arteedecco

Welcome rss0900!!! This is a great community! You have to have a thirst for learning and be willing to dig around in the forums, manuals, etc., but you'll get the hang of it. The game is so awesome that it is truly worth the effort. Please, read this thread: http://forums.eagle.ru/showthread.php?t=72784 Another potential solution is: You may be in "Point Track" mode, which is where the TGP stabilizes on a fixed point based upon optical differentiation. You can tell if you are in Point Track because the TGP display will have a little square in the center of the crosshairs. In Point Track mode, the TGP tries to slew back to the point you were originally targeting. Take a look at the really well done User manual on the Targeting Pod (TGP Page (A-10C Warthog, approximate page. 320). Scroll down to approximately page 331 looking for "Track mode:" where it describes AREA and POINT modes. Let us know if any of this solves your problem! Happy tank busting!!!

Have to agree with Bahger. This is a quick, yet effective method. Each of the solutions posted is valid and will work as well, just depends upon the situation. Good thread!

Re-flew the mission as Dodge flight (tasked with taking out the SA-6) and had much better success. Flew at lower altitude. Instead of around 500R, I was down under 200R, close to 100R. The workload en-route was high maneuvering through the canyons, but there were *no* MANPAD launches at all. Definitely was fired on by AAA, but no hits! This is an exhilarating mission for sure! I was able to pop-up and slew my TGP onto the SA-6 radar, drop down for cover, slew MAV to TGP SPI, pop back up, get lock on MAV and fire. Problem was I got complacent after taking out the SA-6 and also was not familiarized with the various RWR threat symbols. The EWR (diamond "S") confused me until I looked it up later in the forums. The "S6" also confused me (Tunguska). The "6" had been downed by my MAV, woot! I think being low in the canyons, which mandates heavy maneuvering was enough to keep me out of the acquisition envelope / transverse capability of any MANPADs, which was good to see. FINALLY! I will say crossing ridges in the A-10 takes special consideration when loaded (heavy) as the performance may not be there to clear the top of the ridge! (boom!). Anyhow, great mission!

Just in case someone is reading this who doesn't know: Maverick alignment takes 3 minutes Once you've powered the Mav ON, you can check the timer on the MAV display on the MFCD, bottom-right corner. Thanks Zeke, I didn't know you could power OFF and then power back on to regain capability (not sure how true to RL that is, but good to know!).

I think to Bucic's point, don't think of using rudders differently in acro. versus regular. It's all the same (or maybe I'm misunderstanding your question :)). As he said you're not using ailerons and elevators differently, the principles upon which they work and how you use them remain the same while flying, regardless of acro / normal flight conditions. After all acro IS flight. You simply use rudders to keep the plane streamlined and coordinated... that is, unless your goal is to do uncoordinated acro., but that's a different story. Look at the Pilot's Handbook of Aeronautical Knowledge in the sections about Aerodynamics of Flight (Ch.4). I hesitate to give sweeping general rules of thumb (especially since what I'm going to say emphasizes instrument reference over stick-and-rudder flying), but because we don't have a good medium for teaching basic flight fundamentals...... in normal flight conditions you use the rudders to keep the ball centered in the Turn and Slip Indicator. (reference the A-10C Warthog manual, approximate page 110, Figure 88. Attitude Director Indicator, item 4. Turn and Slip Indicator).

Hehe :), bad wording on my part. I meant it is more about "nuts and bolts" (science) as in where are things located, how do they work, and the science of things, rather than as you mentioned with the AFH, simple pilot howto. Cheers and thanks again Bucic!

