BlueRidgeDx

Nellis TACAN is 012X. EDIT: Added quote for clarity.

I haven't tried the MRFCS in DCS yet, however there are a few clues as to how it should operate in the various docs. The stick moving in uncommanded directions is likely a result of aerodynamic forces acting on the control tabs, which then act on the stick. Without hydraulics, there isn't any SAS either, and there is no damping of the natural phugoid oscillations that result from pitch/power changes. Out-of-trim situations exacerbate the problem, and PIO's are likely. The speedbrake flapping is inexplicable since hydraulic power shouldn't be available to operate them cyclically. To ease transitions into and out of MRFCS, establish level flight with airspeed between 180 and 210 knots, ensure the flaps are retracted, and trim for level flight. Transitioning to MRFCS with the flaps extended results in extremely high stick forces, and level flight might not be achievable.

Have a look-see in the Beta "General Questions" Forum. I posted the A-10 TOLD for Nellis, and it should give you a good idea of the speeds to fly for takeoff and landing. While it's certainly true that the indexer is the primary reference for the approach, you should also know the approach speed for your gross weight in order to crosscheck the indexer. You should never fly slower than the computed approach speed, even if the indexer wants you to, per the Dash-1, and per the 3-3.

The A-10 doesn't have wing or nacelle anti-ice. The only anti-ice provisions are for windshield heat and pitot heat (which anti-ices the pitot tube, AoA vane, and Lift Transducer.

It tried the prepare mission feature, but keep getting a CTD, so I'll wait until a later build to see how that works out. Seems like .lua editing might be a more far reaching and permanent solution to the issue.

I have the same issue. I have all the curves and and settings correct, and have used the RCTL+Enter keystroke to verify that the simulator is recognizing my toe brakes correctly. However, no matter how gentle I am on the brakes, they still seem binary (on/off). It could have something to do with the "sticky" and "bumpy" runways that some people are seeing in this build, so I'm waiting for the new release before testing or experimenting any further. But yeah, you're not the only one.

I'll also take a crack at your original questions to supplement the other answer. No, they don't have to be the same. But note that regardless of Master Mode, cycling through the HUD rotary will automatically select CCIP/CCRP as set in the selected profile. If the selected DSMS profile is set up for CCRP, and you want to employ with CCIP instead, just step through the master modes until CCIP is selected. This will keep the current profile (SGL/PRS, N/T, etc.) but will override the Delivery Mode. DSMS profiles is one of the reasons why I started the "DTS" thread in the main forum. In reality, you would have multiple profiles set up for common deliveries or for standard training events. These profiles would be loaded via the DTC prior to each mission, and allow for a standard set of release profiles without having to constantly create mission specific ones. Prior to takeoff, take some time to create various DSMS profiles to get familiar with how they work. Using the Mk-82 LDGP as an example, access the MANUAL profile by selecting a Mk-82 station from the DSMS. Manual profiles are identified by M/ followed by the weapon type, so M/MK-82 in this case. Press the PROF OSB, and it will take you directly to Profile Control page. Change the settings as desired, and don't forget to access the CHG SET OSB to choose your SEM, and MIN ALT, and TOF settings. Finally, give your profile a name. Following a standardized naming convention is useful for a variety of reasons. A good rule of thumb is to use the first three digits to represent the weapon type, the next four digits for the delivery type, and the final digit for the weapon quantity. For instance, a 30 degree Dive Bomb pass releasing 4 Mk-82's would be named: 82 30DB4 Whereas a 10 degree High Drag pass releasing 2 Mk-82AIR's would be named: 82A10HD2 Enter the appropriate name on the UFC, pressing the LTR key to change to alpha mode as necessary. Press the NEW OSB, then the flashing SAVE OSB. Do this for as many profiles as you wish to use, up to a maximum of 20.

Pilot Option refers to the inflight ability to select either High Drag or Low Drag configuration for retarded bombs, through Nose, Tail, or Nose/Tail fusing options. It's applicable to the Mk-82AIR, BDU-50 and BDU-56.

Depending on the source and its effective date, you might find varying guidance. One publically available source that defines the climb schedule is the A-model Dash-1. It defines the enroute climb schedule as follows: _SL - 200KIAS _5k - 195 10k - 190 15k - 185 20k - 180 25k - 175 30k - 170 35k - 165 40k - 160 Incidentally, those same performance charts indicate that a clean A-10 is capable of 300KIAS (in level flight at MAX thrust) at all weights up to 50,000lb at any altitude below 10,000ft PA.

Thanks Evil, fair enough. Sounds like a good start toward making some of those tasks more manageable. I'll check it out.

It was briefly mentioned in one of the Mega-Threads that there are some technical reasons why DCS isn't going to feature a DTS system. That's cool, and I'm not trying to bust anyone's chops...but here are a few reasons why I think it would be nice to look into having such a feature at some point in the future. The jet stores a lot of pilot configurable data that is a pain to setup each time you get in the cockpit. As it stands, IFFCC settings like the AAS preset list, HUD display preferences, CCIP Consent modes, etc., all need to be set before each flight. DSMS profiles need to be created for each weapon and for each planned delivery. Local NAV points, TAC points, and stereo routes have to be entered manually. It would be nice if there was a way to save your preferences, bombing profiles, and standard nav stuff. These setting would then be transfered via the DTS along with the mission specific stuff generated from the ME.

I assume the label in the options screen is incorrect. The correct nomenclature for the TMS switch orientation is FWD/AFT, not UP/DOWN.

