BlueRidgeDx

Most large/civilian airplanes use a Constant Speed Drive (CSD) that is between the gearbox and the generator. The entire assembly is called an Integrated Drive Generator (IDG). In an emergency, the CSD can be mechanically disconnected, causing the generator to shut down. You don't typically find this setup on small/fighter type, though...A-10 included.

I installed TARGET in order to turn off the LED's, then immediately uninstalled it. They remained off.

She's pissed because the Nav used a bic lighter on her shoulder harness buckles, causing her to burn her hands when she strapped in for the low level. See him back there trying to look innocent while he plays with his SCNS (sts)?

Ummm...thats exactly what the Nevada map does. It's orthographic imagery draped onto the DEM mesh, with 3D objects placed on top. The MSFS series - and to a much greater extent, MSFS addons - have been doing this for more than a decade. I think even Jane's USAF Fighters did this back in 1999.

Serial #: 10643 Location: Dayton, OH

Inseckt, I'm afraid I might have led you astray with regard to Mach number. I assumed that - like every other jet I'm familiar with - there is a point in the climb profile where a change from IAS to Mach occurs. It looks like I'm mistaken when it comes to the A-10. From the performance supplement to the "Dash 1" manual (you can find it here: http://forums.eagle.ru/showpost.php?p=1015425&postcount=3), you should utilize IAS all the way up to the absolute ceiling. It's easy enough to remember: At Sea Level, climb at 200KIAS. Subtract 1kt for each 1,000ft of pressure altitude above Sea Level. For instance: at 10,000ft, subtract 10kt which gives a climb speed of 190kt. This is valid all the way up to point that the jet stops climbing. In any event, the performance supplement contains charts to determine the Combat, Cruise, and Service Ceiling. The charts are based upon Gross Weight, Drag Index, and Temperature Deviation (from ISA). As an example, a lightly loaded airplane (30,000lb) with a Drag Index of "0" at standard temperature will have Service Ceiling of 38,000ft.

Forgive my brevity, but I'm responding with my iPhone from the Starbucks' WiFi... Don't get hung up on the changeover altitude. While it can be calculated, the changeover point is of little consequence. You'll know when it happens because as you climb at a constant IAS, the Mach number will be slowly increasing. Simply continue climbing at the desired IAS until that airspeed equals the desired Mach. When the two are equal, increase your rate of climb slightly so that the IMN stays constant while the IAS slowly decreases. You can display the Mach number on the HUD via the IFFCC display menu.

The LAAP does not trim; it uses the SAS channels to drive the control surfaces directly through the hydraulic actuators. The LAAP (through the SAS) only has authority to move the elevators 2° nose down, and 5° nose up. There is no roll control available through the LAAP, so heading is controlled with the rudders, which have 10° authority. Trim the airplane for the desired conditions before engaging the LAAP, otherwise you're unnecessarily using up the available control authority. If the LAAP (SAS) reaches the defined control surface limits, it will disengage and you'll have a handfull of airplane.

Depending on the regulatory body, and the specific limitation in question (combat ceiling, service ceiling, absolute ceiling), the answer and technique used to acheive the limit can be different. Generally, if you want to find out how high the airplane will really go, you CANNOT simply climb with a fixed vertical speed and keep going until you stall; that won't get you the desired results. You need to climb at a fixed thrust with a constant airspeed until reaching the desired mach at the "changeover" altitude, then maintain a fixed mach as airspeed decreases during the climb. When the rate of climb is reduced to 100fpm, you've made it to the service ceiling. Do the same thing until the climb rate is zero, and you've reached the absolute ceiling. I don't remember what the exact definition of a combat ceiling is (since we don't exactly BFM the CRJ), but since you'd need to have a sizable margin available for maneuvering, I'd expect it to be significantly lower than either of the above.

Actually, at MAX power in the A-10 it's almost 80db as measured at the ear (in the cockpit with the canopy closed and helmet on).

I didn't read the AIB and this has little to do with this accident, but at high AoA the F-15 is susceptible to departure for some interesting reasons. Among the causes are scratches on the radome, radome latch security, flight control rigging, and even air passing through the gun vent louvres.

