BlueRidgeDx

I haven't flown the mission, but it reminds me of the Falcon 3.0 days with the Operation Fighting Tiger addon, in which we had to beat back the Russian amphibious assault on the Kuril Islands. Man I gave those Russian LCAC's hell...and the waves of AN-12's full of paratroopers too. I'm sorry, I blacked out there for a moment. What were we talking about?

Not when target elevation is above 50ft, but when Estimated Vertical Error (EVE) is greater than 50ft. Here's a snippet from an internal email I sent a while ago that should shed a bit more light on the subject: "To sum up it up in just a few paragraphs, the BARO mode captures the aircraft altitude during takeoff (with altimeter set to local altimeter setting (QNH)) because it is at a known MSL elevation (field elevation). It uses this as a starting point for various other calculations: In flight, the pitot/static system passes information regarding ambient temperature and pressure to the CADC, which passes the info to LASTE/IFFCC, which then uses the information to determine the true altitude. In addition, the EGI is able to provide GPS based altitude inputs to the LASTE/IFFCC in order to bias the platform altitude toward a "corrected" value. This depends on EGI FOM. If the EGI results in an Estimated Vertical Error (EVE) of more than 50ft (as displayed in the CDU), it's better to use DELTA mode. In the DELTA mode, the pilot has to pick a point on the surface with a known elevation, fly directly over it at less than 5,000 AGL, and take a DELTA update in the IFFCC menu. The update process will simply add radar altitude to the known point's elevation to determine the starting point for the barometric calculations described above. There is no GPS updating in DELTA mode. Ideally, you'd want to perform a DELTA CAL in the target area, at the planned release altitude in order to have the best numbers. For obvious reasons, this is not always possible or desirable."

I remember the tunnel you could fly through near NAS Guantanamo in A-10 - Cuba! Man that game was awesome!

I didn't contradict myself, so I'm not sure what you're talking about. What did happen, is that prior to my explanation of how the real system works, I wasn't aware that there was a discrepancy in the way it's modeled in DCS. Hat tip to Slacker for pointing out the DCS error based on my description of the real thing. Bug reported...everyone's happy! Sorry that I don't amuse you.

That's hawt.

Oh, for cripe's sake. That will teach me to use a smiley and a bit of humor. I used subtlety in my response to a thread about subtlety...get it? Haha... or not, as is apparently the case. What you call "insistance", I call communicating information about how the real system works. You're welcome, btw.

A DVOR is nothing more than an "improved" VOR. DVOR's have slightly better accuracy, and are better suited for areas with significant terrain or man-made obstructions to the emitter. The DVOR "rotates" the beam electronically instead of mechanically as in a regular VOR, and the frequencies are manipulated differently (AM vs. FM). Otherwise, the difference is transparent to the user (pilot). It's just another VOR, and the "TACAN" channel listed in the Tbilisi approach plates is simply the DME channel.

I thought this thread was about subtlety? There is a discrepancy between DCS and RL.

2100 and 1900. The value set in the IFFCC menu is 1/2 of the total vertical uncertainty. ;)

When selected, Variable Target Elevation dual pippers override the Combat Mix API/HEI dual pippers, and the solution is based solely on the API ballistics. Also, the Variable Target Elevation pippers are only available in HOT elevation mode, so make sure to exit AUTO (DTS) mode if you want to try it out.

That's something I've been meaning to put into the wishlist thread...it would be great if the AI would charge up initial and take the overhead. Everyone making straight-ins is unnatural.

To say that N2 is primarily used to set power is only true of a small subset of airplanes, and even then, it's not 100% true for the A-10. The vast majority of airplanes allow the pilot to set N1 directly and very accurately (within 0.1%). Again, Vne is not applicable to jet airplanes. The correct terms are Vmo (Velocity, Max Operating), and Mmo (Mach, Max Operating). Vmo/Mmo is represented on the airspeed indicator by the moving Barber Pole. The Barber Pole will move to indicate the lower of 450KIAS or Mach .75.

