chaos

Flamin_Squirrel (like the name BTW), It is a demonstration of what happens when you trim. The whole point of keeping hands off the stick is to show what an aircraft does without any input. I'm not suggesting that one should fly into combat with their arms crossed... I hope that is clear. You're saying the same thing as me except you word it differently. Possibly better, I don't know. The point being is that we're trying to show him how to trim. No need to yell, thank you. :)

Kylania, I've watched your track and have a few comments to make. The overall impression I get is that you fly the aircraft by trimming... mistake (sort of..). Use the stick for that. It's meant to do that :) You trim for speed. Try this; maintain level flight at whatever speed hands off. Now tap the trim switch up 2 or 3 times and keep your hands off the stick. You will see the aircraft starting to climb and do this see-sawing you're talking about. Keep hands off and let it do it's thing (speed things up by pressing Ctrl+Z if you like). Eventually it will settle back down, except your speed is now less than what you started with. Trimming is a 'continuous' process. Whenever your speed changes (or a change in configuration) so does trim. However, once you've trimmed the aircraft you should be able to fly hands-off (meaning a constant flightpath angle at constant speed). The whole idea of trimming is to take away the need to constantly having to pull/push the stick. The stickforces should be zero if you're flying at a constant speed and flightpath I suggest you practice by doing speed changes in level flight and try to trim away the stickforces to get a feel for it. If you encounter any problems I'd be happy to try and help you out.

Trimming in A-10C can be done accurately and quickly. I was too lazy to look up the keypresses until 2 weeks ago when I decided to map it to the stick. I won't "fly" without it now. Are you sure you've done it correctly? It works really well. Just 'click' your trim-button instead of holding and releasing it.

dnme, As you get closer, corrections should be getting smaller. Once you're established on final, try to let go of the stick once in a while and observe what happens. Make sure you've trimmed the aircraft!

... and that's how it should be done. However, if you're just starting out, you need some hard and fast rules on how to do the basic things.

I know that's how its being taught in some flight-schools but it is fundamentally wrong. It's a leftover from the days of Otto Lilienthal.. when aircraft didn't have engines to begin with... You point your aircraft where you want it to go and use throttle to control speed. By suggesting otherwise you make things difficult and confusing. Flying is not rocket-science. People tend to make it more complicated than it really is.

I've done that for the longest time. No such luck. Civilian Traffic is set to HIGH. I remember from BlackShark that they run on a schedule of sorts. Maybe it's not fully implemented in Warthog yet...

Would it be possible to post the train schedule. I'm just dying to do some good ol' fashioned train bustin'. Static trains are not doing it for me... Besides; I have to try and land it on a flat-bed as well. :)

Kylania, You have a way with words, dude! Made me smile. thx. :)

I'd say the chance of that happening is less than 0 :) Now; ED did promise, a long time ago, to make tools available for third parties to develop new aircraft. We're still waiting :)

Ex. 737 here... From what I remember there's no such thing in the checklist (other than the expanded checklist which basically covers _every_switch). The actual switch is easy to miss during your scan-flow. It is usually in "auto". No need to touch it unless you have pressurization problems in-flight. To be perfectly honest... I didn't check it's position every single time I did _my_ scan. Tragic accident but this could've happened to anybody.

It's a lot of trial and error but it does pay off in the end. I read the instructions in the /DOCS folder and the relevant chapters in the BS manual. I've finally managed to get a simple trigger to work. That's the problem with something powerful... it is usually not very user friendly. Keep at it and the Quarter will drop...

I think the confusion comes from "stall" and "incipient spin"....

Using rudder to prevent stall doesn't make any sense. It might actually result in a spin. Neutralize all the controls if a stall is impending. Only when a wing has a tendency to drop should you apply rudder cautiously. Decrease pitch, increase power in a coordinated stall. Your method might work in F4 (haven't tested it) but that says something about how the FM is coded, not how it works in real life (or properly coded FM).

