Caldera

rT, Thanks for your review. Sorry for the bad photo. Well, I don't get it then... The runway is at 210 and I am flying very close to 210. The runway I am pretty much lined up on is 21L. The LSB indicates that I need to change my course to the left. If this was a VFR landing then I would obviously need to adjust my course the the right. The more I chase the LSB left the worse the IFR solution gets. The TACAN is out to lunch... Waypoint 1 exists at the end of the Localizer dead center between the two beams as displayed on the mission creator map. I put it there for training purposes. Waypoint 0 also the steerpoint, is at the center of runway 21L. Caldera

Hey Guys, I have attached my training mission. I am attempting to learn ILS landings at Nellis. A few things are happening that are weird and I do not understand. First, just make to sure that I have it correct. If the Localizer Steering Bar (LSB) is left then steer left. If the Glide Slope Steering Bar (GSSB) is low then decrease altitude. Always chase the bar. What I notice is that the LSB never lines up with the runway. I can chase the LSB to Timbuktu and back. The GSSB and the Glide Slope Deviation Indicator (GSDI) are working just fine. Both will put me right on the end of the runway only if I ignore the LSB. Also the Course Deviation Indicator (CDI) of the TACAN never aligns with the runway. It also has me headed to Timbuktu. I have mapped the ILS Volume to the keyboard (I can not see the knob move). I can increase volume all day long but I get no sound at any time. I get no Morse Code, no Outer Beacon, no Inner Beacon. Nothing... Would some one mind running this mission for me and letting me know if I am just all wet? Thanks in advance, Caldera TRN-MSN5 Nellis.miz

Does anyone know? Working as Intended Caldera

Hey Guys, I am not sure why you would want to have two weapon profiles for the same weapon active at the same time to begin with. I am referring to the default one and a modified (saved) one. It only seems to me that selecting and changing a profile on the DSMS that profile should now be the one and only. This is opposed to cycling weapons on the HUD or the UFC rocker switch where the changed profile is utilized. Or going back to the DSMS re-selecting a profile and it is now the default profile that is being used. Re-selecting a weapon on the DSMS you always start with the default profile. Anyone know the reason? Bad ground crews? Might be just a game issue. I wonder how many live weapons an actual A-10 pilots have fired at actual targets in comparison to how many I have or other players have fired in the game. They do not get endless hours of experimentation as we do. Probably not even an issue for them... Caldera

Sorry, it won't let me add this to an edit. Probably what I am feeling in my stick. That sinking feeling... Caldera

Thanks Guys, Just a small issue really, just something I noticed as I refuel. I have a Virpil stick. The springs are significant and I can feel the added resistance when I need to trim. I wrote that above with the idea of fine tuning in mind. Caldera

Draconus, You are a Saint (not a dragon) and I suddenly feel like BODO (the Boom of Doom Operator). Rudel, I have to delete this file folder often and constantly. The problem must be unique to my system. The updates I have gone through just occurred as I tried to play. Is there a way to fore tell when this will happen? Caldera

Hey Guys, A couple of things and, of course, questions. I have continued to practice AAR. What once seemed impossible is now just reasonably stressful and more or less routine. Because I am practicing, I have started the flight with low fuel state and targeting for a complete fill-up by staying connected the entire time. Almost there... I never thought about this before until I could actually do just about that. In that process I am also adding 7000-8000 lbms to the aircraft. When staying connected for a long run the nose starts getting heavier and heavier. I want to instinctively trim it up. I have tried doing that, which often will lead to a disconnect. I have also tried trimming for nose light before I start refueling and that seems to work a bit better. I know that there is no Olympic Gold Medal for the fastest refueling time, but I was just wondering: How do you manage trim while connected? What is the typical load of fuel that you would might want to accept? For the latter I have no point of reference really when an A-10 wants to refuel. For example like: To stay in the sweet spot for fuel vs weight Just enough to RTB (On fumes seems like a bad choice) Crossing an ocean for engaging in combat on foreign soil No where in this game so far have I ever really needed more gas than I already had on board. FWIW BODO (Boom of Doom Operator) will still randomly disconnect a perfectly connected refueling nozzle and order "Return Pre-Contact". To be the most annoying, he does this 250 milliseconds after you have just connected. I have been just ignoring him and cycling the refueling door closed then back to open and then re-positioning to continue refueling. BODO must have a severe case of ADHD, because he just forgets all that and goes ahead and re-connects as per he should. In fact, whenever BODO goes into his "I really need a nap!" phase where he incessantly can not hit the slide or the broad side of a barn, simply cycling the refueling door seems to snap him out of it. WAKE UP BODO! Caldera

