BlueRidgeDx

I see a lot of different ideas and assumptions in this thread. Here's a tad more info: In the A-10, it's desired that you set the altimeter to whatever value is required so that the altimeter reads the known EOR elevation, or if not available, the Touchdown Zone Elevation (TDZE) of the departure runway; even if this value is different than the reported QNH or altimeter setting. The reason is because the IFFCC will perform a Delta and Baro update of the system altitude at about 60 knots during the takeoff roll. This is to ensure the accuracy of the elevation data used by the IFFCC for ballistics computations during weapon delivery. Once airborne however, it's essential to reset the altimeter to the reported QNH or altimeter setting to ensure that you're using the same pressure reference as all the other traffic in the local area. Some countries and some militaries use QFE. The US in general, and the US military in particular, do not. There are a variety of reasons, but bringing them up is sure to invite an argument over which way is "better".

MAN REL is the only valid release mode for rocket deliveries, so even in CCRP, you have a hot pickle. You should pull to the desired release angle, and pickle when the solution cue passes through the pipper. The other big difference is the presence of a Release Angle Numeric (RAN) in place of the Time To Release Numeric (TTRN). The RAN indicates the pitch attitude required to loft the rocket to the SPI range. It just so happens I tried lofting a WP mark into the target area today using the CCRP loft rocket technique, and I found that the RAN was indicating erroneously low values. In other words, it didn't work. I'm guessing that there are changes in the upcoming build that corrects that.

There was an issue in the betas where both the ME and ATC handled wind incorrectly. They described the direction the wind was going, instead of the direction it was coming from. I haven't had a chance to look at the final version with much of a critical eye, so perhaps it was never fixed...?

Core lock only occurs after a flameout at high power, due to rapid and uneven cooling of internal rotating parts. Even then, is a pretty rare phenomenon that GE maintains doesn't exist.

There are several situations when you would want to turn off various portions of the SAS system. Here they are in a rough probability of occurrence order: 1) Uncommanded roll or yaw. Self-explanatory, I suppose. If the system is making control inputs that are causing control difficulties, you'd want to turn the SAS off immediately. 2) Hydraulic failure. The loss of left/right hydraulic pressure will result in the respective (left/right) actuators for the elevator and rudder becoming inoperative. With the actuators inoperative, there's nothing for that SAS channel to act upon. As the differential between channels grows, a "comparison monitor" will cause the failed pitch and yaw channels to automatically disengage. Single channel Pitch SAS is not authorized, so you would disengage the remaining channel. Single channel Yaw SAS is at pilot's discretion, so you could leave the remaining channel engaged if you wanted to retain limited yaw damping and turn coordination. 3) Engine failure. Same as above, really. In this case, the hydraulic failure is precipitated by an engine failure. Typically, since engine failures are usually attention getting events (as opposed to a slow, insideous hydraulic failure) you wouldn't wait for the comparison monitor to turn the system off, you would "paddle off" the SAS using the emergency disconnect lever, then simply reengage the operative yaw channel if desired.

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

That's the actual Digital Video Airborne Data Recorder (DVADR) unit. As opposed to the OP's picture, which shows the DVADR's remote control panel. That's the Data Transfer Unit (DTU), where the Data Transfer Cartridge (DTC) goes.

I think that's indeed what it is referring to, but that handle doesn't set the brakes. The A-10 doesn't have a parking brake. The handle simply switches the braking system to the alternate hydraulic source.

Pic 1 is a floodlight fixture. The red circle is also drawn around the data plate that serves as a reminder of the aircraft's tail number. Pic 2 is the DVADR remote control panel.

:doh: Why do you keep making it a point to interject into threads to talk about how you "can't talk about" things? Wouldn't it be easier to just keep quiet? I'm happy you take your oath seriously; it's fantastic. But stop with the delusions of persecution. And stop bringing my name up, while you're at it.

The radome on the right main landing gear pod is for the glideslope antenna. The picture of the left gear pod shows the single-point pressure refueling panel and receptacle.

