ASAP

I have no idea how much each ballast plate weighs but they sure look pretty heavy. Although… they are far forward of where the ammo drum is (in the nose gear well vs the ammo drum aft of the seat) so I’d guess that probably lets them get away with the ballast being lighter than the ammo and still keep the CG in limits. So I dunno.

It’s the same gross weight. The only thing they did was add in a lot of wiring and replaced some of cockpit components with computers. Whatever weight difference is negligible. Engines didn’t change at all. the aircraft cannot fly without the gun, they can fly without bullets but they add in ballast plates in the nose to compensate so there’s not much of a difference in gross weight either. the interesting part of the demo video is the pilots first ops check when he calls out he’s only got like 3000 lbs of fuel. That’s why he’s so much more maneuverable and has so much G available.

You’re not wrong, but if your a MALD truck that probably means it’s a high end fight and you don’t want to ditch your defensive counter measures. Especially since your probably also the primary for CSAR. Even if you’re down to just 7 or 8 pylons each A-10 is individually freeing up a 4 ship worth of vipers to do other stuff.

You can’t use station 6 if you have something on 5 and 7. So you only have 10 useable stations. Although Really you only have 7 or 8 for A/G weapons if you bring TGP, ECM pod and Aim-9s

^ this is spot on. This is not at all technique where pilots can pick and choose how they want to do it in real life. A correct altimeter setting is 100% procedure. The jet compares GPS derived altitude and your barometric altitude to do a lot of the background calculations for weapons delivery. Obviously this is a video game so do what you want but if you like realism… Your altimeter should be set to QNH because that’s the way the airplane is designed to operate and that’s the way the flying world does it. When tactically employing weapons it should be QNH. In real life any time you are in a MOA or on a range or in combat every aircraft is on the same altimeter setting and it’s local QNH. The only time you shouldn’t be using QNH is on a cross cross country flight and your above the transition level where everyone is using 29.92. You set it back to QNH as soon as you descend below the transition level. in real life you get the local altimeter setting from the ATIS, ATC, or even the JTAC when you get routing & safety of flight info when you check in with them. To get the next best thing for DCS make sure your altimeter is reading the same as the runways touchdown zone elevation when you are lined up for takeoff. Fortunately that works across the AO.

QFE is what I meant to say every time I said QNE in my last post. My bad mixing up the terms. To the best of my knowledge Russia is the only one I know of that uses QFE.

Real world flying procedures for the A-10 is use QNH always. In the US that’s the way instrument procedures are designed. I know some places around the world they use QNE, but I’m pretty sure if US jets will be operating out of those bases the pilots have to either be specially trained to use QNE approaches (because by default they are not) or the Air Force will make its own approaches for their jets. When you takeoff your altimeter should be showing you your MSL altitude. There’s lots of reasons why that is important in the A-10 the IFFCCE and LASTE system Using it for weapons delivery calculations being a big one. The altitude Yurgon talked about where everyone sets 29.92 is called the transition altitude and in the US it defaults to 18000 feet. In Other places around the world it can vary based on location

I don’t know, this is purely a guess… but I’d guess cost, complexity, and the “worth it” factor came into play when they were designing the jet. Of the trimming a pilot does 95% is elevator trim, 4% is roll, and 1% is rudder. Those numbers are totally made up, but my point is they probably didn’t bother with it because it’s not that big a deal to give a few clicks of roll trim after weapons release vs elevator trim which is a near constant process especially in a jet that’s designed to be aerodynamically unstable.

I’d be surprised if we get the comm Page on the MFDs. The ARC-210 doesn’t really tie in with that. The comm page is more IFF and datalink related than comm ironically

Partially correct. The wheels actually cannot move freely in flight. The hydraulic system that raises the gear applies the break on the way up to stop them. Then in the gear well there is a spring loaded brace mechanism that holds them firmly enough to prevent rotation due to aerodynamic drag. That brace is week enough that wheels will still be able to turn freely if the jet lands gear up.

