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looks kind of stupid.

'China hat aft long' slaves the TGP to the steerpoint, but it doesn't change the SPI. In your 'no auto slew' track, you set the TGP as the SPI before creating the mark points (which incidentally, isn't necessary: mark points are created based on the SOI, not the SPI). You never reset it to the STPT. Therefore, when you use 'china hat fwd long' to command "slew everything to the SPI", the Maverick seeker is slewed to the TGP's target. Since you didn't use 'china hat aft long' in that track, the TGP is just pointing wherever you left it, and isn't following the steerpoint. Thus, when you change steerpoint, no other system cares. The TGP stays where it was, and the Maverick (which is still slaved to the TGP, since the TGP is the SPI) stays put as well. All I did was 'TMS down long' to set the STPT as the SPI. At that point, the Maverick slews to the new SPI (the steerpoint), and will slew to the new position each time you select a new steerpoint. I apologise if I seem argumentative. This is a fairly small technical detail, but I like fairly small technical details. Plus, I think it is worthwhile to properly understand the difference between 'china hat aft long' and 'china hat fwd long'. They do a similar thing, but with important differences. Edit: here's a video demonstrating the process. Hopefully it'll be easier to follow for those who are visually-oriented. I didn't really leave enough time for the annotations, so you might need to pause it a few times to read everything.

Hey all, Just finished skinning the A-10C in Digital Camo. If anyone is interested, or would like a custom name, avatar, or something similiar on their beast let me know.

I'm offering Printed/Laminated Checklists from Paulrkiii, Airfield charts from Shu77, WarriorX's Mission Data card, a 9-line card, and HOTAS graphical reference page. Checklist/airfield pack will come with 2 binder rings. Holes will need to be punched into the checklists as I will be leaving the position up to the buyer. The Front Image can be changed to your liking. I can ship anywhere in the world. PM me for price with shipping if you are interested, and a list of items you would like. Here are some sample images: New Store is open: http://www.freewebstore.org/warthogdocs

No it won't, and yes, I did just fire up the sim yet again to verify before I wrote this. :) No track as it's trivial to do it yourself. I tried it with the TGP set as the SPI and with the HUD TDC set as the SPI. This is exactly why I posted in this thread, because what Strongharm was saying wasn't quite correct. However the method of using the TGP to 'sight' for the Mavericks he describes is valid, and arguably more useful than using the Maverick and waypoints alone.

