Zenra

Great find - thanks for sharing!

There is an Excel spreadsheet with all of the key assignments in this thread. Look around post #102 or #103. Using this you can sort on the "MOD1" column to identify all of the RWin modified commands.

StrongHarm wrote another great mini tutorial here, and RodBorza's comments are on the mark, too. I think the TAD is one of the greatest systems on the A-10C, and coupled with the TGP as StrongHarm describes is a great way to log and mark the targets you find during a recon pass (or while orbiting, if you can do so safely from a distance), then extend and set up for the attack. It allows you to do just what the AFAC pilots describe doing in "A10s Over Kosovo" but with the TGP instead of gyro-stabilized binoculars and the TAD instead of paper maps. All-in-all a great part of the sim, IMHO.

I set my Curve = 50, and no deadzone needed on my TM Warthog, but this depends on what micro-stick / hardware you are using. Otherwise agree with PlainSight...

Linear axis control mapping might indeed be the most “realistic” but we are not flying the “real” jet (no matter how real it feels at times). I thoroughly love my new TM Warthog HOTAS but in the real A-10 the stick in on the end of a, well, stick, that has a considerably longer lever arm and therefore throw in all directions than the TM stick. I value realism above most things in sims, which I why I think DCS sims are the best thing going now, but I have no problem tweaking the joystick sensitivity to make up for the physical differences between my desk and the real A-10C cockpit.

Thanks, StrongHarm - I did something similar but left the Y Saturation at 100%. Helps not just with AA refueling but in nearly all aspects of flight. Precise manouvers are much more stable but you retain full command authority over the control surfaces when you need it if you crank all the way over.

Very well put! :thumbup:

Have to agree with Sticky here, but to bring this back around to the original topic it is important to understand that it does not matter how much internal energy a body of mass has or how “hot” it is, unless it is radiating energy in the form of infrared light the TGP cannot see it. I’ve taken many chemistry, thermodynamics and heat transfer courses obtaining two engineering degrees, and my day job is designing surgical navigation systems that employ infrared LEDs to track surgical instruments relative to the patient’s anatomy as part of a larger computer-assisted surgical system. We use infrared emitters for many of the same reasons that working in the infrared part of the spectrum benefits detecting targets on the battlefield, including: 1. Infrared light is relatively immune to interference from light in the visual part of the spectrum as well as other forms of emitted electromagnetic energy 2. Infrared light can be seen through many materials that obscure or block light in the visible part of the spectrum (e.g., water vapor) 3. Its wavelength is very short compared with emitted energy such as radio waves and therefore can be detected using very small sensors (as opposed to such things as antennae used to detect radio waves) and so offers excellent resolution for visual imaging

"IR" is an acronym for "Infrared Radiation". Radiative heat transfer is one of the three classic forms of heat transfer, which are Conductive, Radiative, and Convective (although the latter is really a combination of Conductive heat transfer and mass transfer rather than a truly unique heat thransfer mechanism). IR detectors, then, sense Radiative heat transfer, which is proportional (by the Boltzmann constant) to the difference of the fourth power of temperature of source and detector, which is why IR detection equipment, like the TGP and IR seekers in AA missiles, need to cool before use. The greater the temperature differential the greater the detectability, and the greater the temperature difference between an object of interest and the background the more it stands out to the detector. So, what is being detected isn't necessarily how much "heat" something has, but how much radiative energy in the IR portion of the light spectrum objects emit compared with their surroundings.

Excellent - thank you very much for the work, Furia!

Ah, I see. The example posted from CNATRA_P-1209_Weapons_T-45C assumes a 15 kt wind exactly perpendicular to the direction of flight, and the aerodynamic factors are accounted for by reading a bomb time of fall from a table specific to the MK 76 MOD 5 / BDU 33 practice bomb. Such tables would be included in the knee board documents and a different table is needed for each bomb type, plus the pilot has to correct for the actual angle off from perpendicular, but the document does a good job of illustrating the principles involved. It will be interesting to see how the principles apply to the different free-fall bombs modeled in DCS A-10C, but then again is this not exactly the type of thing the LASTE system is supposed to relieve the pilot of having to do? The referenced document, “CNATRA_P-1209_Weapons_T-45C”, is a very interesting one and is just one of an impressive series on the Navy Air Training site. I appreciate knowing about it. A link to that site should be added in the sticky manuals and documents thread, I think.

