BlueRidgeDx

In addition to the what Paul mentioned, look at AFI11-214 for more information on weather requirements for various phases of flight. Also, the A-10 is a category "D" airplane when determining approach minimums.

The MRC & MRS provide visual cues when to abort the pass. The cues are based on present aircraft state (airspeed, load factor, dive angle), info from the DSMS (weapon type, HOF, fuzing, SEM, MIN ALT, etc), and IFFCC data (ballistics, frag patterns, TOF, etc). Using all that data, IFFCC will provide RTSE that ensures compliance with the most restrictive (highest) altitude required to either 1) prevent self fragmentation, 2) ensure TOF sufficient for fuze arming, or 3) prevent descent below the pilot-entered MIN ALT. DCS simulates all of this, and the computer takes care of numbers 1 and 2. But number 3 depends on specific tactics in combat, or specific training rules in...training. Without that info, we're really just guessing at what to put in for a realistic MIN ALT.

1) MIN ALT is one driver of the Minimum Range Cue (MRC) HUD symbology. The other two are safe escape and fuze arming requirments. The truth is, as virtual pilots, we don't know what the MIN ALT should be, since its dictated by data and tactics we don't have access to. 2a) Choosing a Safe Escape Maneuver (SEM) is important because it tells the jet what maneuver you plan on flying in order to comply with safe escape requirements. The IFFCC generates abort cues like the MRS/MRC based upon real-time information. Imagine you're in a 60° dive bomb attack; think of how much altitude you will lose during your dive recovery after weapon release. Now compare that to the altitude lost during a 10° dive recovery. The altitude lost is also greatly affected by the SEM flown (and by properly flying the SEM). Clearly, the MRC will tell you to abort the 60° pass, long before it would tell you to abort the 10° pass. This is called Real Time Safe Escape (RTSE). 2b) There is no in-game purpose to set an Eject Velocity. By entering a number in this field, what you'd really be doing is adding or subtracting a correction to the baseline (nominal) velocity which is already contained in the IFFCC. On the real airplane, you (or maintenance) would set these values before flight based upon specific store compatibility or airframe issues. As a fictional example, testing might show that Mk-82's released from a TER have slightly different release characteristics than when released from the parent pylon. The correction could be entered to account for the difference. 3) At present, DCS doesn't model all of the different fuzes in great detail. Here's what's available and functional in-game: Most iron bombs (and the JDAM) in DCS use an M904 (which is a mechanical fuze set to detonate on impact) in the nose, and the FMU-139 in the tail. Either one will detonate the bomb. The FMU-139 also deploys the ballute on MK-82AIRs and BDU-50s. LGB's use the FMU-139 fuze in the tail, since there's no room for the M904 up front. The CBU's use the FZU-39 which is a proximity fuse whose Height Of Function can be set in the DSMS inventory. You can disable the FZU in the DSMS inventory, which will cause the weapon to burst using only a timer. Other fuzes not simulated include the DSU-33 which is a proximity fuse for airbursting iron bombs, and the FMU-152 Joint Programmable Fuse which allows all setting to be manipulated from the cockpit, as opposed to being limited to the physical settings on the bomb.

Yes, it can. But there are a bunch of JDAM functions that are (purposely) not simulated. The cockpit-adjustable fuze settings associated with the FMU-152 JPF are approximated by the editable DSMS inventory.

Yikes, Fred! I know I typed "US" in there the first time I wrote that sentence. I must have deleted it by accident during editing. I swear, sometimes I spend more time correcting my iPhone's "autocorrections" than i do composing my thoughts...

DCS ATC wants you to set the altimeter to read "0" when you're on the ground (QFE). In the real world, military jets don't like to do that. In the A-10, there are operational reasons why you shouldn't do it. In the target area, you do the best you can with what you have. If the JTAC can give you altimeter setting (in DCS, he can't), use it. You could get it from another jet operating in the area, or you can use the forecast value generated by the meteorologists before you took off. You want the altimeter setting to be as accurate as possible in order to give the LASTE computer the best data available for ballistics computations. When you leave the target and your main concern is not hitting other airplanes, go back to 29.92.

Usually, QNE (29.92) is assumed. See the caveat below...

If the LAAP is engaged in any form of ALT HLD mode, then yes. It's maintaining the barometric altitude indicated by the altimeter at the time of engagement. Changing the reference pressure with the BARO knob will cause the LAAP to sense a delta between actual and desired altitude, and it will attempt to null the delta using elevator input.

No, not at all. The A-10 requires you to set the altimeter to field elevation prior to takeoff in order to take a snapshot during the takeoff roll that calibrates the LASTE computer's altitude inputs. Setting the altimeter to QFE will completely bork the system. The same is true in the target area. The anticipated altimeter setting at the target is included in the mission brief by the weather shop. Altimeter setting over/near the target can also be passed by other aircraft, or a ground party (JTAC/CCT/CWT).

From the -1: "Canopy breaker tool - Break hole in canopy. Grasp the breaker tool in both hands with the sharp curved edge toward you. Strike perpendicular to the canopy surface with hard blows using blade alignment to set direction of cracks. Three or four blows will normally open an adequate escape hole."