Tutorial sull’uso della funzionalità OFFSET del CDU Premessa La pagina offset del CDU permette di mettere in relazione due punti in modo da calcolare la distanza che li separa e la rotta da assumere per spostarsi dal primo al secondo. Questa funzionalità è particolarmente utile in due casi: Quando il JTAC chiede di condurre l’attacco da una certa direzione (attack heading) e il bersaglio è immobile Quando l’ATC fornisce la direzione e la distanza dell’IAF (initial approach fix, cioè il punto da cui iniziare l’avvicinamento alla pista su cui atterrare) Il punto di partenza è sempre un waypoint, il punto di arrivo può essere: Un altro waypoint Un punto indicato da coordinate (specificate secondo la convenzione L/L oppure UTM) Un punto definito tramite distanza e rotta a partire dal primo punto In questo tutorial ci concentreremo sul punto di tipo 3 visto che è il più utile; al termine del tutorial dovrebbe comunque essere semplice applicare gli stessi concetti con gli altri due tipi di punti. Prerequisiti Per accedere alla pagina offset del CDU ci sono due modi: Sul pannello AAP impostare la manopola page (indicata con il numero 3 in figura) su other e successivamente premere l’FSK OSET sul CDU Impostare un MFCD in modo che mostri le informazioni del CDU e premere FUNC seguito da 4 sull’UFC Siccome è necessario passare un po’ di tempo sul CDU consiglio di impostare il pilota automatico su “Altitude” e impostare una leggera virata in modo da non allontanarsi troppo dalla posizione corrente. Consiglio inoltre di usare le snap views per tenere inquadrato automaticamente il CDU. Procedura Per prima cosa è necessario specificare il punto di partenza; è possibile utilizzare sia il numero associato al waypoint (lettera nel caso di un markpoint) oppure il nome del waypoint. Nel primo caso è necessario inserire il numero o lettera del waypoint tramite tastiera del CDU e poi premere l’LSK marcato con 1 nella figura seguente; nel secondo caso bisogna inserire il nome del waypoint tramite tastiera del CDU e premere l’LSK marcato con 2. Ora dobbiamo inserire rotta e distanza per raggiungere il secondo punto; il formato per inserire tali informazioni è: RRRDDD, dove R sta per rotta e D per distanza. Esempio: dobbiamo raggiungere un punto che è a 5 miglia dal primo waypoint e sulla rotta 7°; dovremo inserire nel CDU 007005 (gli zeri sono necessari perché il numero da inserire deve sempre essere di 6 cifre). Dopo aver inserito questo numero nel CDU è necessario premere l’LSK marcato con 3 nella figura precedente. A questo punto ci interessa creare un waypoint che abbia le caratteristiche che abbiamo appena inserito, per fare ciò basta premere l’LSK marcato con 4 e otterremo un waypoint associato al numero vicino al punto di domanda. Ricordo a tutti che per poter usare i waypoint creati con il CDU è necessario impostare la manopola STEER PT dell’AAP su MISSION (manopola indicata con il numero 4 nella figura). Esempio pratico Stiamo tornando alla base dopo una missione, contattiamo l’ATC e gli notifichiamo che siamo in avvicinamento e intenzionati ad atterrare. L’ATC ci risponde con le seguenti informazioni: Rotta e distanza per raggiungere l’IAF (Initial Approach Fix) Pista su cui atterrare Valore della pressione alla superficie di riferimento La domanda è: come facciamo a raggiungere l’IAF? Impostare la rotta è semplice, ma come facciamo a sapere quando abbiamo percorso la distanza comunicataci? La risposta, ovviamente, è di usare la pagina OFFSET del CDU. Per prima cosa non appena l’ATC ci dà le succitate informazioni dobbiamo creare un overhead markpoint, cioè un markpoint contenente le coordinate a cui si trova il nostro aereo; per fare ciò possiamo premere il pulsante MK sull’UFC oppure sul CDU. Nel nostro esempio supponiamo di aver creato 3 markpoint durante la missione, quindi questo markpoint sarà il markpoint D. Ora andiamo nella pagina OFFSET del CDU e impostiamo il markpoint D come punto iniziale. Successivamente inseriamo nel CDU rotta e distanza per l’IAF e infine creiamo un waypoint contenente le informazioni appena inserite. L’unica cosa che rimane da fare è impostare la manopola STEER PT su MISSION, selezionare il waypoint appena creato come steerpoint e dirigerci verso l’IAF; una volta giunti all’IAF potremo dirigerci verso l’aeroporto e fare un atterraggio VFR o IFR a seconda della situazione. Finezza finale: come ci viene detto dall'ATC dovremmo raggiungere l'IAF ad un'altezza definita come "pattern altitude", cioè circa 2000-2500 piedi rispetto al terreno (non rispetto al livello del mare). L'IAF che abbiamo appena creato dovrebbe essere ad altezza 0 rispetto al terreno quindi chi conosce il CDU userà la pagina WP (Waypoint) del CDU per impostare un'altezza consona (la famosa pattern altitude). In questo modo è possibile non solo dirigersi verso l'IAF ma anche farlo all'altezza giusta. Commenti, correzioni e richieste di chiarimento sono bene accetti e vivamente consigliati.