Selecting HARS mode from the NMSP should result in a non-wind corrected pitch ladder. HARS is a 'degraded' mode of operation though, so you'll lose more than just the wind corrected pitch ladder. EAC/PAC/LAAP will be inop, HUD weapon delivery symbology will be degraded, etc...

Yeah, in SCS with a FROM flag and the CRS knob on the desired outbound course, the CDI should be in the correct sense but it presently isn't. There's also an issue where the CDU FROM page should only be active/editable in TO TO mode, but it's presently active in TO FROM as well. So the system is expecting a FROM waypoint in TO FROM mode, which isn't correct. This is also causing the ATTRIB page to incorrectly display DIAL HSI TO CRS: hhhh" in TO FROM mode. It should display "HSI SET AT CRS: hhhh" instead, since TO FROM mode is driven by the HSI CRS knob. I've been refraining from reporting any of this kind of stuff though, since the general consensus seems to be that the official testers don't want the feedback. At some point it's going to be too late to report this kind of thing, so it's a "damned if you do, damned if you don't" situation.

I haven't flown the training mission myself, so if there's a specific issue or problem you're having with it, let me/us know so it can be properly addressed. Otherwise, we'll jump right in... DIRECT is indeed fairly straight forward. It draws a Great Circle line between the EGI position at the time of mode engagement, and the selected steerpoint. The CDU will display the magnetic course that must be set via the HSI CRS knob in order to obtain proper CDI indications. The HSI will then provide raw course deviation data. TO TO mode is nearly identical in function, except instead of using EGI Present Position as the "from" waypoint, you specify an actual named waypoint to navigate from via the CDU FROM page. The FROM waypoint can be entered by name, or by entering its ID number. As before, the CDU will display the magnetic course that should be set on the HSI CRS knob. TO FROM mode is a little bit different. It only uses a single "to" steerpoint, and draws the Great Circle line through that point according to the value you set via the HSI CRS knob. This mode behaves exactly as if you were navigating with a conventional VOR. As you spin the HSI CRS knob, you're selecting the desired inbound course, and the CDI will deflect as appropriate. SCS mode is like TO FROM mode in reverse. In this case, you're defining your EGI Present Position as the "from" from waypoint, then you specify the desired outbound course from that point using the HSI CRS knob. You mention reverse sensing in some cases, but since I haven't flown the mission in question, I'm not sure of the cause. Your gut instinct is probably correct though, try setting the reciprocal course on the HSI, and you should regain correct sensing. Regarding the waypoint attributes, the ATTRIBUTES page contains the default attributes that will be assigned to all waypoints created in the FPBUILD page, and to any waypoints that didn't have data uploaded from the DTS (not applicable to this simulator). If you want to change the attributes of a MISSION or MARK point, you may do so from the WAYPT page. FLT PLAN points can be changed from the WPTATT page. I'm not sure what you mean about LSK9? Can you clarify?

Coordinate Ranging is only really used to find the database elevation of a waypoint that is manually entered into the CDU WAYPT page. Do you want to return to DTS mode after entering a Hot Elevation? If so, press the DATA rocker so that the target elevation is flashing on the HUD, then press the SEL rocker so that "DTS" reappears. If you're looking for the MSL altitude of the waypoint, I think you have to modify the L/L of a mission waypoint, and if Coordinate Ranging is active on the DTSAS page, then the system should return the DTSAS altitude on the EL line of the WAYPT page with a "CR" flag below it.

Alrighty then... Regarding the CBU-87 series, the CBU-87/B had a field-installed FZU-39 prox fuze, while the CBU-87A/B had a factory-installed FZU-39 prox fuse. The CBU-87B/B has the newer BLU-97A/B bomblets which feature a mechanical firing mechanism vice the electric mechanism of the baseline BLU-97/B. The CBU-87C/B configuration uses the newer FZU-39D/B fuze. The pilot has a limited ability to affect fuzing/functionin, through the selection of nose, tail, nose/tail fuzing options. Selection of NOSE will result in timer fuzing only; selection of NOSE/TAIL will result in proximity fusing if an FZU-39 is installed, else timer fusing will result. Selection of TAIL fusing is invalid and will result in a dud. These selections also affect IFFCC Real-Time Safe Escape and MRC/MRS symbology cues.

