BlueRidgeDx

Could not duplicate. Ops check good.

Regarding impact velocity: it's actually "by design", since JDAM don't use the AFM like LGBs do. It's a known issue, and is on "the list". If and when it gets "fixed", I won't hazard a guess.

That big "X" superimposed over the CCIP Pipper means that you're outside of the acceptable parameters set in the weapon profile. It means you're either going to violate the MIN ALT, violate the required TOF for fuzing, or you're going to violate the Real Time Safe Escape (RTSE) value - i.e. you're risking getting hit with your own frag.

Pairs is not available in real life or in DCS. There are other JDAM patterns, but they are not modeled in DCS.

Yep, accurate for a VFR flight, minus the clearance to start bit. Clearance to start - and in the civilian world, clearance to pushback - are not always required and depend on the airport/airfield in question. Things sound a bit different for IFR departures, but the DCS ATC is so basic, the difference is moot. Nonetheless, the OP is right about not reading back clearances.

Roll, not yaw. It uses a combination of pitch and roll to maintain LOS on whatever it's looking at. You're right though, I gave a bad example, and there must be some digital processing to explain the observed behavior. Nonetheless, as the aircraft is maneuvered with the TGP tracking a target, it's possible to hit the roll gimbal as stated.

I tried it about a week ago, and it resulted in an immediate loss of control and subsequent collision with terrain. It's totally porked.

1) The TGP rotates about its roll axis in order to maintain the proper spatial orientation of the TGP video. In other words, if you fly directly at a tracked point, the TGP will not only pitch to keep the point in view, but as you pass overhead, it will roll in order to keep "up", up. It can only rotate about its roll axis so many times before it can't roll anymore, and the GIMBAL ROLL WCN is letting you know that the TGP has reached that point. To fix it, go to point track (TMS/U S), set the SPI to the TGP LOS (TMS/U L), recage the TGP to boresight (CH/A S), then slave all to SPI (CH/F L). or... Keep the TGP on target and perform several aileron rolls in the direction opposite the caret. So if it says "GIMBAL ROLL >", roll left, and vice versa. 2) The TGP employs mask zones that prevent the laser from illuminating any portion of the aircraft. The more/larger weapons are carried, and the closer those weapons are to the TGP, the more restrictive the masks become. In DCS, we only have one mask zone, and it's the most restrictive one. So the TGP will stop firing the laser even though there is nothing blocking its path. As far as INR goes, the mask zone includes a small buffer around the airframe that prevents using scene tracking (AREA/POINT) when the airframe could be visible if you zoomed all the way out in WIDE FOV. So when you're zoomed all the way in in NARROW FOV, it seems incorrect, but its actually by design.

Why the forehead slap?

As near as I know, outside of a no-kidding emergency there are only two scenarios in which you would ever intentionally enter manual reversion. First, it's part of the Advanced Handling training when you first learn to fly the A-10, so you briefly fly in manual reversion for a few minutes as a demonstration of the capability. The second is after certain maintenance is performed on the airplane, and a specially qualified pilot must perform a Functional Check Flight before the jet can be returned to service. In both instances the actual manual reversion portion of the flight is performed above 10,000 ft, and is held to the minimum practical duration. So, it depends on what you're trying to simulate. If you want to simulate a simulated flameout approach, then just do it at idle thrust with powered flight controls, and call it a day. But for argument's sake, the place where real pilots would practice manual reversion is in the simulator, so it's perfectly reasonable to try it "for real" in DCS. It just depends on how far you want to take the simulation.

Tim, 1) The best way to identify high key is to pick a reference point abeam the touchdown zone, about 2-3 miles away. When you pass abeam that reference point, you're in the right spot. 2) Yes, begin the turn at high key; but fly a wider, more circular ground track than a normal overhead pattern - limit bank to about 30°. Low key is about 4,000 AGL, abeam the threshold. Continue the turn to arrive at base key at about 2,500 AGL. Pitch to maintain at least 160 knots all the way around the SFO pattern. 3) In a true dual-flameout situation you will not have hydraulics, so don't practice with the flaps out otherwise you'll have a rude surprise when it happens for "real". You also won't have normal gear extension, normal brakes or speedbrakes, so make sure you pull the Aux Gear Extension, and Emer Brake handles just prior to high key.

However, if you really (really) want to perform a manual alignment, within two minutes of the start of an auto alignment, simply enter the desired latitude in the scratchpad and press LSK 3L. You'll know if you're in the two minute window if there are brackets, "[]", next to the latitude and longitude lines. As soon as you enter a latitude, the INIT POS SOURCE will change from AUTO(DTC) to (MAN)PILOT. Enter the longitude and press LSK 4L. Presto!

I wish I knew the answer, but I don't. All I know for sure is that the CA team has no shortage of vision or ambition. There isn't a large gulf between customer desire and developer intent. It just requires patience, because it's a big task. When it isn't broken down into smaller, more manageable chunks, what you get is something like Fighter Ops. Nobody wants that.

Combined Arms isn't a SAM simulator yet, so realistic employment of radar guided SAMs will have to wait for future development. Until then, enjoy it for what it is; or, as you suggested, stay away from ADA units.