It must have been LOMAC... It's nice to test take-off performance and reference that with the perf. charts in the TO 1A-A10 manual. Given my poor piloting "sKilLz" I'd say the FM is dead-on. Acceleration speed, which is all I had time to test thoroughly, was never off for more than 4 kts. Both at 35000lbs. and 41500lbs.

mangaroca, I've reviewed your track and I don't see you doing anything wrong (except rotating too late..). It seems your A-10 hits a bump on the runway, thereby damaging the nose-wheel assy. If you look at your nose-wheel (F2-view) in slo-motion, you can see that it fully compresses as you're about to 'hit' one of the last set of the piano-keys. I've done the same take-off, lifting the nosewheel early (avoiding the bump). I can then raise the gear as per normal... Even if I stray off course a little bit during the take-off run I miss the bump. Bug in Groom Lake/Nevada map?

They also stop spinning when you select the landing gear up (as per real A/C). Nosewheel keeps spinning obviously...

I started on the runway, engines idle. Applied max. brakes and pressure remains steady. Took off and returned to land. During the roll-out phase I get a Master Caution (disregard my previous comment) upon applying maximum braking (W key). L HYD gauge shows 0. According the A-10A manual; If L HYD fails, the R HYD system should take over and provide hydraulic pressure for braking (albeit without anti-skid). If that fails, there's enough pressure in the accumulator to bring the A/C to a full stop. I can only assume this is a beta-software issue....

Maybe I'm missing something here... I land on speed and in the touchdown zone on a long runway. I press the "W" key to apply (max) brakes. After a few seconds L HYD PRESS caution light comes on (without a Master Caution I might add). Is this normal system behaviour? I doubt it. Hence I end up in the grass at the other end :-) I should be able to apply max. braking under normal conditions.

Maybe take a re-fresher course... ? Joking!!!! :-) Like Eddie said; there's no need to stand on the brakes (unless you have to make due with the "W" key for braking like I do). Pumping the brakes is discouraged because it doesn't do anything except increasing your stopping distance. With every brake-application, you're forcing the anti-skid system to re-calculate how much pressure should be bled in order to prevent the wheels from locking up. It can take up to 3 seconds for the system to calculate how much pressure should go to the brakes. I assume the military systems work on the exact same principle. I've been flying for 22 years now (currently B777) and still learning every day...

Okay, I'll email flight-technical of our company and tell them they've been wrong all along. Might as well get Boeing and Airbus involved as well. :-)

With engines idle, hydraulic pressure would be more than sufficient to operate the brakes. Even with the pumps not running, there would be enough pressure in the accumulator to brake (i.e. hydr. failures). "Pumping" the brakes is not smart as you're forcing the anti-skid system to continuously cycle in an effort to find maximum brake pressure for existing runway conditions. This will increase your stopping distance. Especially during hydr. failures you should refrain from pumping as the accumulator will only allow a maximum of 5 applications before pressure drops below safe levels (A-10A). Besides, as anti-skid is not available with alternate brakes, you'd be well advised to brake cautiously because you may blow a a tire. It would be interesting to see if ED actually modelled this anti-skid behaviour.

Ah yes... QEMM, LOADHIGH and whatnot. Those were the days... :-) Tornado anyone??? Real life got in the way, 10 years ago, and I haven't had the time to fly sims since then. Now I'm flying DCS:WH on my laptop, with the arrow keys as a stick... It's not good enough so I'm thinking; "should I buy a proper desktop/HOTAS/TrackIR"? Hell, yes!

I'm unfortunately not able to pre-purchase the software just yet. Can somebody confirm the following; TACAN range is a four-digit number (fourth digit being 10th of a mile) in the sim. From screenshots I've seen so far it appears that range is depicted as a 3 digit number which, according to the A-10A (TO1A-10A manual), is not correct. It's as if the artist has forgotten to include the 1st digit drum. The TACAN range window (in-sim) does actually allow the 1st digit to be displayed but is currently a "black hole"...

The DCS series screams SEPECAT JAGUAR. No radar, plenty of switches to throw, does both A-G and A-A (A-A is a bit of a stretch), sexy and fast in a 1970's package... wooohooo! ;-)