THANK YOU Bucic!!! Long answer: The Pilot's Handbook of Aeronautical Knowledge is good for the mechanics, but the Airplane Flying Handbook is a good reference on How To from a flying standpoint: http://www.faa.gov/library/manuals/aircraft/airplane_handbook/ I recommend you look at Ch.3, page 3-7 (28 of 40), "Level Turns". Keep in mind a single-engine prop plane, which they use for the examples has what are called "left-turning tendencies" that result from having a single spinning propeller (which has mass and causes all sorts of issues at low speed and high prop RPM). You will not have to counter the left-turning tendencies in an A-10 like you do in a single-engine prop plane, so in general rudder is used to a lesser extent in the air (take that with a big grain of sand because it's a vast generalization). While nosewheel steering is engaged, the rudder pedals move the nosewheel left / right AND the rudders (vertically mounted flight controls on the "H" tail). At speed and in the air the rudders deflect just like the other flight controls (elevator and ailerons to name a couple major ones), causing the plane to yaw left / right. Ailerons result in roll, elevators control pitch. Rudders really aren't much different from an aerodynamic standpoint. When you pitch the plane up / down using the elevators the plane has less tendency to return to its starting point. When you deflect rudders and then release pressure, you'll notice the plane quickly tries to streamline back to the direction it was going before. Short answer: Now, to answer your question. The rudders are used primarily to coordinate turns (read the part in the Airplane Flying Handbook I linked above), to help in crosswind landings / takeoffs and to compensate for yaw if you lose an engine or have a partial power loss in one engine. There is much more to it than that of course, but you have to start somewhere. When I fly the sim, not having rudder pedals, I pretty much ignore rudder input in the air, which in the SIM you can get away with as long as both engines are operating and are at close to the same thrust output. On the ground and during takeoff / landing I use the keyboard shortcuts "z" and "x".

Thanks sobek, good to know! By "hardwired" I meant, you have no control to change it yourself.

Correct me if I'm wrong, but I think you have to create a new forum user. I went through the "User CP" nav menu link located at the top of the forum (Just below the DCS header) and couldn't figure out how to do it. I suspect it's hardwired once you create the user.

Also note, the EAC is not supposed to be on during landing and I believe for takeoff as well. Will look for thread on this... Reference this: http://forums.eagle.ru/showpost.php?p=1065911&postcount=13

I'd definitely recommend you get (beg, borrow, or steal) at least a control stick of some nature. The X52 is under $100 if you can afford that and does pretty much everything... alas... I lust after the Warthog HOTAS, but being that you're casual I wouldn't point you towards that. Frankly, the game is so detailed that you are jeapordizing your continued enjoyment of the game by not getting a joystick. I'd get one. That way you can also enjoy other flight sims and FPS games that allow you to operate flying vehicles. It really does add to the experience. Take a look at the Wiki here: http://en.wiki.eagle.ru/wiki/DCS:_A10C_Training_Supplements Download the PDF "A-10C Sim Mode default mapped keyboard commands". Look for trim to learn what the keyboard shortcuts are. This will help you I would imagine!

I also have been working on my TGP skills as I feel that others are quicker and more capable at disseminating and prosecuting targets, while I buzz around saying, "where is everything!?" One thing that helps me a lot is practicing with labels ON (Left-shift + F10, if enabled in the options). This way you can calibrate what you're doing versus what "think" you are doing in relationship to the targets actual location. As far as the JTAC goes, sometimes they will mark targets for you and give you bearing / distance from the mark. Depends upon the JTAC unit of course. It's generally easy to see the mark in the TGP and with your Mk.I Eyeball. Also, in some missions the JTAC will provide timed updates based upon the mission creator's programming. Right now the JTAC will give you a ballpark and you have scan down the targets, which ranges from difficult (e.g. targets in a city, or single target instead of formation) to very difficult (e.g. moving target, especially if off-road). I would certainly like the JTAC logic to be updated. It seems reasonable that if you ask for updates, they should provide more talk-on to the targets, especially if the JTAC is still in contact with the target. I would also expect that a Predator UAV should be able to give you exact and up-to-date / moving coordinates (maybe even shared, moving sADL SPI on the TAD???, not sure if that's possible in RL?), while a ground recon team would have a limited LOS and useful area in which they could talk you onto targets.

