BlueRidgeDx

Any two airplanes in danger of running into one another will be experiencing the same local atmospheric conditions and will observe similar errors.

At the risk of piling on, that's just not right. As effte said, seperation is ensured because the altimetry errors in a given airmass are the same for everyone. You can't have some airplanes correcting for errors while others don't. As kaiza said, there most certainly are instances where you need to manually account for altimetry error at low ambient temperatures. For example, approaches using baro-VNAV. The A-10's altimeter is uncorrected. It is normally servo driven by the CADC, but the CADC is feeding it raw Baro altitude sensed by the pitot/static system. The CADC will use the BARO reference set in the altimeter's kollsman window to correct for temperature and other factors, but this data is displayed only on the HUD, and only when in a weapon delivery HUD mode (not NAV or Air-to-Air).

:detective: Sorry, detective, I have no knowledge of that. :D But seriously, no I couldn't give an ETA on a fix. I can only confirm that it's on the list of known issues.

You have two options: TMS AFT SHORT will command the Maverick to Ground Stabilize, which causes it to behave just like when it's slaved to SPI - it will stay centered on a point on the ground. TMS LEFT SHORT* will command the Maverick to Space Stabilize, which will cause it to maintain a fixed azimuth and elevation with respect to the horizon. These two methods will help alleviate the behavior that you're seeing. The fact that the seeker has no stabilization while slewing is an error in the maverick implementation within DCS. It's a known issue. You can help reduce the motion of the seeker if you avoid maneuvering while slewing. The apparent motion gets worse as slant range decreases, and angle-off increases, i.e. the greater the LOS rate, the more difficult slewing becomes. Try maximizing slant range, fly directly at the target, and fly wings-level. *It should really only stay space stabilized as long as TMS LEFT is held. At present, it works like a toggle. Known issue.

No, 220 knots is standard, which is well above stall speed for the KC-135. The problem is that is can be difficult for the A-10 to push through the jet wash that exists behind and below the tanker in the astern position. Sometimes MAX power isn't enough to break through this area and into the contact position. This area of disturbed airflow is also responsible for receiver altimetry errors mentioned at this beginning of this thread, but I don't think that's modeled in DCS. Then there's the issue that additional thrust is required as gross weight increases during transfer. As a result, there is less and less excess thrust available to the A-10 pilot when taking a large onload at high altitude/warm temps. The preferred method of dealing with the A-10's lack of thrust is simply to refuel at a lower altitude (or tobaggan). Slowing down causes unnecessary complications like differences in control feel, changes in aircraft handling characteristics, timing issues, etc.

From AFI11-2F-16V3: "4.1.1. Head-Up Display (HUD) Use. Regardless of Block or OFP, do not use the HUD to recover from an unusual attitude or while executing lost wingman procedures except when no other reference is available. The HUD in F-16 Block 25/30/32 aircraft and Block 40/50 aircraft with Operational Flight Program (OFP) 40T5/50T4 (TV Code 117/115) and later OFPs may be used as a primary flight reference in night/IMC conditions. The HUD in all other F-16 Blocks and OFPs may be used as an additional instrument reference, but not the sole reference, in night/IMC conditions."

At altitudes above optimum; when the A-10 is heavy; when it's warmer than standard; etc, the A-10 can't always keep up as fuel is onloaded during AAR. If the tanker is operating in an altitude block, say 10-15k, you can start at the top of the block, and "toboggan" downhill during the transfer. Otherwise, the A-10 will be at MAX power and will fall off the boom.

I wonder when the F-16's OFP got the signoff? The specific version numbers are listed in the Vol 3. I remember "back in the day" that the HUD wasn't certified, and there was a good discussion about the issue in Code One magazine. I'm sure the article can be found in the archive somewhere. I think the chief test pilot's opinion at the time is that the HUD was so reliable, that he couldn't understand the restriction...if I recall correctly. It was an intersting article. Anway, at some point obviously, the necessary approvals or waivers were signed and, presto! Still, it's interesting that Block 42/52 vipers aren't approved, and the other block approvals are contingent upon specific OFP loads.