IMO you should stop thinking "do I use rudders now?". Learn how rudders control yaw and what are the cross-couplings between yaw->roll and roll->yaw. Learn it and forget about "do I use rudders now?" the same way you don't think "do I use ailerons now?". Once you set yourself free of that invalid thinking you will be able to start thinking attitude. "What attitude (change) do I need and how it will change in a moment?". Airplane Flying Handbook (thanks arteedecco) does not bite! Pilot's Handbook of Aeronautical Knowledge neither. They are simply written and written by professionals for general aviation student pilots i.e. not scientists. If you think you'll be better of it and just learn from the forums you're wrong. Use both but in most cases the forums will be the supplement and the AFH will be the core - not the opposite. Yaw oscillations and pilot induced oscillations: Aircraft yaw, unlike pitch and roll, is characterized by heavy oscillations. Once the A/c is thrown off neutrum by a rudder kick it will try to go back to the neutrum but will miss it on the first pass, much like a pendulum. The key to understand the cause of pilot induced yaw oscillations (POI) is to understand the human body motor control (cerebellum part of the brain). A quick example. If you use a computer mouse for the first time in your life and the goal is to hover the pointer over an icon you move the mouse and the pointer, get a visual feedback on how it goes and continuously correct to aim at the icon, then finally stop. After a certain period of time of repeating that you will learn what physical movement correlate to exactly what distance of pointer movement. When this is established you will be able to aim at the icon with a single quick move of your hand. Same with the rudders. Until you develop that rudder movement->yaw response correlation you will not be able to control yaw properly and it will pose a risk of POI if you insist on fighting the oscillations. One thing to note - it requires time! You can't rush it. I seriously doubt anyone in the world can develop such a control ability in less than 2 days, regardless of how many flight hours he did during those 2 days. So wait patiently until it starts to click. A good exercise is to sway the A/C by pushing left and right pedal repeatedly. Once in a few sways try to stop A/C from yawing AND oscillating, as much as it is possible, by applying a quick rudder input opposite to the direction of current yaw movement by pushing the rudders quickly back to neutrum at the right time. P.S. By no means the Pilot's Handbook of Aeronautical Knowledge is "for the mechanics" or even "rather for the mechanics". I think they got the title spot on ;) P.S. 2. IMO ED should start incorporating references to FAA handbooks more eagerly and tightly in the coming revisions of their manuals and training notes.

THANK YOU Bucic!!! Long answer: The Pilot's Handbook of Aeronautical Knowledge is good for the mechanics, but the Airplane Flying Handbook is a good reference on How To from a flying standpoint: http://www.faa.gov/library/manuals/aircraft/airplane_handbook/ I recommend you look at Ch.3, page 3-7 (28 of 40), "Level Turns". Keep in mind a single-engine prop plane, which they use for the examples has what are called "left-turning tendencies" that result from having a single spinning propeller (which has mass and causes all sorts of issues at low speed and high prop RPM). You will not have to counter the left-turning tendencies in an A-10 like you do in a single-engine prop plane, so in general rudder is used to a lesser extent in the air (take that with a big grain of sand because it's a vast generalization). While nosewheel steering is engaged, the rudder pedals move the nosewheel left / right AND the rudders (vertically mounted flight controls on the "H" tail). At speed and in the air the rudders deflect just like the other flight controls (elevator and ailerons to name a couple major ones), causing the plane to yaw left / right. Ailerons result in roll, elevators control pitch. Rudders really aren't much different from an aerodynamic standpoint. When you pitch the plane up / down using the elevators the plane has less tendency to return to its starting point. When you deflect rudders and then release pressure, you'll notice the plane quickly tries to streamline back to the direction it was going before. Short answer: Now, to answer your question. The rudders are used primarily to coordinate turns (read the part in the Airplane Flying Handbook I linked above), to help in crosswind landings / takeoffs and to compensate for yaw if you lose an engine or have a partial power loss in one engine. There is much more to it than that of course, but you have to start somewhere. When I fly the sim, not having rudder pedals, I pretty much ignore rudder input in the air, which in the SIM you can get away with as long as both engines are operating and are at close to the same thrust output. On the ground and during takeoff / landing I use the keyboard shortcuts "z" and "x".