Yes, the SEM setting drives the IFFCC MRC/MRS symbology to ensure safe separation from fragmentation. I didn't see a complete list of SEM's in the other threads, so here's a quick look at the ones available: NONE - Selecting NONE results in the IFFCC not calculating fragmentation. CLM - (Climbing) After release, start a 4g wings-level pull within 2 seconds to. Power to MAX as the nose comes through the horizon, and continue pulling to 20deg nose-up. Reduce g until 30deg nose-up is achieved. TRN - (Turning) After release, go to MAX power and initiate a 4g loaded roll to 60deg of bank. Maintain 4g while reducing pitch attitude to 5deg nose-low, maintaining the descending turn for at least 60deg of heading change. TLT - (Turning, Level Turn) After release, select MAX power and initiate a 4g wings-level pull. Nearing the horizon, initiate a loaded roll and maintain 4g for at least 60deg of heading change. LST - (Level Straight Through) After release, fly a level, constant speed, non-turning flight path for the the longest weapon TOF plus 3 seconds. (I don't think this is selectable in the A-10)

When you lose all hydraulics, the transition to pitch and yaw MRFCS is automatic and immediate. However, in order to enter roll MRFCS, you must manually select MAN REVERSION, and wait several seconds for the tab shifters to work, and for the ailerons to float. Until MAN REVERSION is selected, the stick will be essentially non-movable in roll, since the pushrods/pulleys will be acting directly upon the actuators which have no hydraulic power.

1) FYI, that's not what the OP asked. The question was: That question was not directly answered, so I addressed it: DCS presumably models the APU hydraulic system with the Manual Transfer Valve control handle in the STOWED/FLT position, resulting in no hydraulic "power" to either (L/R) system. 2) The word "power" is appropriate when speaking about hydraulic systems. Have a gander in any maintenance manual or Dash-1; the A-10 is no exception. 3) You're only 2/3 correct. Given the stated conditions - an A-10 on the ground without hyd power - the ailerons will not operate, and the stick will be locked in roll. You must manually select MAN REVERSION in order to free the stick in roll, and upon doing so, you only control the aileron tab. The aileron itself will not move unless there is enough airflow over the tab in order to "fly" the aileron to the commanded position.

Bah! In the civvy world, I've sent lots of jets flying fly with stuff open/missing courtesy of the CDL! Speed tape and/or fuel burn penalties will fix anything! :doh: But seriously, I didn't see an answer to the hyd part of the OP's question, hence my comment. I didn't know you couldn't close the panel.

DCS probably modeled the APU manual transfer valve in the STOWED/FLT position, which means its not powering either hydraulic system.

There are a few other things that will disengage EAC - or prevent it from being armed - in addition to the two items above: Deselection of EGI on the NMSP (manual or automatic); manually selecting HARS, for example. Selection of the GPS-only nav solution in the CDU. Selection of the INS-only, or Blended nav solutions in the CDU, if the NAV solution (FOM) is degraded (already mentioned, sort of). If any input sensor provides invalid or erroneous info (CADC, EGI, SAS). Any SAS switch OFF (already mentioned). Air-refuel door open. Occasionally, during certain flight maneuvers.

It depends on what you're trying to do. What are you trying to do? For most negative values in CDU, like the Vertical Angle, temperature, etc., just press the LSK twice after entering a value. If you're setting a negative target elevation, use the UFC and use the data rocker.

It's much easier with a picture, but here's the cliff's notes: For correct fore/aft position, align the trailing edges of the vertical stabs, and put the wingtip on the eject triangle. For correct lateral position, align the aft end of the near engine's jet pipe with the aft edge of the farther engine's fan cowling. To stack level, put the pilot's helmet on the horizon.

^^^^ This.