Read this thread. The CCIP Invalid and DTS discussion is detailed here: http://forums.eagle.ru/showthread.php?t=68745&highlight=CCIP+Invalid As I understand it... In short, "yes." When you slew the TGP onto a target, with the TGP set to SPI (Sensor Point of Interest, TMS forward long) the FCC uses the INS-determined position of the TGP diamond. However, this data is imperfect and does not account for the fact that the TGP does not actually "see" the target. In other words, if you have the TGP fixed on a target, it is actually calculating the distance just beyond the target as if the target weren't even there. If you fire the laser briefly, it actually bounces off the target and gives you more precise distance information, which the computer uses to update the position originally determined by the TGP. So, if you have a more accurate determination of the altitude difference between your aircraft and the target, your FCC will be able to get a more accurate calculation of when to release the bomb, therefore increasing your bombing accuracy. The best accuracy would come from minimal slant-range. In other words, being right over the target. To reduce slant range, be as close as possible and as high as possible. All of the above assumes you've made the TGP the SPI and you've slewed it over the target. Your goal then, is to get the bombsight pipper (CCIP reticle pipper) OVER the TGP diamond, which should be on the target, or where you'd like the bomb to land. The TGP NEVER tracks the CCIP reticle. To further your understanding: Nobody likes this kind of answer (lol), but you really should take some time and read the manual regarding "Combat Employment" [look in the table of contents] (http://www.digitalcombatsimulator.com/en/downloads/documentaion/). The sections on Unguided Bomb Employment, Laser-Guided Bomb Employment, IAM Bomb Employment are concise, but complete for CCIP / CCRP and will give you a huge step forward in your understanding. Also look at the Wiki (http://en.wiki.eagle.ru/wiki/DCS:_A10C_Training_Supplements) for the startup guide. A correct startup ensures you have your INS aligned completely and that you are in DTS mode, which will eliminate a lot of annoying problems when bombing using CCIP / CCRP and manual release.

Out of principle I wanted to mention that in general the A-10 is not a SEAD / DEAD platform. That being said, in this SIM we are often presented missions / scenarios where we have to take out SAMs. The one tactic I haven't seen in this forum so far is low-level terrain masking, similar to that used by attack helicopters. Obviously there isn't always an option to use terrain in a flat area, which it seems is your case? If there is terrain, approach the SAM threat low-level and do a pop-up maneuver to ID and engage the threat. A good mission to practice this is versus the Tunguskas and SA-6s in the "In the Weeds" mission. There is a ridge line that protects you from the SAM threat. After you have wiped out all the enemies in your planned flight, you can work on the SAM sites using the mountain range as cover. Another thought is to make use of a wingman (probably have to be a player as this is a complex task for AI). One aircraft can stand off at a range outside the engagement envelope of the SAMs, while the other aircraft uses terrain to get inside for a MAV shot, popping up to nail the designated SPI / target.

Keep in mind that firing the laser AFTER releasing a "dumb bomb" is useless as they don't have seekers or guidance fins, unlike Laser Guided Bombs (LGBs, such as GBU-12 10). LGBs guide on the coded laser beam, which must be fired proceeding bomb impact (after release of the weapon). GPS weapons like GBU-38 and GBU-31 do not use laser guidance either even though they are "smart" weapons and guide to a designated point on the ground using steering fins. Like "dumb bombs" the GPS-based munitions benefit from firing the laser for a moment before releasing them because, again the laser increases the accuracy of the markpoint. Sorry if all of that is rhetorical. Read the beginning of the manual for good, concise summaries of the various weapons and how they work. To be effective, you really do need to understand the various weapons systems and how they work as well as their limitations. Happy bombing!

Cant stress this enough: Essentially, "dumb bombs" ("iron bombs" like Mk.82AIR, Mk.82) fall without guidance AFTER being released. The fire control computer (FCC) though helps you calculate the precise point of release to give you the best chances of a hit. It uses the position of the target. If you fire the laser for a moment, the position that the FCC uses is much more accurate and therefore, so is your release calculation.

Have you gone into the Options and disabled all Yaw axis inputs? I have an old X52 where the twist (Yaw) sensors on the stick are crap and when I have those inputs set in the game Options the plane jerks and yaws as the sensors flutter. The fact that you're always going to the right doesn't match my experience related to wind / loadout. Try w/out any weapons at all and from different ends of the runway. (if you haven't).