First off: 4.6. - General use of “normal writing” practices is expected, including grammar and punctuation rules. Extensive use of capital letters, symbols, emoticons and non-standard text size, font and color is discouraged. (http://forums.eagle.ru/rules.php#en) Thanks. Secondly: this is the internet generation in full! I mean, it's not like any company would ever embellish the truth in their PR documentation, is it? When a company says X on their website, this is the lord's own gospel and as solid as the laws of physics. Well, not quite. I know something that's better than a PR website: the actual plane. And the manuals used by pilots of that actual plane. It so happens that Eagle Dynamics knows people in the military who have this weird job of being a "pilot" in strange organisations such as one called the "RuAF". ;) That said: there's tonnes of threads on this topic - too many already - and this one isn't even on topic for the section it was posted on. If you want to discuss the real capabilities of the plane, find something more than a PR website and then discuss it in a thread in an appropriate section of the forum. Please. Thread closed.

This topic is for SU-27 family pilots and ED. F15c loby is whole ED forum, so let us to have our corner here please and talk with arguments and without sarcasm. So many times someone said here: "Why Su-27...?" and every time we get fight or GG arguments. Let`s talk about facts and please forget about 30 years old manual . Logical is UPGRADE in reality, so why nothing happens in FC about upgrade Su-27? Who said: NO? Nice scene at 0:26 T-10, B, S/SK, SKM, UB... etc etc... time line is long. Time is stoped only here.

Fine, dont listen, the fate of this thread is predictable so good luck. :)

The Su-27S is the "vanilla B" version and "Su-27SK" is just the export name for the same aircraft. A manual for the Su-27SK has been publically available for some time. Knaapo has a tendency to mix "would-be" capabilities with actual ones in the PR material for the aircraft they produce - e.g. I also remember that they stated all sorts of guided air-to-surface ordinance as part of the Su-33 armament, although no operational Su-33 so far has been compatible with it. Again the Su-27S is the "B version" (NATO "Flanker B" reporting name) - there is an upgraded version of this compatible with the RVV-AE in operational service, but it is designated Su-27SM and is very different from the "baseline" Su-27S on an number of areas.

if (DCS:BS && DCS:A10 != Compatible) { MakeCompatible(); MakePatch(); DistributePatch(); } There, what's so hard about that? ;)

When you are slewing in your TAD make sure your TAD is in EXP 2 mode. You can do this (with the TAD soi) by pressing the china hat forward (v key) twice. You'll see it says EXP 2 mode in the top right corner. Now the map will not move and you can still zoom in with the DMS forward button. This will allow you to set the SPI more precisely

Couldn t work cause i m at vote, (or the way around) but i like it.

hey jarith... TIR is great aint it? I did the HAT look thing forever too and it was torture. I also have the logitech behind the ear headset... I use a plastic hair band (yes that thing a GIRL wears LOL) and put my TIR on that. Tried mounting the TIR on the headset and it just doesnt work. the hatclip wont work as well as the clip. I made a profile that I really like... its fast as hell on normal use and the precision mode I dont use much.. I attached a copy below. note that i have 3 keys mapped directly to my stick that you will need to remap. You may want to delete the other profiles that you have. TIR was having a problem selecting the "default" profile when the game launched (i think it was fixed though), so i just keep 1 profile available to the app. currently, i use TIR for only A-10 so if your using it for another game you may want to try another profile.... sorry i dont have more info. for looking at your MFDs and panels, try using "quick views" by pressing RCTRL+NUM0, then the keypad number keys on your keyboard (I remapped my activate/deactivate key to just NUM0)... its great. You can also look at Helios or HawgTouch if you have multiple monitors. smooth.zip

Fictional demo skin

And I always know that the thread will turn into an F-15 discussion. ;) Depends which Eagle, which Flanker. Remember in the game we have F-15C, which isn't exactly vanilla, like the SU-27S is. With the individuals that I chat on regular basis, the youngest aircraft that flies was manufactured in 1994. There are no R-77s anywhere, even in Lipetsk (the Nellis of Russian Air Force). If the war was to start... well that statement completely depends on the type of the war, as history has shown local conflicts require very little air superiority as the opposing side has few A2A capable aircraft if any. If the war is on a larger scale... Russian air strategy will be defensive, pull enemy forces into a disadvantageous territory covered by SAMs. What Russia is doing is not investing $$$, that is scarce, into outdated weaponry, R-77/RVV-AE being one. That is correct, the emphasis has been made on ground pounding rather than anything else due to the nature of local conflicts. Anything larger, usually Russia doesn't want to be involved in it. *like "peacekeeping" in Libya* A manual that is rather dated (late 80s-early 90s), thought this might be a relevant bit of information. With other various pieces of documentation floating around from early 90s. I highly doubt you or ED has documentation with the right amount of detail for it to not be a fantasy implementation. AIM-9X probably being the only reasonable possibility, even still if we use the "show proof of it being used in armed conflict" approach - it might get interesting. SU-27S = Serial production model, normally the S is dropped from the name. You are absolutely correct on the P version. It says: "Самолет СУ-27СК Руководство по Летной Эксплуатации"