With respect to the gun, if an aircraft breaks the 3/9 plane of a hard target after employing on it, the aircraft will likely sustain frag/ricochet damage.

Yep, in the first "little things" thread that somehow didn't catch on: http://forums.eagle.ru/showthread.php?t=58486

Arming delays have been pilot selectable for quite some time, but as I mentioned above, functioning delays are mechanically set on the fuze prior to takeoff. However, the new FMU-152A/B fuze now also provides pilot selectable functioning delays from a few milliseconds up to 24 hours.

Yes, there is such a thing as 'delay', but it's typically measured in milliseconds which wouldn't solve your frag problem. The delay is typically used to control how far a weapon penetrates a target before exploding, and is useful when bombing things like runways and hardened targets. The length of delay is usually programmed mechanically on the fuze itself prior to flight, though some of the newer fuzes like the Joint Programmable Fuze might allow for pilot-selectable delays. DCS doesn't currently model that functionality. The best thing you can do is to respect the Minimum Release Staple (MRS) and Minimum Release Caret (MRC) symbology on the CCIP HUD. Make sure you select a Safe Escape Manuever (SEM) from the DSMS profile page in order for the IFFCC to consider frag potential when calculating the abort cues. The SEM will be displayed next to the weapon mnemonic. The easiest one to fly is the Climbing (CLM), which simply involves initiating a 4g wings level pull within 2sec of weapon release, and establishing a 20 degree climb. There are several other SEMs available depending on the geometry of the attack, weapon type, fuzing, and delivery method.

Sorry to belabor the point, but in addition to the info contained in this thread and in the FM thread in the Beta forum, here's another bit of reference: "Roll Rate. Roll rate for the A-10 remains fairly constant throughout the entire speed regime. However, at slower airspeeds under high-G loading, you can anticipate slightly slower roll rates. The aircraft will maintain roll authority into the stall. Deploying speed brakes at 20 to 40 percent can accelerate roll rates. However, this technique is not normally recommended due to high-energy bleed rates compared with small roll rate increases." and; "Roll. At high speed and low AOA, the A-10 has a roll rate capability of 130 degrees per second without speed brakes at 300 KIAS. With 40 percent speed brakes, the roll rate increases to 200 degrees per second. While speed brakes will increase roll rate, energy will be lost and performance may actually be degraded if speed brakes are left open. Utilizing speed brakes at high AOA and low airspeeds is not recommended. As airspeed slows and AOA increases, roll performance begins to degrade. At slow speed, roll rate is decreased but still sufficient for most purposes. Roll rates are higher when the aircraft is unloaded. Both loaded and unloaded rolls have specific uses in aerial combat."

According to the Dash-1, moving the ENG OPER switches to IGN provides 30 seconds of ignition regardless of throttle position or core RPM, so it appears possible. However, there's no mention of any requirement or recommendation to do so in the Adverse Weather Operation chapter. EDIT: With all the thread merging, replies are al out of whack. Added quote for clarity.

The IGN position of the ENG OPER switch is used for inflight windmilling restarts.

Yeah, one of my first comments about the early videos posted here a few weeks ago was about the realistic N1/N2/ITT/FF during start, and the realistic "rollback" once at stabilized idle. Looks great! Now if only those Oil Pressure gauges weren't stuck. ;) The CF-34 is a derivative of the TF34, so different N1/N2 indicator calibration is certainly possible. Both have roughly the same RPM limits: 7,400rpm for the N1 fan, and (about) 17,800rpm for the N2 spool, though. Anyway, my experience is limited to the CF-34, so I yield to your data.

The Autostart was added "later" by implemention of a TCTO, and was upgraded again by a second TCTO to the current "new" autostart. The original start procedure was a lot like the T-38, where the pilot had to press buttons on the forward side of the throttle grips in order to initiate 30sec of igniter operation. Another switch had to be held in order to motor the engine, and the throttle was moved over the hump to introduce fuel flow once max motoring speed had been achieved. This, in turn, is similar to the CRJ start procedure. Pressing the IGN A or B switches arms the igniters, the START button motors the engine, and moving the throttles over the hump starts the fuel flow. Needless to say, the Autostart feature is much nicer. Flim, the A-10 retains a lot of the same functions as the CRJ, but with a different name. For instance, the ENG SPEED switches on the CRJ are functionally identical to the ENG FUEL FLOW switches on the Hog. I notice that the DCS A-10 isn't capable of generating the higher N1's normally seen in the CRJ. If you're not FLEXing, its normal to get FMS calculated N1's in the mid 90's, but the A-10 seems to max out below the minimum FLEX takeoff N1 in the CRJ - 85%. Just an observation...

It wasn't my very first flight like the challenge originally envisioned, but close enough. My pattern isn't very 'tactical', given the high gross weight in the mission, so there's no overhead break, and no rolling off the perch. Yes, I left the APU running; no, I didn't forget. ;) Edit: Removed the track, and will try the "YouTube thing" instead. Edit2: Yeah, that takes a really long time, so here's the track (again), instead... Challenge.trk

I finally got a few minutes to put the hog through its paces this evening, and there is a lot to take in. While there's still a lot of stuff that isn't hooked up in this build, you can tell just how detailed this is going to be when all is said and done. For example: Pulling the APU CONT circuit breaker will result in an APU auto-shutdown if it was running. Nice!

I experienced the same issue on that file. Using the HTTP option instead of the FTP worked for me. Just control-click to open it in a new window.

Same here. Username at the DCS website is kack911.