Exangelus

When I pull the emergency break handle I don't have to do anything and I come to a stop alot quicker than when I manually break (I don't constantly press the brakes full so that's the reason I brake slower) My point, once you pull that handle, no need to push the brakes manually anymore.

If anti-skid is off there should be a warn light burning. Furthermore, where do you touchdown? A simple fist rule is you need 2/3 of the runway at least to stop the aircraft before the end without the use of emergency brakes. Ofcourse their are alot of factors involved in the calculation of your rollout length, for instance: temperature+altitude of field->pressure, runway condition(dry/wet/snow), weight of aircraft, touchdown speed, wind... I'm guessing your landing with rather normal conditions (normal winds, dry runway etc..) so most important point is than the touchdown speed. I couldn't find the notes on the A10 in touchdown speeds but let me give a example from a glider aircraft, two completely different planes but they both need to land and stop in the exact same way, with a Discus B; if you touch down with 90km/h instead of 70 km/h you will have 44% more kinetic energy, meaning you'll need to lose much more energy to come to a stop which can result in you needing up to 1,5 times more length of runway. As I said this is for a glider not a A10 but the principle is the same so the key to a good touchdown is accurate flaring, you'll approach with around 150kts but when flaring you must keep the aircraft from touching down as long as possible until it will fall (effectively stall ) on the runway. A common mistake is that the flaring takes up the half of the runway and thereby makes stopping in time impossible. Hope this helps some, if you upload a track we can help analyze your landings! ;)

Guys if you happen to use a Thrustmaster Hotas X; I've been playing alot with settings and think I've got the perfect mapping. If anyone's interested PM me.. :D

Organised or not, as effte says all altitudes above TA are flightlevels, "organised" flight levels are BS, the ATC uses general guidelines and for the simplicity but it doesn't mean they couldn't use a FL129 for instance..

As effte already pointed out a flight level is just a flight level. The routing system might use other FL's but even FL49 excists as long as it is above the TA of the FIR, it's as simple as that!

Just to be clear, flightlevels are all the same in any country. One flight level is 100 feet, you can't possible argue about it, it's a fact.

I agree with effte, I'm not a professional(as a job that is) pilot nor controller but do have logged quit some hours in gliders and are 100% confident the info from effte and me is accurate. And seventeen years is alot of time, especially in aviation, things change. And indeed the TA/TL is depended on the terrain, here in the Netherlands the highest point is I believe +- 200m amsl and the lowest +- -70m amsl :P and therefore the TA/TL is between 4000 and 7000 feet..

Haha well self-cornering is a healthy action; we all do now and it thus increases our IQ with another millipercent! :P With delta reading you mean deltagliders? I'm talking about gliders as in soaring planes ;) I'm a fanatic glider pilot, the pic is one takes last august during a competition I participated in :D

Thanks for the correction on minim seperation altitude which is indeed 1000ft ;) This might be a bit far off the hook but effte mentions gliders primarily use QNE but this depends. With local flights sticking to the airfield of departure(typically maximum 5 km out) they indeed use QFE but during cross-country flights they do use QNH but typically take the QNH from the departure field and than they won't change it until just before landing or when crossing controlzones or tma's... Regular VFR traffic is 90% of the time in contact with a FIS and get constant QNH updates but due to the growing numbers of cross-country flying gliders the FIS get rather tired of handling all the unpredictable gliders that in general gliders are requested not too contact FIS for flight monitoring but only if they directly need information. And one minor correction. When any aircraft(@effte, you mentioned this in particular to mil aircraft) set their altimeter subscale to QFE when departing they will have to set it either to a new QFE or local QNH provided by the ATC because after a flight of several hours the pressure at the same airfield might have dropped or raised quit alot(up to 10hpa in a single day!!) due to temperature differences and moving pressure systems which makes their original QFE from the beginning of the day bogus..

Concerning altimeter settings this might clear the story up a bit...: In general all ICAO associated countries(that's nearly the whole world, not sure about russia tough) use the standard icao regulations concerning altimeter settings. Basically it works this way: As Ronth pointed out there are several altimeter settings: QNH = pressure above mean sea level QFE = pressure at altitude of current airfield QNE = standard pressure setting according to ISA which is 1013,21 hectopascal The pressures can be given either in hectopascal or inches of mercury they are different units but represent the same pressure. In europe hectopascal(hpa) is used, not sure about the rest of the world. 1 hectopascal is +- 8 meters which is +- 26 feet. The altimeter setting defines at which pressure your altimeter indicates 0. So when the pressure on the ground at an airfield(this would be the QFE) is 1018 hpa and you are standing at that airfield and set the altimeter at 1018 hpa the altimeter should indicate your altitude as 0 feet. The regional ATC defines a transition altitude(TA) and transition level(TL). When departing the altimeter is set to the local QNH(pressure above mean sea level) which is given with the startup clearence and is also pronounced in the local ATIS. The TA/TL are given in the ATIS aswell but are not given directly by the ATC(nor with ifr flights). When climbing after departure and passing the TA you should enter the QNE(1013,21 hpa), this is not instructed by the ATC but a standard procedure any pilot(civil/mil) should perform. When descending through the TL you should enter the local QNH which is given to you by the ATC, e.g. "PH-WNM descend to 3000 feet, local qnh 1013" Now when above the TA/TL everybody has the same altimeter setting: 1013,21hpa and this is obviously for a reason. When above the TA/TL the ATC does not give altitude instructions in feet but in flightlevels(FL), 100 feet is 1 flightlevel so FL100 = 10.000feet and FL55 is 5.500feet. When an ATC seperates 2 aircraft flying in the opposite direction by giving them a 500feet altitude difference(minimum alt seperation for ifr flights) and they both have 1013hpa the ATC can be sure that the aircraft will pass each other with no harm. If this wouldn't be done imagine what could go wrong. The N123A is flying at FL120 with the local qnh from his airport which is 1010hpa. The PH-WNM is flying at FL125 with the local qnh from his airport which is 991hpa. They should have 500 feet altitude seperation: FL125-FL120 = FL5 = 5 x 100 feet = 500 feet. But they have different altimeter settings: 1010hpa - 991hpa = 19hpa = 19 * 26 = 494 feet. Due to their different altimeter settings the PH-WNM actual altitude above mean sea level is only 6 feet higher than the actual altitude above mean sea level of the N123A. So basically the ATC has seperated them with 500 feet altitude difference but due to invalid altimeter settings they actually only have a 6 feet altitude difference which would obviously be very very dangerous and would nearly certainly result in a collision... The standard TA/TL is 18.000 feet / FL180 but in some countries their are different standards. For instance in the the Netherlands the TA/TL is somewhere between 4000 and 7000 feet / FL40 - FL70.

But what I don't get why do both modifiers and switches excist if they have the same function? :P

Well in the menu Asparagin mentions you can add both modifiers and switches but I haven't found out what switches are maybe they're not working yet?

Thanks Asparagin! It works, awesome! Can anyone explain the use of a switch instead of a modifier?

Hi All, I just purchased the BETA a day ago but I'm struggling with input of all systems due to my 'budget' joystick. X52 or cougar is just too pricy. In F4 I can easily manage it witht the current controls but that's far less complicated(which is good ;)) As you can see I have only one HAT switch. There is a 2way rudder style control on the rear of the throttle and in F4 I use it together with the 2 buttons on the rear for slewing the cursor but it isn't ideal. I'm wondering, can I hold down one button to make the HAT switch become the TMS or DMS or CMS or China Hat switch? Or do I need special software to achieve this? Maybe any other tips for controlling this impressive hog with such low multi-directional switches? Cheers! Exangelus