BlueRidgeDx

Okay, here's some sort of update: It's still being worked on. It's not done yet. When there's something cool to show, Wags will release some more screenshots. Constantly asking the same question every day isn't going to make it happen any quicker. Consider yourselves up to date!

Google "CADRG" for more information about what the maps are, and how they're assembled. Most of the real data is produced by the National Geospatial-Intelligence Agency (NGA), and is not available to the public. You can, however, purchase commercially available maps for some of the various formats/scales. The specific charts you are looking for are: Global Navigation Charts (GNC) 1:5M Jet Navigation Charts (JNC) 1:2M Operational Navigation Charts (ONC) 1:1M Tactical Pilotage Charts (TPC) 1:500k Joint Operations Graphic (JOG) 1:250k Topographical Line Maps (TLM) 1:50k A search for any of these maps types should yield websites from which to purchase the data. Archived (old) ONC, TPC, and JOG charts are available here for free: http://www.lib.utexas.edu/maps/jog/

Yes, the circuit breakers are functional in DCS. You'd need to pull two circuit breakers, actually, but DCS doesn't simulate the torching/tailpipe fire you'd see if you tried such a stunt in the real jet.

If the HUD says MAN REL, then you're not in CCRP mode. MAN REL means that the bomb will come off as soon as you press the pickle button. You need to see 3/9 or 5 MIL (depending on the weapon selected) to know that you're in CCRP - assuming, of course, you haven't purposely turned on the CCIP Consent Release option in the IFFCC menu. Press the Master Mode Control button until you see CCRP in the center of the HUD, then verify that the release mode is either 3/9, or 5 MIL. Edit: I forgot to mention that the above is null and void if you're talking about JDAMs. Are you dropping JDAMs?

Test.

Always looking at the science, and never the art...

The Forger would be nice. But so would a Fitter-C or Flogger-J.

Yes, the maps are correct and different maps are used at various scales as per the real jet. If the map didn't correspond to you location, you might not properly aligned the EGI prior to takeoff, or perhaps you were operating the TAD in the EXP or EXP1 modes which are not aircraft centered modes?

The the left/right Main and Wing Boost Pumps are inoperative when the Left/Right AC Busses are not powered. The AC busses are not powered until APU or External power is applied. Turn the APU GEN switch ON, and all should be fine. The left engine starts normally because there is an auxiliary fuel pump powered by the DC Essential Bus. The DC ESS BUS is available any time the BATTERY switch is ON. You can diagnose your error by noting that there was no rise in ITT. If the Fuel Flow gauge idicates that fuel is flowing, you would know that its an ignition problem...i.e., there's fuel in the engine, but its not being burned. In your track, there was no ITT and no FF...i.e., there's no fuel in the engine to be burned. This is verified by the presence of the R-FUEL-PRESS caution light. The L-FUEL-PRESS caution light is not on because the DC Fuel Pump is supplying pressure to the left side of the fuel system. If you open the Crossfeed Valve, the DC Fuel Pump will provide pressure to the right side as well, allowing the right engine to be started normally. Two other notes, based on other comments made earlier in the thread: 1) A hung start is not universally caused by a lack of ignition. It typically occurs as a result of insufficient pneumatic duct pressure, resulting in the engine's inability to accelerate to idle RPM, despite successful "light off" indicated by positive ITT/EGT and FF indications. A hung start may, or may not result in a subsequent hot start. A hot start is when the ITT/EGT runs away due to insufficient airflow through the engine, or a major fuel control failure. 2) Motoring the engine does not burn off excess fuel, it simply blows it out the exhaust by using the starter to turn the engine without introducing ignition to ignite the fuel. Motoring the engine is something you would do after an unsuccessful start attempt, in which you observed a positive FF, but ignition did not occur. In such a case, the unburned fuel can sit in the combustion chamber and ignite the next start. The result is not usually detrimental, but does produce a very large flame out the back of the engine. These flames have been cause for ground personnel to mistake them for an actual engine fire, and for flight attendants and passengers to initiate unnecessary evacuations of airplanes.

Yes.

Yep, good advice. I have my center button on my TM Warthog MIC switch. I've also tweaked the response curves and added a small deadzone. It's setup as good as its going to get; it just doesn't simulate reality, so its hard to get used to.

