с того, что я так же считаю бредом, что управление с мыши\клавы должно быть проще, управления джоем (какой в нем тогда смысл вообще?). Но при этом, мне очень хотелось бы, чтоб управление с клавиатуры, было не намного сложнее, чем с джойстиком. В противном случае для меня, дверь в виртуальную авиацию, так же закроется, как и в реальную. Джой я не использую, не потому что я жлоб, денег жалко, или вообще не имею их. Я могу себе позволить, любой джой. Проблема в том, что я физически не могу его использовать. Мне приносили для пробы джой, т.ч. я знаю это наверняка. С чем это связано, вдаваться в подробности не буду, скажу лишь, что я инвалид, от сюда и выплывают все мои ограничения. Так что, мой "джентльменский набор" клава и гейпад: на геймпаде у меня висит канал тангажа (на миниджое, или как оно там называется), а все остальное на клавиатуре. Кстати, чисто ради "похвастаться":D, обозначу, что клавиши я жму не пальцами, а 30см деревянной линейкой, по этому за одно действие, я могу нажимать только одну клавишу, при этом очень легко промахнутся в горячке боя. В связи с такой системой управления, для меня счастьем было, когда в ГС2 ввели модификаторы-переключатели, это значительно упростило мне жизнь. Большое вам человеческое, господа из ED, от меня лично!!! К чему, это я... ах да. В общем, ни смотря ни на что, я неплохо освоил ГС1\ГС2, штурмлю, провожу ВБ, дозаправка, даже ганзо против ботов вполне не плохо получается. Даже в сети по зубам дать могу. Конечно, я не "нагибатор 80-го лвл", но и не простая мишень. Из упрощений юзаю только ПАДЛОК и то в оффлайне. Пробовал А-10С (еще бету), к моему удивлению, взлет, полет по кругу, посадка, получились с ходу, с первой попытки, без каких-либо упрощений. Думал будет сложнее, после опыта с Ка-50. Его-то я не осилил. Не, летать конечно можно, сажать, отстреливать вихри. Но вот работа НАРами, боевое маневрирование, это уже за гранью мазохизма. В общем, вертолеты - не мое. Узнаю местами себя.:) Но есть еще кое-что: многие затачиваются сразу на онлайн, где упрощения, редко бывают включены на серверах. Что касается мнения, что падение интереса к симуляторам обусловленно тем, что нужно много учить, а не хочется - не согласен. В том же WoW (да простят меня за такое сравнение), нужно переварить и усвоить не меньше информации, чтоб не быть бесполезным нубом. При этом, информация не систематизирована, и не сконцентрирована в одном месте. Нужно перерыть десятки сайтов и форумов, перечитать кучу гайдов и тем, а некоторые оказываются еще и неактуальными, в связи с патчами. Порой, на это уходит больше времени, чем на саму игру. И ниче, популярность ого-го, абонентку платят, ноют конечно, хают близзов, но плотют... Графика, к слову, там тоже не фонтан. Да и геймплей довольно таки однообразный. И таких примеров, можно привести много. Так в чем же счастье?

Петрович... твоя подпись навевает ассоциации с человеком-бутербродом... :)

Упрощенный вариант авиасима я например не куплю. И даже даром не поставлю. Буду пользоваться тем что уже сегодня есть. Делать для ленивых дебилов игру, значит лишиться тех кто согласен хотя бы раз почитать мануал:). Если в мире больше дебилов и вам ЕД нужно зарабатывать, то в чем проблема делайте на них упор. Но сомневаюсь что если человек не "болеет небом" будет в нее гонять. Уйдет на страйк и еще чтото. Насчет кризиса-там он сейчас кругом и у меня на работе и у друзей. И во всех странах. Но нужно жить, а не ныть. В продаже должен быть компромисс, определяемый рынком. Но его можно и регулировать по доходам в той или иной стране. Благодаря МСФС2004, Ил2, ЛО, Ка50 я прочитал кроме их мануала еще кучу книг. Научился пользоваться видеоредактороми, звуковыми. фотошопом и сорелом. Все это мне было нужно для игры. Создал 95 и 20 миссийные кампании, кучу миссий. Подобрал отечественные ИК диоды АЛ107Б для фритрека, и научил людей его настраивать. И это все благодаря игре! Ибо кроме прямой игры нашел в них для себя и творческое применение. которое расширила мой кругозор и знания. Бесит забота о заработках ЕД. Если вы такие заботливые, не лучше ли купить! 10 дисков и подарить друзьям и по рекламировать при этом. А? А то где-то я 300 и 1000 дам баксов. Крутые сильно! Ну так спонсируйте ЕД, чем пальцы веером ставить.

Так не доросли технологии просто. Я очень хотел бы голосом орать аишному технику "Давай, перезаряжай!" или "Полный бак." Но не поймет меня он...