Awesome Job Ranger looks great!!!

Emergency landing on highway Good landing...:thumbup:

Yes .. steerpoint must be SPI .. that is a given. When you CH AFT L that slaves your TGP to steerpoint and in turn it becomes SPI. Truly.. I'm done. This is my fault for encouraging you. We won't be doing this again nomdeplume.

I said, "Human shield tactics are unfortunately common in modern warfare too" so this is wrong is it? / absolute piffle?? I did not say they have been invented for modern warfare did I, I did not say they werent used by caveman in the stone age. I said they are UNFORTUNATELY COMMON in modern warfare. Are they not unfortunately common? How GUERILLA tactics have got anything to do with airforces cluster bombing villages, Im sorry but I do not see the relevence!

Oh please, I often don't even uninstall older drivers and just install the newer ones right over them and there is nothing flakey on my system. DriverSweeper just for a new driver? Ridiculous. In fact, these driver cleaners/sweeper can cause a lot more grief than a simple botched driver installation ever could. I suggest to stay away from them.

Received my checklists made by hog_driver111th yesterday, and after adding a couple more rings they look like this: Highly recommended business with this man :)

(An aside from a newcomer to the scene, and in case it makes you feel any better when people seem to argue with you SH - arguments in this forum are actually quite helpful - I learn a lot from the banter about why a particular way is better than another way, instead of just reading 'do it this way').

No When you cycle between Markpoints with DMS/UFC rocker switch, you are effectively cycling between steerpoints/alternating the default Steerpoint. It is the attendant functionality of the TGP that allows it to 'snap'/change view to the Current default Steerpoint as you cycle between them. No such functionality exists for the AGM-65, hence the necessity to manually slave (CH FWD L) each selected AGM-65 to Steerpoint.

great work mustang:thumbup::thumbup: any idea for the release?

He was just saying that Russian birds aren't pushovers, they can be very deadly also. Get a few good 27 drivers and they'll give you a massive headache trying to kill them.

I Think that's uncleaned flux, probably rosin left over by workers. Honestly I wouldn't consider purchasing this product since I've seen this picture. to -odin-: You need to make sure the probes are properly connected to the power supply output, and that it's not connected to the board when taking voltage measurement. If that's all done right and you still conclude the power supply is faulty, I think you can use your computer PSU as power supply. BTW, what LED are you talking about? Is there an LED on your power supply? IC13 looks like an LM2576, a DC-DC step down power supply capable of generating 3A output. The black stuff near the power connector marked "FUNC****" is a fuse, "160" looks like 1.6A to me. Please check the rated output voltage and current on your power supply. The board must consum less than that much current in order not to blow the fuse. I guess you may easily find a rail with 1.6A+ margin on your 1000W PSU. Just check the spec of your hardware and do the math. With the fuse as a protection and the National Semiconductor chip lying there, it doesn't look very risky to me for you to mess with your PSU. But I still want to remind you to be extra cautious with your hardware. A 1000W PSU is an expensive piece of investment, at least compared with a separate power supply.

Theoretically possible, yes. However, there are more things to consider with the PSU than just the wattage - rail layout and such things need to be taken into account. http://techreport.com/discussions.x/20774 It doesn't go into detail, but might give a few hints about what to look at for that particular application (the monitor example is about half-way through).

Two of my cropped and light edited Screens... The Modells are so awesome... Hope you like it too... and the Counterpart... Greetings Steve

Wow, There is a lot of beautiful screens here! :thumbup::thumbup: 3 more screens of DCS A-10C.