Yep, thats certainly the ideal way to do it, but the OP was asking for a way to do it single-ship. From a level delivery, the bomb isn't able to see the spot during the entire TOF. It only picks it up as the bomb begins to pitch down along it's ballistic path. So with sufficient distance between releases, it's possible to accomplish. It's also possible, with sufficient TOF available, to "drag" the laser spot to the new target while the bomb guides on it. You just have to be careful not to move so fast that the spot moves outside the seeker's FOV. There's film elsewhere of an F-15E shifting the spot multiple times during the weapon TOF because each time they settled on a DMPI, someone else's bombs shacked the target. Again, not ideal, but certainly within the realm of possibility.

Like dropping multiple JDAMs per pass, it can be done, it's just not very realistic (for an A-10). Nonetheless, you don't need to shift your SPI before releasing the next weapon. Just release two weapons with sufficient spacing using a CCIP release...you'll need about 10 seconds between weapon TTIs. Wait until the first weapon impacts, then shift your spot. Alternatively, if you really want to use CCRP, make two different GBU-12 profiles. Set the first one's Solution to "BAL", make the second one "ORP". These settings change where the release point is; the "ballistic" release point is farther from the target than "optimal". Doing this will allow you to maximize the time and distance between the two weapons. Next, make two marks (as you already did), make the HUD SOI, use DMS to choose the first (BAL) profile, pickle on the closest mark first, DMS UP to change to the second mark, DMS RIGHT to change to the second LGB profile, and pickle on the second mark. There are practical limitations to making this work, though. The two targets need to be relatively close to one another - several hundred feet at most - or the shifted spot will be outside the second bomb's FOV. You can make things easier on yourself by releasing from as high an altitude as possible, which gives a larger release envelope and a greater bomb impact angle.

Other than zooming as suggested, no you can't. The symbols are all precisely sized in "mils", and cannot be changed.

No, the DRC is affected only by the DTOF. Also, the nominal Eject Velocity for each weapon already resides in the IFFCC. By entering a value in Eject Velocity, you're adding/subtracting a correction to/from the nominal value. Don't touch it, it won't help. The MRS is available in CCRP as well. If you're making a CCIP attack, all you need to do is: 1) Set the desired dive angle with the TVV. 2) Make lateral corrections as necessary to put the PBIL on the target. 3) Allow the Pipper to track upwards along the PBIL toward the target. 4) Pickle when the Pipper is on the target. 5) Don't hit the ground. If you're making a CCIP Consent Release attack: 1) Set the the desired dive angle with the TVV. 2) Make lateral corrections to place the dashed reticle and pipper on the target. 3) Press and HOLD the pickle button. 4) Make lateral corrections to place the PBIL on the Solution Cue 5) Either maintain the dive angle, or make a gentle pull to "toss" the weapon. 6) The bomb(s) will come off as the CAP flies through the Pipper. 7) Don't hit the ground If you're making a CCRP attack: 1) Set the the desired dive angle with the TVV. 2) Make lateral corrections to align the PBRL with the ASL. If the PBRL and ASL aren't aligned, that's ok, just roll to place the PBRL on the CCRP Aim Point (CAP) and pull slightly. 3) Press and HOLD the pickle button. 4) The bomb(s) will come off as the CAP flies through the Pipper. 5) Don't hit the ground I'm unable to get into the sim today, so I didn't see your track. But don't worry about trying to align the TTRN with anything...it has nothing to do with aiming. Yep. You can't change the reference heading that the LAAP tries to maintain. In fact, if you trim, it should disengage altogether (known bug). Regardless, you shouldn't be on autopilot while making a weapon delivery. Hand fly it. The IFFCC uses either the LD or the HD TOF, depending on the DSMS configuration (FIXEDHI, FIXEDLO, PILOPT, etc), and DSMS profile fuze settings (N, T, N/T). It's one or the other, not both. :thumbup:

Your sarcasm detector is inop. ;)

Can't watch your track, but the eject velocity should be left at zero. It represents the velocity at which the weapon is pushed away from the bomb rack by the release system in the pylon. It is totally unrelated to airspeed, and should not be changed. The LD and HD TOF values are there because an 82AIR can be released in either HI or LO drag configuration, based upon the fuzing selected by the pilot (N, T, N/T), assuming it was wired up that way by the weapons crew. The different values allow the pilot to preset the desired TOF for both/either configuration ahead of time.

This dove-tails with the "A-10 25 years ago" thread, but I thought it deserved it's own post. Here's a good read about the A-10's initial deployment to Europe, and the threat it was meant to counter: http://www.airpower.au.af.mil/airchronicles/aureview/1978/nov-dec/rasmussen.html Here's an excerpt that I found particularly interesting: "The forward-deployed Soviet ground forces in East/Central Europe--outside the Soviet borders--are organized into four "Groups of Forces" totaling 31-ground divisions. These four are the Group of Soviet Forces, Germany (GSFG), Northern Group (Poland), Central Group (Czechoslovakia), and the Southern Group (Hungary). Added to these Soviet forces in the four satellite countries are the indigenous forces of the host countries: 37 divisions, including the 6 in Hungary, making a total of 68 Warsaw Pact divisions in those four countries. However, not all of the non-Soviet divisions are maintained in a Category 1 state of readiness. If we exclude the forces in Hungary (as the Pact does in defining the "Central" region) and those non-Soviet divisions that are not earmarked for immediate employment, there remains a total of 48 divisions available for employment without additional reinforcement.* There are 16,200 main battle tanks in operational service with the divisional formations presently in Poland, Czechoslovakia, and East Germany." Wow...