The difference between VHF and UHF is 121.5 vs. 243.0. I'm not sure there's a difference between AM and FM in this context. But then I'm not an expert on the frequency spectrum. I was wrong about the new ELTs, by the way, they're 406Mhz now. I knew it changed a few years ago, but I guess I remembered wrong.

Guard is 121.5Mhz, and is the standard international distress frequency. It's called "guard" because you're supposed to maintain a listening guard on that frequency. Guard is the frequency to use when you don't know what freq the recipient is using...because he should be "guarding" 121.5, right? It's also the frequency that Emergency Locator Transmitters use(d) - the newer civilian ones use 243.0 now. Its also the frequency that fighters will attempt to contact an airplane being intercepted; of course, I mean homeland defense type of intercepts...not CAP.

That airstrip has been on Google Earth for years, and is anything but secret. It's a private airfield operated by the DoE, and supports operations on the Nevada Test Site. The "new" imagery isn't any better than the "old" imagery; they just happened to catch a UAV on the ground this time around.

JEFX, It varies from one edge of the map to the other. Without specifically looking, I believe that the average value is 5, but other values are correct depending on position.

Indeed, the trim is analog and is directly proportional to the duration of trim switch movement. There is no minimum amount of movement, per se.

TAD map convergence and magnetic variation are items that will *likely* appear in the 1.1.1.1 patch fixes. The only reason I say "likely" instead of "will", is because I don't have the authority to say so. :)

Generally speaking, MRFCS is only checked when you anticipate actually using it during flight. For instance: during training sorties when you plan on switching to MRFCS for familiarization, or during a Functional Check Flight (FCF) that is required after performing certain maintenance procedures related to the flight controls and/or hydraulics.

Truly. Our sims are $12 million, and look more like FS5 than DCS.

Oops, Eddie, slow your roll! I'm not an A-10 pilot! For the record, I am a simulator and ground instructor. @Nflight: I'm perfectly aware of how P-factor works...on a propeller driven airplane. The problem is that P-factor has nothing to do with jet engine performance, and more specifically, it has nothing to do with why the right engine is critical on the A-10.

All of this stuff is done using canopy references prior to roll-in, which is very difficult to replicate in the simulator. For instance, a 45 DB pass would begin with the target sitting right on the canopy rail, while a 20 LALD pass would begin with the target a fist and a thumb (like giving a "thumbs-up") above the canopy rail. We don't have virtual hands in the simulator to be able to use these kind of references, so you just have to find what works for you. Using other references like the canopy assist handle, or the round dust covers on the canopy bow are perfectly valid substitutes. Besides, the actual tactics used for initial placement of the target; where to place the GBL during roll-in; and where to set Pipper while tracking are far more complex than most realize. I'd be willing to bet that most people don't even fly a recognizable 10 LAHD, or a 45 HADB pass. It's more of a "put the thing on the thing" and pickle. I think there's an open source document written by a Hawg driver outlining tactics at RAF Bentwaters in the 80's. That will likely have the most detailed info available.

False. The right engine is the "critical" engine, for the reasons I stated above.

Lightning arrestor strip.

Adios, On the A-10, the controllability problems arise from the secondary failure of the right hydraulic system following a right engine failure. After losing the right hydraulic system, the slats will auto-extend, causing an increase in drag and a decrease in climb performance. Additionally, as verified by flight test data, pedal forces are greater for a right engine failure. See the Dash-1 excerpt below: "Flight tests show a significantly higher rudder force is required to maintain controlled flight following the failure of a right engine as opposed to the failure of a left engine. The additional force required varies but has been measured to be as high as 100 pounds. The onset rate is rapid and occurs when the right hydraulic system depressurizes, about the same time that the slats extend. Failure to apply sufficient and timely rudder inputs may result in yaw rates so high that there is insufficient rudder available to correct it, and the aircraft will depart controlled flight. Use of rudder trim may be necessary to relieve excessive rudder pressure."

In the real world, you want to be looking in the same direction as you're turning, thus you want the TGP video on the same side as the pod. It's hard to appreciate if you haven't experienced it, but moving your head in an out-of-plane direction while turning/maneuvering is a greatway to get spatial disorientation. Having the video on the correct side means that without moving your head, you can keep the target in sight and keep the horizon in sight. In the real world, the MFCD labels are configured using the AWE software, and are transferred to the jet via DTC. Easy!