Hey all, I asked about release notes some time ago, basically in response to: THIS ED THREAD I never did find any comment about it the release notes, but the release notes are a wall of text with no search function to my knowledge. None the less, I still have the FXO shader problem and fairly often. My TGP blacks or whites out as I have described numerous times if I do not periodically delete the contents of the FXO file folder. Am I wrong to be expecting this particular glitch to be fixed? Caldera

Hey all, Is this still an issue or has ED responded with "Working as Intended"? I have been using the GBU-38's lately practicing mark point multiple drop runs. I know from my previous testing that a 500 lbm bomb has to hit with in a radius less than about 25 feet for a T-55 to go boom. My aim could be be off some. But today I went 2 for 8. I went 0 for 3 in one pass. Yesterday and the day before better but not much better. Luckily, today I aimed with the TGP much more carefully. The bombs are hitting on the porch but they are not ringing the door bell. Seems to me GBU-38's are basically useless against tanks. It does not make sense to carry GBU-31's for the same purpose. Is this accurate to the real world? Caldera

Hey guys, Brown nose mode on: You guys are amazing! Brown nose mode off: You guys are amazing! I am still amazed at what I read from you guys and every little clue I pick up helps me out. Some day I may get the hang of this, but that day is not today. But... The hill just keeps getting a little less steep. Thanks again, Caldera

Zin, There was a one and only time I ever got to see and actual aircraft engine running on a stand. It was for an F-15 and I don't know the model or anything else. However, it was digitally controlled. Full afterburner is a hoot! When the run was over I felt like a groupy at a Stones concert. In my usual fashion, I asked a bunch of probably annoying questions. The crew was happy and gracefully patient to answer them for me. As this was a part of a post rebuild test, one question that I asked was "What was the engine thrust?". Power output measurement for land based turbines is a crucial step. It is typically how well or not how well the maintenance company makes or does not make its bogey for bonuses. The crew all looked at each other and the chief said "We don't measure it.". Frankly, that surprised me. There was no load cell on the stand, nothing. It was just bolted to the floor and the engine was just bolted to it. I talked to him some more. The only thing that he seemed to be really concerned about in his testing, at least at that time, was the rate of change in power and that the engine parameters were correct at the various power levels he had tested. He did not like the rate of change he was getting and planned for more tuning. I already knew it was different turbine world with different priorities, but that drove the point home. To me, the changes in power I had just witnessed seemed just about as instantaneous as a mechanical device of that type could be. So I was completely off of my map. As to the crew chief, he seemed the type to never be fully satisfied as to how his engines were running. That made me feel good. Caldera

Hey Guys, Interesting, great discussion! Zin, How does the engine prevent over speed or run away? The physical capacity of the fuel delivery system? From what I have experienced, the simulated ITT control is alive and well. All, Sounds like ED should have gotten its data from one of the below: A less worn out engine A more modern engine A freshly cleaned engine An engine running higher fuel quality A field tuned engine from Nellis An upgraded or modded rebuilt factory engine But I do not know... There may be a little bit of error between the data they used / use compared to the actual visuals in the cockpit that we experience. If ED can accurately model flight dynamics then they could really accurately model engine characteristics. If they wanted too. I doubt this is done that way due to the extra processing load. The data probably just comes off of a table and is displayed in the cockpit. Easy enough to change. The RL engines that I have experienced were all digitally controlled. All of the them operationally ran off tables (Fx curves). And all that was easy enough to change. Instant engine performance changes (possible catastrophic failures) with a key press. No two of them would ever run exactly the same. Considering the accuracy of the rest of the flight model I am also guessing that allot of research went into engine performance as we see it on the cockpit gauges. But... What we are seeing may not be what we are actually getting! The actual virtual thrust is what is truly important. That may indeed be correct or have bit of error as well. Anyway to test that? Caldera

Jay, Thanks! But not so much like that for looking at a flat screen. The HMD left or right eye makes zero difference in game. The problem is my physical head rotation with TrackIR. I am pretty sure that my brain switches eyes to always use the one with the best vision, my left. Turning my head to the right is bad but not too. It is fairly hard for me to focus on ground objects. I am guessing that is the same for everyone. Turning my head to the left is different. Maybe my nose is in the way, glasses, whatever. Turning my head to the left is just way harder for me to focus on the screen in front of me. I basically have to change my whole body position. Working on it... Generally I try to use the TGP or even the HUD for targeting. I do allot better looking straight forward. Caldera