This is a video shot by Geskes Times: 2:15 and 6:00 a0ct7Lu_kAA It seems in this video that he is just driving along (can you see what his countermeasures are doing???) at very low level and avoiding MANPAD shots w/out really doing much. I'm assuming he's either in AUTO or SEMI (which is it?). He is staying below 300R (usually around 130R) in general and doing no ridge crossings. The rest of his YouTube stuff: http://www.youtube.com/user/geskes

Yep good point. Also good point to Kaiza on the effect being the same on large and small planes alike. Speed is the key. I still feel that the effect of the crosswind is too significant on takeoff. How do we differentiate between wind effect and the turbulence bug?

http://www.calculateme.com/Speed/MetersperSecond/ToMilesperHour.htm 2 m/s = ~4.5 miles per hour (mph) FYI, in aviation speeds are often recorded in Knots (nautical miles per hour), e.g. the speed indication in the HUD is in knots: 1 miles per hour = 0.868976242 knots per hour (knots) Therefore, 4.5 mph is about equal to 4.5 miles per hour = 3.91039309 knots per hour (knots) The effect of ~4 knots from the side is pretty light. Even flying Cessna 150's / 172's, which weigh under 3500 lbs at takeoff this doesn't take much to counter. An A-10 weighing (typical CAS loadout) 47,000 lbs. on takeoff would have a lot more resistance (inertia) to a light 4 knot crosswind. Admittedly the cross-section of an A-10 has a lot more surface area for the wind to act upon but with dual rudders I would think 4 knots would be quite subtle. In short, you wouldn't have to do much with the rudders / flight controls to counter that light of a wind, which is why I think the sim is dramatically overdoing the xwind effect on takeoff. (possibly due to the turbulence bug???)

If you haven't checked this out, use it. I do and it maps speedbrakes to slider. http://forums.eagle.ru/showthread.php?t=58484&highlight=saitek+x52+profile

Other thing I would mention is fly the same mission again, but call the groundcrew ("\" then "F8") and ask for a rearm. Remove all weapons and external ordinance (assuming there is a "gun only" loadout, I can't remember if there is or not?) and go to takeoff again. Flying the tank busting mission last night where all you have is the gun, I noticed a LOT less of this odd yawing / rolling issue. The plane was down-right pleasant to fly! :) Go figure. Even climbed like a champ! Conversely, on a later mission I was loaded with Anti-Armor #9, which is quite close to symmetric (discounting TGP, ECM Jammer Pod, and AIM-9s). There was a stiff right-hand cross-wind on takeoff. (note: I do not have rudder peddals and have to use keyboard "z" and "x" for rudder input ... booo!) I switched off nose-wheel steering as I went through 50 KIAS and proceeded to drift off the runway to the right (into the wind). Not sure what the speed was, but it was strong (approx. 30 knots at the waypoints according to the CDU, not on takeoff). The HUD was way off center most of the flight. Keep in mind, at low speed the crabbing effect of xwind will be greater than when you're at cruise speed. I'm not sure if the sim will "give credit" for this, but using proper cross-wind takeoff / landing technique may prove useful. I tried it a little last night, but need to do more testing. Crosswind takeoff technique (page 21 of 44, 5-5): http://www.faa.gov/library/manuals/aircraft/airplane_handbook/media/faa-h-8083-3a-3of7.pdf I also would be curious if the SIM is over-doing it a bit (may relate to the turbulence bug mentioned previously)? Possibly, in real life to pilots leave nose-wheel steering on until a higher speed if cross-winds are in excess of 15 knots (direct crosswind component)? This would allow for the rudders to be more effective before disengaging nosewheel steering.

