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In real life you have approach plates for all airports you can reasonably expect to use. In them you find all the information you need. I think sources for the plates have been suggested in this forum. Don't despair, you do not have the information a real pilot would need (and have) so it is not surprising that the learning curve appears impossibly steep at times. :)

Laterally it doesn't matter much, as most guns are pretty much on the centerline anyway. In that respect, far out is best as short convergence distances will spread your bullet streams if you attempt sniping shots at long distances. Short convergence distances will give you significant bullet drop at longer ranges, while long convergence distances will only give you slightly high hits in close. E g you can zero a hunting rifle intended for moose at 80 m at 200 m and only hit slightly high at 80, while still being able to take a long distance shot if require. The hit area is big enough. Hunting birds, it's a different game. 250 is probably a goodish setting. Lastly, the bullet spread of those old guns is significant anyway, so we're talking shotgun rather than sniper rifle. :P

For a precision approach (i e approach with vertical guidance) you have a decision height, at which you either have the runway or go missed. That point should coincide with the middle marker. For a CAT I ILS the DH is usually around 200 feet above the threshold. Very few runways have inner markers these days.

In a standard atmosphere... ;) Or unless you are doing pressure pattern navigation. Or unless there's no better option - it'll be probably be a whole lot closer than your educated guess based on the last forecast before departure. :)

See point 18l on page 38 of the Guide for Aviation Medical Examiners. I think you will need to talk with an AME to find out. Contact information here. Give them a call and get referred to someone close to where you are. They're not a bad bunch in Oklahoma, and they're the only ones who can give you a solid answer. Here, it will be just speculation as I doubt we have an AME on board. If you are through it with no ill effects affecting your ability to act as a PIC and no increased risk of a second event, they won't tell you no just out of principle. Best of luck!

If measuring distances which are all on the same scale is all you do - no problems. For anything more advanced, you run into problems. What's the angle relative to the horizontal to the top of that 300 feet high mast 1300 yards away? How many Joules will it take to go through 270 degrees with a 2 yard lever arm against a torque of 27 lbf-ft? What happened to the Mars lander, and what did NASA do about it? I won't even mention the slug workaround.

But wind correction angle and thus airspeed is a factor. Rotating at 65 the effect of wind will be felt more than when you rotate at 100...

You also get to have the manufacturer e g install different engines, a different avionics suite, add sensors etc etc. Let's have the Canadian or Finnish Super A-10E with 30% more thrust, full glass panel, IR-OTIS and metric altitude!:thumbup: Or should we perhaps stick with simulating existing aircraft? (BTW, my air force use both systems now, after having been all metric. No problems. I've flown and navigated in both mph/m and knots/ft myself, and can't say I'm much bothered converting. Same type with different unit gauges - that's when it'd get a wee bit interesting.)

If you reverse the axis you will be setting yourself up for creating some very funny tracks once you start using differential braking. Left pedal forward = left yaw in real life, and I strongly suggest you leave it that way... or we'll demand to see those tracks. ;)

Were you parked with a tailwind? Jet engines don't like that. Impressive that they have hung starts due to ambient temp modelled! Now, let us research the effect of wind direction and altitude. :)

One of those topics where opinions vary. Adding half of the headwind and all of the gust factor (i e gust speed in excess of basic wind speed) works well to keep you out of trouble. Normal procedure for the A-10 is also to add 10 knots to the recommended speeds for crosswind components in excess of 20 knots, in order to compensate for ASI errors as you slip into the wind on short final. Example: 20G30, 20 knots gusting 30 from 45 degrees off the nose would mean a headwind of 14 knots, so add half of 14 plus all of the gust factor, 30-20, or 10 knots. An approach speed of 120 knots would then become 120 + 14/2 + 10 = 137 knots. For extreme weather, this has to be applied with a bit of common sense. Try applying the rule of thumb blindly in 30G49 down the runway... and prepare to go supersonic on the approach. :) Aileron into the wind is not required for the A-10. The wide track means the wind is not likely to lift the upwind wing. You add half of the headwind as you can expect the wind to drop as you descend. If your approach speed is 120, your stall speed should be in the region of 90 knots. Imagine coming down the approach, fat dumb and happy, at exactly 120 knots. Then you enter the still air behind an obstacle, and that headwind goes away. All of a sudden, your airspeed drops by 14 knots - half your stall margin. Then a gust comes along from your rear, dropping your airspeed a further ten knots. Now you're at 96 knots... and then you correct the wing drop caused by the gust using aileron, increasing the effective angle of attack of one wing tip and thus increasing the stall speed of that wing. That's the recipy for an incipient spin down low, a surefire way to get yourself killed. There are really three different crosswind techniques: 1) Fly the aircraft in a crab (nose pointed into the wind) all the way to touchdown. Hard on the landing gear, but landing gears are designed to take a lot of punishment. Apparently the mains of the B747 are built to take the beast coming down at a 45 degree crab. Slightly overdesigned, if it's not a hangar tale, but they should cope with a lot. The A-10 dash 1 clears landing in a crab as long as you see the runway through the center windscreen a 10 degree crab. 2) Fly the aircraft in a crab until just before touchdown, when you push the downwind rudder pedal to align it with the runway. Apply aileron as required to keep the wings level. Must be initiated late enough for the inertia of the aircraft to prevent the aircraft from starting to drift downwind to any significant degree, or that downwind row of runway lights will start coming close very quickly indeed. 3) Fly the aircraft in a crab until short final, where you align the aircraft with the runway and lower the upwind wing into the wind to enter a slip to prevent the aircraft from drifting off the runway centerline. The distance at which you go from crab to slip can be varied due to conditions and personal preferences. You touch down still in the slip, upwind wheel touching first. (1) is easy, but hard on the equipment. Still, making mess out of (2) or (3) will likely be more damaging. (2) requires careful timing, but as you touch down level it is good if you have low-slung podded engines far outboard, or if you have stores under the wing which reduce ground clearance. (3) is easy, but you risk striking a wing tip, an engine pod or stores on the runway if the bank angle is too large. You are applying crossed controls, so be vary of your air speed. Remember that you cannot trust your ASI when you are in a slip. Landing on one wheel first effectively increases the damping in the landing gear, making it easier to land smoothly and avoid bouncing. All three can then be combined to varying degrees.