Yes, you can find the EVE value in the CDU by pressing the SYS key, then selecting GPS. I don't have access to the DCS manuals at the moment, so I can't check to see if/where the Delta update procedure is described there. Not really; altitude source refers, literally, to the source of information displayed on the HUD altimeter. The choices, as you're aware, are BARO, DELTA or RADAR. This is completely seperate, and has no bearing on the source of information used to display target/steerpoint elevation. Choices are AUTO (DTS), or HOT. So your choice of altitude source is not driven by availability of DTSAS maps.

Yeah, the HUD fine for use in all conditions, just not as the primary source except during Day/VMC. It applies to all airplanes*, not just the A-10. The problem is that the HUD is only a repeater, so a single point of failure can cause the entire HUD to freeze and display erroneous indications - which is exactly what happened to the F-15E I mentioned. The A-10A had EGI for a while before the A-10C retrofit was complete and was known as the A-10A+ or "AIM". In any event, EGI doesn't make the HUD any more accurate, since it's simply a repeater and not an independant instrument. *Edit: It looks like certain blocks of the F-16 with certain OFP loads can, in fact, use the HUD as a primary reference. It also looks like the F-22 HUD is certified too. The A-10, F-15C, F-15E, certain blocks of F-16C, and T-38 are not certified.

He's referring to the fact that the HUD is not approved for use as the primary source of aircraft attitude/altitude/airspeed data during flight in IMC. There have been several cases where the HUD provided erroneous data causing Class A mishaps even though the electromechanical instruments were operating normally, simply because the pilot did not recognize the failure. See the F-15E crash off the coast of South Carolina, for one example. Edit: Is it really possible to get the tanker to descend during AAR in DCS? If so, we can simulate the beloved A-10 "toboggan" maneuver.

Speedbrakes are used during approach to keep the engines spooled up in the event of a go-around. The reason is two-fold; first, even modern FADEC controlled engines can take 6-7 seconds to develop maximum thrust from an idle condition. The drag of the speedbrakes allows for a higher engine RPM, which minimizes spool-up time. Second, acceleration time from idle to about 70% N1 can differ significantly for each engine, whereas acceleration from ~70% to max thrust is very uniform. By keeping the engines spooled up you can guarantee even acceleration, which minimizes control difficulties from asymmetric thrust.

No need to knock yourselves out, guys. This one is a known issue.

Can't watch the track, but I'm thinking it's parallax. It's most evident on the engine gauges, but it's there on the VSI too.

It's true. Helicopters only blow up when pilot error is involved. :doh:

:cheer3nc:

I doubt that it's very high on the priority list, but that's just my opinion. The effects of a birdstrike in a turbofan engine can vary significantly on a number of factors such as engine RPM, airspeed, size of the bird, number of birds, if the bird goes through the bypass duct or into the core, etc. Most turbofan engines are highly tolerant of bird strikes up to a certain weight. Sometimes it'll just chew it's little ass up, and the only adverse effect is a nasty smell in the ECS system. A bigger bird at higher RPM can cause compressor stalls, either recoverable or unrecoverable, yet might not actually cause the engine to become inoperable (though you may have to shut it down to clear the stall). Or, worst case scenario, a large bird or a flock of smaller birds will damage the fan - pieces of which are then ingested into the core, causing hard-body impact damage to IGV/VSV system and/or the compressor and basically destroys the engine. Taking a bird is never "good", but it's not always catastrophic either.

I'm sure this isn't the case everywhere, but at one Air Force installation near me, it's illegal to shoot the damn things. Something about hippies protecting migratory fowl. So hey resort to all kinds of shenanigans: noise cannons, pyrotechnics, falconeering, defoliation, etc... But eventually the local birds become desensitized. And the migratory hordes are too numerous to control. I think eventually, after all other methods have been pursued against a specific bird population, a waiver can be issued to shoot the little bastards. Even then, if I'm not mistaken, it has to be contracted out to authorized parties who use birdshot made from rainbows to humanely kill them. Anyway, I don't know all the details, but suffice it to say it's more involved than just sending an eager Security Forces SrA out with a Benelli. Which is probably a good thing.