No. The intercom letting you talk on all the radios is not accurate. That’s a bug or at least incorrectly modeled. So my understanding of real life procedures is to always have the wafer switch set to VHF. That way pushing the button forward is always for the front radio, mid for the UHF and aft for the aft radio. The intercom and hot mic nobs are used together, either both on or both off. Pull both up and you’ll talk to your crew chief or tanker boom operator without having to press any buttons. They’d also do that if they want the HUD tape to record their voices. Especially with arc-210 radios (which we should supposedly get some day) the wafer switch is kinda an unnecessary hold over from the A model so they don’t mess with it. side note. Pilots talk to the crew chief a ton during normal ops. They need to communicate with them for all the ground checks and before starting engines or moving any control surface. Same with their arming/dearming crews. When the ground crews are working under the aircraft pulling pins or putting in chocks or looking at stuff the pilot should have his hands away from the controls so they want to be able to talk to them without touching the throttle.

Yup. Your in HARS mode.

You have a left to right crosswind in that image (which is perfectly normal), or you are flying uncoordinated with a whole boot of left rudder. Look at the CDU steerpoint page and it will tell you the winds in the bottom left. Also look at the slip indicator to make sure it is lined up.

Looking at an old TO I found online, that is exactly what the manual says it should do. This isn't a bug, its correctly modeled

I remember reading somewhere that If flaps are DN the flaps should retract to something less than like 10-15 degrees due purely to aerodynamic forces. Starting from 20 degrees in the full down position them only moving 4 degrees up seems at least close to realistic. They won’t retract all the way. Once you turned emergency retract back off hydraulic power was restored which allowed them to retract normally.

Short answer: no. Best you can do is quickly switch to another target and fire again right away. Real life mavericks need a bit more care taken to lock onto the correct target and it needs to be done individually. The jet also has no capability to control more than one maverick at a time.

Simple answer is the x or y makes a difference. 6X only pairs with 69X not 69Y, 6Y only pairs with 69Y and not 69X. It’s easiest to think of them as completely different frequencies. Generally ground stations will be X and air to air tacans will be Y but I don’t think that’s a hard and fast rule

Real life there are air refueling rendezvous points, control points, set rendezvous times and talk ons both from radar controllers and tanker position callouts like you said. Probably easier for DCS to sprinkle some magic dust on the whole thing and just give us a tacan bearing. Doing it the right way requires a lot of mission planning, understanding of procedures,(and a smart tanker crew like you said). I can’t really fault DCS for taking the easier option here.

nope. All you get is range. DCS has it backwards.

From everything I’ve ever read/heard, IRL the tanker would have a tacan code (x or y doesn’t really matter whatever is assigned) and the receivers would set their tacan 63 out from that and matching the x or y (ie. if tanker has 6Y receivers have 69Y set). The tacan should be set to AA T/R and the fighters would get range only to the tanker, no bearing.

That’s not what the HUD was ever designed to do in the A-10. It’s not approved as a primary reference for instrument flight. The HUD is designed to make it easier to put bombs on target. Look outside at the runway or use your instruments. There’s a reason all Air Force pilots start in the T-6A that has no HUD.

I am not at my computer to test it but I thought if you go to the waypoint page and re enter the MGRS coordinates it forces the system to pull an elevation from its terrain database and overwrites any manually entered elevation.

Oh yeah. That was a mistype. Thanks!

My understanding is that the pitch ladders adjusting for winds is to make it easier for diving weapons deliveries. Which A-10 pilots care about a lot more than using their huds for instrument approaches. also. The HUD is not approved as a primary reference for instrument flight AFAIK. The pilot has to be looking at that ADI and HSI regardless while flying instrument approaches. If the pitch ladders are All the way off the side of the HUD on final though I’m thinking he might run into so,e crosswind limitations

Quick pile on to all that. Anytime you use any weapon in CCRP it’s going to go (or your weapon will at least try send it to) your SPI. So once you’ve found it in the TGP and made it SPI, that is now your target for JDAMS, LGBs, CCRP loft rockets, etc… The only big issue with TGP SPI (it’s really “TGP line of sight SPI”) is it’s not a coordinate that the jet has stored, it’s just where the TGP is looking right now. So if you find a target then slew the TGP crosshairs off your weapons intended impact point the weapon won’t go where you want. Because of this I usually find the target in the TGP then use TMS right short to make a mark point on what my TGP is looking at, then I use TMS right long to make the mark point my SPI now if I slew the TGP off target by accident I can slave all to spi and the TGP will snap right back. But no matter where the TGP is looking CCRP symbology will be for the mark point so I can still slave my maverick there or just drop a JDAM on the mark point. TMS right long will always make the last mark point you took SP so you don’t need to worry about switching around between mission and markpoint databases.