That picture is mislabeled...it's a TF39, not a TF34. You can tell because the TF39 has a one-and-a-half stage fan with fixed IGVs, and a 6-stage LPT. The TF39 is recognizable as the engine that powers the C-5A/B.

That's true, but its entirely dependent on the particular engine, since generator cut-in speeds are different, and windmilling RPM is dependent on IAS. For some older aircraft/engine combinations - and usually on long haul flights - a windmilling engine that's not providing enough oil pressure can eventually seize due to bearing failure. Not good, when you're hours away from a suitable alternate and critical fuel... In any event, the TF34 doesn't windmill fast enough in cruise flight to continue providing electrical/hydraulics. The generator will trip offline at 52% N2, and the hydraulic system bleeds off within 60 seconds. Bleed air cannot be extracted from an engine thats not running.

A failed engine will windmill in the slipstream regardless of throttle position, and moving the throttle cannot/will not change the amount of drag caused by a windmilling engine. If the engine was on fire, shut it down with the fire handle and place the throttle to Cutoff; don't try to restart it. If the engine was damaged, but is still running (and not not on fire), leave it running until you're out of the threat environment and/or in no danger of colliding with the ground or anything attached to the ground. The engine is still providing electrical power and hydraulic pressure, and is probably providing useful thrust that might be required to ensure terrain clearance.

Lol...You don't have to read all 11 pages to get your answer, just the last 10 posts will suffice.

This isn't my area of expertise, so I can't anything other than to say that the issue is known to both test and development teams. No need to wonder if it's been acknowledged or not. I don't think you'll get an ETA though.

The footage in the second link is from Operational Testing & Evaluation (OT&E), and is not representative of what you would see during actual employment of a Maverick. The imagery shown is what the missile seeker saw from roll-in until impact. The missile was fired at 00:40, at which point, the missile umbilical is severed and there is no way for the pilot to see the missile video anymore. You can see the missile video get scratchy during the g-transient present at launch. Because this was a test missile, it was configured to uplink the missile video to a ground station for recording, which is why we can see video for the entire flight. Again, this imagery was not visible to the pilot in the cockpit after he launched the missile.

The AGM-62 Walleye was TV command guided, but as near as I know it was never certified for carriage on the A-10A. The AGM-12 Bullpup was also command guided (though not TV), and it was widely chagrined as more deadly to friendly aircraft than enemy ground targets. It was also never certified for carriage on the A-10A.

Nope. You have to hold the pickle button down in SEL JET too, and you're still constrained by the IFFCC minimum intervalometer setting, so it's still a ripple, not all coming off at once.

I'm confused; "carpet bombing" is laying down a long string of bombs from each aircraft in a formation. If you want to simulate that, then select Ripple Single, set the Quantity as appropriate, and set the desired Spacing. Use CCRP and hold the pickle button until the reticle flashes, indicating the last bomb has been dropped. It sounds instead like you want to drop all weapons simultaneously, which is something entirely different - and not technically possible. The closest you can get is to select Ripple Pairs, and set the Spacing to the minimum possible value (I don't recall the minimum value off the top of my head). The end result, assuming you make a level delivery, will be that all the bombs will be dropped in less than a second. It goes without saying that this is an unrealistic procedure insofar as real tactical employment is concerned.

The BRU-42 is externally similar to the TER-9; both of which are Triple Ejector Racks suitable for a wide range of stores. The BRU-42 Improved TER (ITER) has mostly internal electrical improvents over the TER-9. Neither of these are "pods" in the true sense of the word - they are more accurately described as suspension equipment or racks. The LAU-88 is a dedicated triple rack for use solely with the AGM-65 series of missiles. Single AGM-65s are loaded on a LAU-117. Choosing any of these racks in the payload editor results in loading only the rack; no weapons will be suspended from them. The appropriate racks are automatically loaded when you select certain weapons. For instance, selecting "AGM-65x2" will automatically load a LAU-88, "MK-82x3" will automatically load a TER, etc.

I don't want to be rude, but that is completely wrong. I think there have been other threads on this, so a search should turn up some useful information. If not, I'd be happy to write something comprehensive on the subject...after my visiting relatives leave tomorrow, assuming someone else doesn't do it first. In a nutshell, you should fly the whole approach with 40% speedbrakes - there's no gauge, so just hold the switch for two "potatoes". Get configured early, it will make your life much easier. Full flaps and gear down as soon as you're lined up with the runway. At common weights, the approach is flown at 140kt or so. For the exact speed, simply decelerate until the green circle on the AoA Indexer lights up. Place the TVV right on the approach end of the runway, and keep it there. Ideally, you want to position the TVV and the runway 3 degrees below the horizon (put it just below half way between 0 and -5 on the pitch ladder). You should trim the airplane so that you don't have to maintain any stick pressure. Maintain that speed until you're over the runway at about 20 feet. At about 20 feet, pull the throttles back to idle, and pull back gently enough to move the TVV to far end of the runway. You should touch down about 500 feet down the runway. Do not hold the airplane off, trying for a soft landing. Unlike small GA airplanes, jets should never make "full stall" landings. As soon as the main wheels are on the runway, get the speedbrakes out to 100%, and get the nosewheel down. Unless its a short runway, you shouldn't need to get on the brakes immediately. As you decelerate through 50-70 knots, get the nosewheel steering on, and use brakes as necessary to make the desired turnoff.