Schafft, Yeah, I have kind of given up on all this for the time being. Targeting anything from low level is difficult. Targeting a pissed off column of BTR's is added difficulty. Caldera

Zin, Don't know... My only guess is that increasing altitude is decreasing OAT and that the Fan has a RPM limiter on it. I have not looked at an engine diagram. Is the fan coupled with a direct drive to the low speed rotor or does it use a fluid coupling (hot exhaust gas is a fluid) utilizing another power turbine? I also notice the Fan speed bouncing at 83%. That seems like to me like it would be hitting the limiter and defueling momentarily causing thr RPM to drop below the limiter. Then it catches back up overshoots and repeats the process. This would be mostly due to the higher inertia of the fan blades. Or it could be just a flaky transducer or bad tuning. That is only a guess and this is a only a simulation that I think would mostly replicate something visual on the actual aircraft. Typically, any high (fuel) limiter that has is at set point or exceeding set point will generally function to limit maximum fuel rate. T5? Temperature at the fifth flange aft from the inlet? LOL My "devil's hellscape" was CREATE INSTANT MISSION. What happens is that you get allot of random variables including weather. Not realizing it at the time because I had just started playing the game. This was before I learned how to use the MISSION EDITOR. I got some OAT's that were indeed created in a devil's hellscape. Some really weird stuff happened to me then. I only learned about it from the help of others. Because: "Like I said, I have also experienced this in DCS to the point where the engine would not even complete the (engine) start sequence as the run up to idle (would) hit the ITT limiter." And... It would never reach idle speed. I figured out that if that happened all I had to do was manually advance the throttle a bit. Doing that cleared the start engine logic and allowed me to start the other engine. And that, of course, allowed me to fall flat on my face trying to take off. A few motivating crashes going through the boundary fence can be a hoot! Nealis, The only help that I can offer is don't worry about it. If you are at 83% Fan speed then you are fine. I think that the other engine values get tweaked by the developers from time to time. For my part, I check the mission brief before my flight. I look at the ambient air temperature so I know what to expect. Caldera

Nealius, Then you have me.... I re-watched your track. Sorry, this time I payed more attention to your fan speed than your ITT or RPM. It looks to me like you were at full power. Check your fan speed. It is bouncing right at 83%. I believe that this should be your best indication of engine power. I am guessing your track is Free Flight Caucasus? If that is true then everything looks pretty much identical to my aircraft when I fly it. My fan speed is bouncing right at 83%. Generally, I only really glance at fan speed and fuel flow while in flight if I am undamaged. But my scan is mostly just fan speed especially when I change power. The oil, ITT, hydraulics and RPM not so much. And then mostly only during an engine start. Probably a bad habit for sure but it has not killed me yet... I have seen maximum fan speeds as low as 72% when I aborted take off. At around 75-77% (memory), I could just barely get the wheels up before the end of the runway. How is your take off power? Caldera

Hey Guys. More reading More YouTube. OLD Proverb: Practice the wrong thing and you get good at doing the wrong thing. NEW Proverb: Practice the wrong thought and get good at thinking the wrong thoughts My brain must be wired cross wise. I think I pretty much have a wrong misconception from day one. All at a cost of trying bootstrap my brain cells into this game. The misconception started with "Set the SPI". I have done just that hundreds of time by now. I have practiced and I have destroy simulated T-55 tanks. In fact I am on a pace to single handedly destroy most if not all of the available T-55's for the former the Warsaw Pact. I mean the cold war would be over. Why would any significant armed force attack with only 5 operational tanks with only a few 30 MM holes in them. But, "Set the SPI" is wrong way to think about the SPI. For example, you set the foundation of a house and the house never goes no where. If I am wrong let me know. You in fact, do not "Set the SPI" in the literal sense. That is kind a short way of saying "Attach the SPI to slewable or movable component of the active SOI". My basic misconception is right there I believe. The SPI is not set to a fixed position in 3D space as I had thought. The SPI is set to the 3D location of the active SOI cross hairs / TDC / Steerpoint at the very moment that you "Set the SPI" to it. It is attached to and it is just as movable as the SOI cursor is movable. Slew the SOI cursor slew the SPI. That about right? Caldera