JaBo, That is interesting, but it seems as though there must be something missing. Is the document, "CNATRA_P-1209_Weapons_T-45C" available someplace publicly? At the time of release an unpowered bomb has a mass and velocity vector the same as the aircraft, the product of which equates to its momentum. If the only force acting on it is that due to gravity then its flight path will be the classic ballistic parabola. Wind in this case is indeed another force that will affect its path, but unless the drag coefficient of the bomb is very large it will not immediately acquire a velocity component along the wind vector, as the equation you posted suggests. The drag coefficient of the bomb, as well as the relative angle of the wind to the direction of flight at the time of release, must both factor into any calculation of such a correction factor. EDIT: Found the document referenced; will study and post back.

@jessi1: As aerick said, you may need to pull the throttle lever a bit back into the idle stop. Using the TM Warthog HOTAS I find that it works best when I pull the throttle lever back gently against the stop right after advancing it over the hump. This might have something to do with individual axis calibrations or slight differences between joystick / throttle hardware. @Raven68: It sounds like your throttle is reading an above idle value at start and the program isn't being updated until you move it. Have you tried "exercising" it before attempting the engine start (i.e., before the APU is running)? Also, for both, you might want to try the more realistic start procedure of switching each engine to "MOTOR" first, letting the fan reach 30%, and then moving the throttle to idle and returning the engine switch to "NORM". This gives you control over when the engine ignition sequence starts as well.

Really looking forward to this, Ghost - great work here!

No, when is shows the steady INS NAV READY the INS is partially aligned; it begins to flash when it is fully aligned. ("T 4.0 0.8")

+1 Took me a while to find it, so I am sure newcomers to DCS might not see it readily either.

Good one, LordWolf :megalol:

BiPod - thanks for looking into this so thoroughly and posting detailed findings. I have looked through everything I have in the A-10C but cannot find much on the LASTE system. Since the acronym does include the words "Targeting Enhancement" it would make sense that the wind setting made through the CDU would be used to help in the ballistic calculations for the targeting system, but I can find nothing in the DCS manual to confirm this either. I do hope somebody from ED will weigh in on this interesting subject soon.

I would suggest placing both throttles in the idle position before initiating the auto-start sequence.

Great work, Druid, and awesome job on the support materials. I love to plan missions and this kind of stuff really helps.

Welcome! If you like reading then be sure to also check out the sticky "A-10C manuals and documents" thread in this forum. There are links to some real life A-10A manuals and documents on tactical doctrine and procedures. There is also a link to the excellent book, "A-10s over Kosovo", which will really whet your appetite to fly this thing.

No, you are not alone. I bought the beta some months ago and played a bit but then got too busy with work to pay it much attention, but since A-10C was released I've purchased a new 24inch screen, TM Warthog HOTAS (ouch!) and TIR5. I should probably also count my iPad in the, mix, too, since about all I do with it is read every RL and sim manual I can find on the A-10 on it. Concerning the ATC calls, my understanding is they are providing a vector to an approach fix, which I believe is in the form of a bearing and distance from the field. For example, approaching Tskhakaya I radio "Inbound" and they instruct I fly "283 for 5" which I interpret as a point 5 NM from the airfield on the 283 radial from it. This puts me in a good position to intercept the glide path for RW 09. I am not sure if this is correct, but it's what I have been doing and seems to work! Happy flying...

Nice find - suggest you add a reference in the "A-10C manuals and documents collection" sticky thread.

Thanks again everyone - setting the "Exclusive" flag does the trick, and it makes sense (once I read that part of the fine manual :book:) - essentially does the same thing as making my new profile the default for all "TIR Enhanced" titles...

Thanks for the quick answers, guys. I had overlooked the "Exclusive" setting and will try that first, but replacing the default file sounds like an ultimate, "brute force" method to make it take, too.