Without a track this is just a guess, but if you're coming from a simulator starring a different jet - say, an F-16 - you might be befuddled by the way CCIP and CCRP work in the A-10. In other fighters, the CCIP pipper is roll stabilized, and the Bomb Fall Line (BFL) always falls vertically down from the Flight Path Marker toward the center of the Earth. Just imagine a string with a weight suspended at the end. The long line with the circle at the top is called the Azimuth Steering Line (ASL), and is common to most fighters. In the A-10, the little circle at the top of the ASL is called the CCRP Aim Point (CAP). The line attached to the CCRP reticle is called the Predicted Bomb Release Line (PBRL). It reacts to bank angle and load factor (g), but moves in the opposite direction than in other fighters. All you need to do in order to control the position of the PBRL is roll the airplane (and increase load factor, if necessary). The goal is to align the PBRL with the CAP. This can be done in a wings-level fashion - which is what you are probably trying to do - or you can make a curvilinear delivery where you maintain a curved (banked) path. Either way is fine, and as long as the PBRL runs through the CAP, the bombs will release and hit the target.

It can result in up to a 20% increase in thrust, though atmospheric conditions would likely keep it to something less than that. There is no RPM limiter per se. RPM is indirectly limited by trimming fuel in order to respect the lower of: 1) Maximum compressor discharge pressure. This is the limit you referred to. At low altitude with a large ram recovery (i.e. high airspeed), the compressor discharge pressure is limited to the engine's internal structural limit. or; 2) Interstage Turbine Temperature (ITT). This limit is the one removed by moving the ENG FUEL FLOW to OVERRIDE. Doing so removes the T5 temperature sensor input from the fuel schedule, thereby allowing the engine to operate at increased ITT and thrust.

Bird strikes are a big deal in tactical aviation, and the military has a program of assessing risk called the Bird Aircraft Strike Hazard (BASH). Based on the BASH condition, there are times when formation takeoffs are prohibited, when only straight-in full-stop approaches may be flown, and even all flight ops are cancelled unless specifically authorized by the Base Commander. Regarding the engine failure itself, you should control control yaw rate with the rudder and bank 5 degrees into the good engine. Select MAX thrust on the good engine, and get the gear up. If necessary, level-off. Set the ENG FUEL FLOW switch for the good engine to OVERRIDE, so that the engine will give increased ITT and thrust. If necessary, EMER JETT your stores. Don't immediately raise the flaps, since at 7deg, they provide more lift than drag. Raising the flaps will increase AoA, which will decrease performance, and will cause a stall if you're below the clean stall speed. Wait until you've accelerated sufficiently to raise the flaps. Avoid turns into the failed engine, and if at any time ground clearance can't be assured or if aircraft control is lost, eject. Edit: Frickin' sniped.

Unplayable, certainly not. I think we're well past things that make DCS unplayable. If we're here arguing about the nuances of braking techniques for a minimum run landing, and the efficacy of brake energy limits, etc., then we're doing pretty good I'd say. :thumbup: Concur. Edit: spellin'

I begrudgingly agree. There is so much to do that unless it's a critical problem, it will have to wait its turn. It will make it into the fix list sooner or later. I have many pet issues I'd love to see move to the front of the line, but resources are limited and the devs are working very hard on cool stuff.

I'm not sure I understand how it "cannot be a factor", Viper? The jet either performs as it should, or it doesn't. In this case I've never specifically tested it, though it has always been my impression that braking is a bit "soft". Rolling to the end is appropriate (and sometimes required by local flying procedures) when at home station, when carrying live or practice ordnance, or when heavy. But there are also times when rolling out to the end is neither warranted nor required. For instance, on cross-country flights to other bases, the Transient Alert folks usually safe the airplane in the parking spot, assuming it's not carrying weapons or a hot gun. When landing at civilian airports there is no-one to pin the jets at all, so the pilots will do it themselves after shutting down. When landing someplace with a 12,000ft runway and there's no arming pad at the far end (or there's no one there waiting for you), there's little point in trekking all the way down there when you can easily vacate the runway at midfield.

Yes, the ARC-164 in the A-10 is HQ II capable. The TOD switch is on the Antenna Select Panel. I also meant Mode 4 above. Damned iPhone "keyboard".