End Of Runway. It's where the final arming and system checks are completed. Literally, it's a portion of the taxiway near the end of the runway.

Ugh, its 8 in the morning, I just finished 6 hours in the sim, just got back to the hotel room I've been living in for 9 days now, and I'm actually about to debate V-speeds on an internet forum... I must be sick, right? @GG, I think you mean Vmo, not Vne.

To be fair, nearly all civilian commercial and military transport airplanes use N1 or EPR as the primary reference. However, fighter types use core speed and/or FTIT/ITT/EGT. As Paul said, on the A-10, you use both. Fan Speed (N1) is the critical parameter for takeoff, but it's more common to set core speed, ITT, or even Fuel Flow when flying in tactical formation.

As you discovered, the FZU-39 is the proximity fuse that enables the CBU to burst at the desired HOF. Without the FZU-39, you're left with a mechanical timer that determines the Function Time in seconds. Be careful with this setting, as it's possible to frag yourself with an intact canister if the TOF is less than the Function Time, but greater than the Arming Delay.

WCMD relies on a so-called Transfer Alignment, which requires aircraft movement to accomplish. Specifically, it requires heading change. It generally will not attain RDY status until the aircraft is taxied (and turned at least 90 degrees). If you sit in the EOR for a prolonged period, WCMDs can revert to ALN UNS status due to degraded transfer alignment.

LOL... You don't like pilots so much, you pretend to be one in your free time? So to paraphrase: "I don't like pilots because they think they're better than me! Also, I'm better than a lowly crew chief, so stop calling me one! Grrrrrr!" Haha!

In CCIP, the pipper is displaced based on the number of weapons selected for release, so it too indicates the center of the stick.

Yes, the "4.0" referred to by others is the elapsed time that the EGI (INS) has been in Align mode. It counts higher than 4.0 in the real world, hence the 4.1 in the picture you saw. The "0.8" is the drift rate in nautical miles per hour of the INS portion of the EGI. Without GPS updating, a fully aligned INS can be expected to drift as much as .8nm/hr. The smaller the number displayed here, the better. With GPS updating, the drift rate is effetively nil; however, the CDU is only displaying how accurate the INS is, not how accurate the EGI (INS + GPS) is.

Yes, in BARO mode, the barometric computations are based off of the altitude displayed on the altimeter at takeoff. If you crank the altimeter to QFE that will seriously degrade the weapons delivery capablity, because IFFCC ballistics will be based on an incorrect reference altitude. The altimeter must be set to read Touchdown Zone elevation prior to takeoff in order to ensure an accurate starting point for altitude computations. Ideally, with QNH set, the altimeter should read within a few feet of field elevation, which for simulation purposes is "close enough". Assuming you set the altimeter properly before takeoff, BARO is typically the best available altitude source because it uses GPS to constantly correct the altitude computation, assuming that the GPS the minimum required accuracy. If the GPS has low accuracy, or is unavailable, then changing the altimeter setting while in BARO mode will result in erroneous computations and inaccurate weapons delivery.

It's best to go straight to the source: http://www.faa.gov/air_traffic/publications/atpubs/aim/Chap2/aim0201.html

"You must spread some reputation around before giving it to KLaFaille again."

I'm not sure, but what on Earth are you trying to accomplish with that procedure? The Boost Pumps don't work without AC power, the Fuel Flow switches play no role in engine starting, and moving the throttle any higher than firmly against the IDLE stop will cause the ATS valve to close and abort the start. If DCS is going wrong somehwere, it's probably the electrical system, because all the other aspects have tested correctly in the past.

Hassata, No, you can't start (or even attempt to start) the second engine until the first engine's start cycle is completed. It's been mentioned elsewhere that there is an electrical inhibit that prevents both ATS valves from opening simultaneously. The autostart system doesn't take any action until three things have occurred: 1) Throttle in the IDLE detent 2) Electrical power available 3) Air source available Without an air source (and without engine rotation), the autostart system will not attempt to provide fuel or ignition. Therefore, it's not possible to get a hung start in the manner you describe.