I think that TrackIR is nice, but it's certainly not essential. I've used the trusty hat switch for POV control forever, and seldom have I wanted anything more. I use TrackIR on every flight, so I'm not saying it's bad or anything. But to be perfectly honest, I frequently have to "pause" it becuase the view tends to drift even with your head perfectly still which makes operating a particular switch difficult. What probably bothers me the most is that, if you've ever flown a real airplane (or even driven a real car), TrackIR does not simulate what you naturally do with your head and eyes in the cockpit. Whereas in real life, you can glance down at your instuments with just your eyes, TrackIR requires you to move your whole head. Plus, moving your head 5 degrees will cause about a 20 degree shift in your virtual view (this is adjustable, to a point). The end result is that you have to put far more effort into holding your head in the "correct" position to avoid accidentally panning your view. I know many people swear by it and think its the best thing since sliced bread. Certainly it helps mitigate the problems of viewing the outside world on a 23" monitor, but its not magic. It takes real effort to get used to.

Feet

HARS is not presently fully implemented. However, it is not accurate to say that it wasn't/isn't planned. When it might come to fruition is not something I will speculate about.

No point in gathering individual ATC bugs...the whole thing is porked. With luck, ATC will see some improvements soon.

Sorry, from my position on the other side of the world, I couldn't possible have the faintest idea what did or didn't happen. But Syria claims to have shot it down and Turkey seems to believe them, so why would I choose to believe a different story? It's an interesting position that a country concedes its sovereignty during times of internal conflict. I don't think that checks. It might be taken away from them by force, but it doesn't just go "poof" just because you say so.

I'm all for clobbering Syria, but why are people surprised or upset that the Syrians defended themselves against foreign military intrusion? It seems to me that Turkey knew the risks involved when they sent an RF-4 to take pictures of Syria, and the gamble didn't pay off. So what? It reminds me of those DB's here in the States that break into someone's home, then sues the owner when they get shot at, or injure themselves climbing in the window. Tough cookies, fella. There are a hundred reasons to be pissed at the Syrian government, but protecting its airspace isn't one of them.

It was and is still being pitched as an upgrade path for the A-10, or at least it was as of June 2011. With the new wings and upgraded capabilities, the A-10C can fly until 2040, so its not a service life issue. It seems to be a simple matter of funding, and since defense spending made up more than 50% of the recent budget cuts, even though it only makes up 20% of GDP, what might have been possible before seems unlikely now. I suspect that given the pending $500 billion sequestration cuts, we'll see a true gutting of capability and personnel. Unfortunately, A-10 engine upgrades will likely be the last thing on anyone's mind.

There's no way to have it automatically update as you scroll through. What you can do is press the WP key, then press either the WAYPOINT or STEERPOINT prompts. It will display the current steerpoint's coordinates and elevation. If you change the steerpoint while in either of these pages, the info is not updated. To view info for a different waypoint, you have to enter either the Database ID number at the top left, or the Waypoint Name in the top right corner.

All A-10s have the TF34-100. The -101 has been proposed as an upgrade, but funding is not available. The -400 was used by the S-3 Viking.

Sorry, I don't know the answer without trying it. Why don't you try it and let us know?

Facing forward, Station 1 is on the far left and Station 11 is on the far right. Stations 3 and 9 are outboard of the gear pod and are the only stations that will accept Maverick missiles. Stations 5 and 7 are on the fuselage, and Station 6 is located between them on the fuselage centerline; you can't have anything loaded on 6 if anything is loaded on 5 or 7.

The horizontal and vertical offsets are meant to adjust the aimpoint in ordet to correct for HUD and canopy optical errors, and for airframe specific differences. They serve no practical purpose in the simulator, since the HUD and canopy are optically perfect, and the airplane you fly is identical each time you fly it. In the real jet, those values are not manipulated by the pilot, but rather by the avionics shop under controlled diagnostic conditions, and in accordance with very specific data. End result: leave values at zero. You're better off adjusting the Fuzing parameters to acheive the desired weapon effects, or by applying a combat offset. A combat offset is simply estimating the aiming error from the previous pass, and applying an appropriate aiming correction on the next pass.

You don't see that too often; Putin's actually wearing a shirt...kinda.

Always at the 476th.