Hi all! I've been trying to search for a comprehensive thread covering MANPADs, but have had little success, so I wanted to start one. [For SAM tactics: http://forums.eagle.ru/showthread.php?t=72951] I think people grasp the idea of radar-based SAMs as you generally get an indication in the cockpit on the RWR plus an audible indication. Generally, when cruising around at medium-to-high altitude (above approx. 10,000 MSL) you avoid the MANPAD threat. Some (debatable) assumptions: A-10 was designed for low-level armor busting Puts A-10 within the engagement / threat envelope for MANPADs [*]A-10 is relatively ill-suited for SEAD (Suppression of Enemy Air Defenses) / DEAD (Destruction of Enemy Air Defenses) missions due to low-speed / power, directly influencing poor survivability against many SAM threats My questions into the A-10 tactics versus the MANPAD threat came after flying the Operation First Strike mission where Colt and Tusk flights both involve flight plans at low level through mountainous terrain at low-level where there are enemy MANPADs en-route. Thread concerning the MANPAD threat in Operation First Strike: http://forums.eagle.ru/showpost.php?p=1182681&postcount=32 From what I can discern the best overall tactics are: Avoid detection Know the engagement parameters, threat envelopes, and limitations of the various potential MANPAD weapon systems Have an evasion plan and be familiar with evasion tactics So, my question is concerning item #1 and #3 from my list above: How do you avoid MANPAD detection if you're flying NOE (Nap Of the Earth) in a valley along your planned route and there are MANPADs along that route? If you DO get launched on by a MANPAD what do you do to evade? (note: excessive climbing above the altitude of the valley rim is not an option due to SAM (SA-6) threat). Also, in my experience flares are relatively useless against most modern MANPAD systems which are optical / laser guided systems and therefore immune to flares (chaff is useless against MANPAD, which *do not* use radar) Seems only hope to avoid destruction is: Use terrain to mask LOS (Line Of Sight) with MANPAD operator Aggressive maneuvering to defeat operator ability to track (possibly) use terrain as camouflage against visually guided MANPAD launch from side / above For NOE, what altitude (AGL, Above Ground Level, Radar altitude) do you fly at to minimize MANPAD engagement threat? Or is it better to fly as high as possible w/out de-masking from terrain and exposing to radar-guided SAM threat? Is it better to fly in the middle of a valley or up against the side of the valley (inside or outside of turns) to reduce exposure time to MANPADs? Best way to cross ridges? Can MANPAD shoot down on you from above successfully (e.g. you're in a valley and MANPAD is up on ridge above), or does the terrain break-up the shape of the aircraft sufficiently to defeat acquisition? What is best 2-ship formation and separation (lateral distance) to mitigate MANPAD threat? Does having cockpit OR external lights "ON" (in-game) affect acquisition capability / time to acquire of MANPADs? Obviously in RL the A-10 losses are expected to be much higher than other a/c types because you are flying w/in AAA, MANPAD, and radar SAM threat envelopes (nevermind bird-strikes, wire strikes, weather, terrain considerations at low-level). I assume that Colt Flight's mission in Operation First Strike is fairly unrealistic as your goal is to take out an SA-6; a decidedly SEAD / DEAD mission. I know I wrote a lot, but I'm hoping this thread can become a good resource for pilots to reference as they try to develop intermediate / advanced skills. I see a lot of people just fly high and use weapons at stand-off ranges, which works if major SAM systems and attack / intercept aircraft are not present. In reality (I stipulate), the A-10 may often be required to strike and perform its duties, while SAM, AAA, and aircraft threats are still present, thereby mandating that the A-10 operate as a low-level, ingress under radar, terrain-masking brute. I appreciate all thoughtful responses!

To add to imac12 (I'm the wingman he's referencing), can anyone shed light on the MANPAD threat? What are effective tactics to avoid detection and engagement by MANPADs when flying NOE? Seems like flying along at between <500R wasn't working on First Strike and all countermeasures failed (not surprising due to optical / laser beam-riding MANPADs). Acquiring / spotting MANPADs while flying NOE seems close to impossible due to increased workload of navigation / terrain avoidance : advantage MANPAD. Only hope is to fly as low as possible to reduce time in LOS of MANPAD operator. Has anyone else flown First Strike and actually flown the flight-planned routes for Dodge flight or Tusk flight? I'm curious how you have fared against the MANPADs and what you've done to avoid / evade. Also, let's say you see a MANPAD launch at about 1.5 - 2 miles at your 1 o'clock position and you're at 330 IAS and 1200R, what's your evasive maneuver and probability of survival? Thanks! Seems like MANPAD is show stopper for all NOE. Tell me I'm wrong?

Thank you so much @Revelation! I'm continually impressed by the deep level of understanding many of the community members have! I think the thing that was the biggest breakthrough for me was that the ordering of the commands you set for the JFAC vehicle matter. Of course it makes sense now that I know, but it certainly didn't when I tried it the first time! Kudos! Great comprehensive description of it all. I'd really like a similar guide on how to setup triggers. I'll review your videos after the dreaded "work" (yargh!).