Weeeeeell... carriers may not be all that common in the Black Sea... but there's plenty of room in Nevada! ;) (Some real life concerns, like shorelines, will of course have to be ignored)

700 mmHg = 29.92 inHg = 1013 hPa. You don't have anything in the cockpit showing you the pressure. You have the Kohlsmann window on the altimeter where you set the pressure in order to read the correct altitudes. It makes sense that this does not change with outside pressure. ;) Change the altimeter setting until the altimeter reads your current altitude, i e threshold elevation when lined up, and you can read the current pressure off the altimeter. It would appear that ATC is still buggy as far as as QNH settings go.

I think you will find that you were either real close to the airport (such as abeam the runway) or within those magical degrees off centerline. Covers a lot of the airspace which would be used for vectoring. Didn't have a GPS up and running by any chance?

Interesting. What's this 'reasonable range'? 10 nm? In the UK? Reciprocal localizers can have different frequencies - and be active at the same time. There's a regulatory move to introduce interlocks though, effectively disabling one LOC if the opposing one is active. Having two reciprocal localizers on when they are on the same frequency makes for an interesting day in the air... :P

The localizer ident is modulated on the localizer carrier, so if you are outside of the localizer lobe you're not getting ident either. The localizer is definitely directional. While the nominal coverage volume when reasonably close is normally 35 degrees either side of centerline (and outside of 35, it drops drastically even though there are often clearly detectable false nulls, i e signal of sorts, outside of this), the ident is usually weak (weak/distorted) outside of say 25 to 20 degrees off centerline well within the range where you'd be tuning and identifying the facility. Seeing how the Wilcox systems predominant in the US differ very little from systems mainly used elsewhere, this should apply more or less universally across the globe. When real close though, as I stated previously, I would expect the ident to be receivable more or less omnidirectionally - yet to be verified.

Nose wheel steering behaving as it should? Slip ball over to the left, so it's not just the HUD ladder due to wind? Apologies if this is old news, but it has confused quite a few people. :) Can you correct using left pedal? Rudder position as seen in external view OK? Cheers, Fred

Everything except the aircraft... which only comes in one flavour. It'd be painful to see an aircraft modelled to that degree of detail have non-authentic gauges tacked on.

Keep the ADI bars stowed. The glide path course deviation indicator is the triangle to the left of the ADI and the localizer CDI is the center bar on the HSI course arrow. Use those. The ADI bars should be command steering*, i e tell you where your nose is relative to where the aircraft systems think your nose should be in order for you to get/remain established - a faux autopilot of sort, using the pilot to activate the controls. As of the release, the ADI bars appear to have been made into simple ILS repeaters, probably as the command steering wasn't really working too well - especially with the HSI being off. I'd expect this to change back eventually, so you're likely to be better off learning it right - with the ADI bars stowed. *) Unless the actual aircraft was changed in a very illogical manner in the conversion from A to C model.

Instead of a chase for photos, how about you finding a technical description of how a HUD system works supporting your claim? You will not be able to find one. The technical descriptions are easily found on the net and they all show that it is modelled correctly. The DEP is the only point which can be argued here, and there we have plenty of photos showing pilots moving in close to the HUD when employing weapons. You are not wrong. It is right there in the (real aircraft) manual that the information in the HUD is not to be used as primary reference for flying the aircraft. Cheers, Fred

Former colleague of mine hit a deer with a C172... while airborne! It jumped out on the runway when he was early in the flare, went under the propeller, between the nose and main gear and hit the empennage, missing the stab. About the only place it could hit without doing damage! He went around and then tried each main in turn, hoping he'd still have a nose gear when lowering the nose after landing. Then the interesting part came. Here, you are legally required to report hitting a deer to the police. After they got to the part where they asked about his vehicle, they told him to stop wasting their time calling when drunk and hung up on him. :megalol:

Like most of them, it seems... :mad: Where are you finding this information? What exactly does GameOutput() do? What does the Configure(&Joystick, MODE_FILTERED); statements do? Won't that script trigger the if() clause only when the event itself is that S4 has been pressed, 'o' passed into the event handler method presumaby being the device triggering the event? I e hold S4 and press any other button and it will only do the default event handling, through the (also undocumented, to the best of my knowledge) DefaultMapping() method. Could this work? int EventHandle(int type, alias o, int x) { if(!Joystick[s4]) GameOutput(&o, x, o[x]); DefaultMapping(&o, x); } [/Code]

I prefer the dynam... oh... I'll just shut up then, shall I? :D

That would delight me immensely. Now, where does it say how? I've done a bit of RTFM. The 'F' in this case certainly does not stand for 'Fine' and can't see it mentioned. Google only brings up this very thread. Cheers, Fred

I think that the answer is that TM needs to get their act together and provide us with a means to program the stick and throttle without combining them or redoing the programming from scratch. What I want: Two devices viewable to the computer, with DX buttons, where modifiers (paddle switch, etc) can work across the devices for programmed key commands. And Foxy back. Target is as silly as the made-up acronym.