Gun Jam, The answer to your question depends on how you set the SPI in the first place. You said "set using the HUD", which makes me think you might have had the HUD as SOI, designated a target visually using the TDC, then made the TDC SPI. Is that right? If so, just know that the TDC is not very accurate, and designation errors are often apparent when viewing the target area from another direction. This is normal behavior. On the other hand, if you had the TGP as SOI, you should enter Point Track if possible and momentarily lase the target before setting as SPI. If you don't lase, the TGP will look through the target to a point on the ground "long" of your target. Combined with rolling terrain, this can cause a significant error. If you did all of that, and you find that after masking the TGP (it goes to INR) the crosshairs aren't exactly where you left them, then thats normal too. If the TGP can't actually see the target, it tries to maintain the same LOS using inertial data only. With a lot of maneuvering, or extended duration in INR, the crosshairs will drift. Edited to add: The SPI itself should never move. It is a expressed as a set of geographic coordinates that can not be changed unless you or the IFFCC/CICU command a change. The only caveat to this is when you have the IFFCC pipper set as the SPI source, in which case, the SPI is continuously updated as the pipper tracks across the ground.

GBU-10/12's and CBU-97 are not eligible for the 5 MIL release inhibit. :thumbup:

Yes, the Minimum Range Staple (MRS) and Minimum Range Cue (MRC) will use the "worst case" scenario to determine minimum slant range to the target. The MRS can be driven by the Minimum TOF for fuze arming, the minimum altitude for fragmentation safe escape (plus Safe Escape Maneuver), or the Minimum Altitude set in the DSMS profile (plus SEM). So if you set a MIN ALT that's well above the fuzing and frag requirements, then the MRS will be driven by the MIN ALT value plus the altitude required to execute the desired SEM. Exactly. Just know that the MRC is different for GUNS than for CCIP/CCRP. The caret moves vertically to the right of the reticle as opposed to being fixed inside the reticle along the range bar. Most commonly it would be used for terrain avoidance when not actively engaging a target, i.e. when the MRS/MRC aren't displayed or usable. It can also be used to avoid known/suspected threat WEZ. Both the FLOOR and CEILING values could be used for altitude deconfliction when using multi-ship tactics, or when working with an AFAC. Similarly, it could be used during joint fires when you need to avoid altitude blocks being used for artillery or UAV's, etc...

Use the HUD MRS & MRC indications, instead. The MRC is a definitive display of the minimum slant range required for proper fuzing and frag safe escape. MIN ALT is one of several inputs used to drive the MRS/MRC symbology, however; it also depends on the weapon selected, current aircraft flight path/airspeed/load factor (g), and other stuff like the DTOF, etc... Certainly, the ALT ALERT function can be useful to (re)gain SA as you approach the floor, but it should not be the sole abort cue.

Uh...that's not right. On days when it's ISA -10, the CRJ has adequate performance at MTOW to climb straight up to FL330. If it's ISA +10, you won't make it above FL270 with a full boat. I'm going off of memory here, but there are Altitude Capability charts right inside the back cover of the QRH with the actual numbers. Temperature plays a huge role in the operational ceiling of aircraft that are thrust limited.

You're right on all accounts. Most -1's, and specifically the 1T-38C-1 are incredibly dumbed down. So without a maintenance manual, you can't get a real sense of how it works. And you're right that it's not the generator itself shifting, but rather a shifting mechanism contained in the accessory gearbox. Chalk that up to me being imprecise in a room full of folks smarterer about electrical engineering than I am. ;)

Rainmaker, I concede that you know far more about fighter electrical systems than I do, but in the T-38 example I mentioned, the generator does shift. It's referenced in both the -1 and -1CL-1: "An airframe mounted gearbox for each engine operates a hydraulic pump and an AC generator. A shift mechanism keeps AC generator output between 320 and 480 cycles per second. Gearbox shift occurs in the 65% to 75% RPM range." Also, listen to the following video: The hum is not changing due to electrical transients, it's directly related to engine RPM because the the generator makes no attempt to maintain a fixed speed. Note the sound of the generator shifting when he crosses the threshold and pulls the throttles to idle. In case it wan't obvious, the facepalm smiley in my earlier post was meant for me, not for you. Facepalm is exactly what I did when I read what I had written, and realized that I must have been inebriated when I posted. :joystick:

Some don't generate a constant frequency at all. Watch a HUD tape of a T-38 landing (there are a few on Youtube), and you can hear the hum in the interphone changing as power is changed. As the engine is decelerating, you can actually hear the generator shift to a lower gear in order to preserve the generator's rotational speed above the minimum. :doh: You're right, of course.