Nealius, Check your (Inter stage Turbine Temperure (ITT). If that is maxed that is all the power you get. In function, the turbine has reached an operational ITT limit then a fuel limiter will activate to ensure that the ITT is not exceeded. The effect is reducing power output. The fan speed is a reflection of that power level. Like I said, I have also experienced this in DCS to the point where the engine would not even complete the start sequence as the run up to idle hit the ITT limiter. The engine is designed to produce maximum power under design conditions. Basically I think in your case, it is a little to too warm outside and the temperature is above design. And while it does not seem like a lot of difference it can be a factor. If you add 50F to the OAT then the ITT goes up by 50F. If that additional temperature is above the setting of the ITT limiter then it reduces fuel until it is not above the limiter. As Zin implies, if that maximum temperature is too high the metal parts in the engine may start to bend and possibly the high rpm moving parts might crash into non moving parts etc. That is a bad thing... I would call it "Corn Cobbing". For more information you likely don't care about. The are other defueling limiters. Typically, high and low speed rotor rpm and maybe lubricating oil temperature those can also function in the very same way by limiting fuel. For land based turbines that produce electricity, OAT is a significant factor. For example, for a turbine unit capable of producing 100 MW of electricity if the OAT is 40F. If the OAT is 110F it may only be able to produce 80 MW. That is allot. So what is typically installed are inlet evaporative cooling systems. So instead if dealing with OAT you deal with Inlet Air Temperature (IAT). So another example, 110F OAT with 25F of inlet cooling then the IAT is 85F and the maximum power is now 95 MW. Congratulations, you just made allot more money. This is impossible for aircraft... Fly higher, earlier in the day or deal with the loss of power. Or like Zin says, override the controls and compromise your ride home. Caldera

Zin, My experience is strictly land based and some of it with aircraft engines. All with digital controls. The purge cycle always runs prior to initial starts and often is several minutes in duration. The reason is because generally there are massive exhaust ducts attached that provide for steam production. Caldera

Ziptie, Yes I meant China Hat (left thumb forward) and one day may I stop getting Coolie and China confused... EDIT: Flight Manual Page 409 • Targeting Pod (TGP). Like the Maverick, when the TGP is SOI and the "set sensor as SPI" function is selected, the line of sight point at ground intersection marks the SPI with a TMS Forward Long. This will be the same coordinates and elevation displayed in the TGP display. As the TGP crosshairs are slewed, the SPI will move along with it. To un-assign the SPI from the TGP, you may either use the "reset SPI to steerpoint" function or assign the SPI to another sensor. (example:) China Hat Aft Long. Sorry, more confused than ever. I did it to myself... Before my above post I spent some time re-reading this section in the manual. Then I went and flew so I could test this out. Lo and behold, as I watched the TAD the SPI was locked on to the TGP LOS. If I slewed the TGP then both the TGP LOS and the SPI moved together. Now, I can't seem to reproduce. Can I borrow a sharp stick or a maybe a pencil? Caldera

Nealius, Check the outside air temperature (OAT). If it is high enough that could activate the high exhaust gas temperature (EGT) fuel limiter (simulated) and reduce maximum power. I don't remember the temperature this occurs at. I should pay attention to that myself and find out... I had this problem really bad using the CREATE FAST MISSION option. It was confusing as hell. The engines would not complete the start sequence when the OAT was 50C. If they did start the fan speed was limited to like 72%. Caldera

Zin, Are the engine starter motors hydraulic or pneumatic? I may have muffed that. Are the manual motors required to purge for restart in the event of a failed to light off? How is the engine stop accomplished, going back over the horn? I wondered about the electric fuel pumps. Thanks again, Caldera

Hello, I never noticed the diamond before, it was hiding in plane sight. Caldera

Jason, Way back during my first engine starts (4 months ago...) I looked into that. My conclusion was/is that you can't. At the time, I was just happy to get the aircraft up and running. The actual A-10 is something like yada yada yah, engine control switch in Ignition then advance the throttle to the idle detent. This is suppose to initiate the engine start sequence. The start sequence would be something like engage the pneumatic starter motor, spin up to the starting RPM, turn on the igniters, turn on the fuel valves, check for EGT temperature rise, stop the starter motor and then spin up to idle RPM. At that time I wondered why the ALT-HOME (left engine) worked the way it did and I guessed that ALT-HOME initiates all the stuff I just described above. I am not exactly positive, but I think that moving the throttles past the idle detent shuts them off as well. And maybe the reason why things were programed the way they are might be exactly that. My Virpil throttle could most likely could be configured to accomplish that. I am not that familiar with other brands or what you own. You would need to be able to program digital buttons into the analog axis and set up your detents so that they were correctly positioned. -OR- Look into building yourself a button/switch box. Put some big buttons/switches on it that you can use in the pitch black darkness. It is extremely easy, quick and cheap. I used the Zero Delay USB Encoder Card (12 digital inputs). Caldera