Thermal

Got 20% in about 20 minutes. DL at 10Mbps, UL at 20Mbps. Its 100Mbps (real, unshaped) - I like working for an ISP :) Its probably the only Mac in the swarm.

I'm happy to partake in the beta. I'm also happy to have pre-ordered. I dont think ED owes me anything right now (apart from a golden Warthog sometine in the future). The beta is a process, and up until a few weeks ago there seemed to be a fairly free flow of information from ED. The last "official" update from Wags was two weeks ago, suggesting "real soon now".... which results in the entire community logging into the forums daily to check, and then they have to try and search through a bunch of different threads (now confined to this thread, if they can find it and 170 pages long), then they start posting crap and a few of the wingnuts start making arbitary demands, making the beta process look bad. I'd suggest that ED could short circuit that by keeping us in the loop, and contiune that same communication that they started - which helped create the enthusiastic community that is here. I dont care about delays, by definition a beta is about finding bugs. And I also think the community gets it. So please keep making great sims :)

Nice work Jag! To the dev's - could you make this functionality in a tab of the options menu?

http://games.on.net/article/11576/Developer_Interview_DCS_A10Cs_Jim_Mackonochie

Thats ignoring aerodynamic effects. Which at 130knts will be quite large. Fly straight and level at 130knts, apply full brake and then nose down to maintain speed. Then fly 130knots on idle throttle - what nose down angle do you need? Compare.. That generates a rough calculation of the drag produced by the airbrakes. Even really crappy brakes can lock a wheel - and the A-10 has anti-skid, so, pretty much by definition, the A-10 brakes can lock a wheel. Good brakes can absorb the kinetic energy of the aircraft and convert that into heat, and can do that for a long time. Crappy brakes can only do that for a short amount of time - so you "run out of brakes". In general, for a given mass sitting on rubber on tarmac = ~1g static friction (again, ignoring aerodynamic effects including lift). So assuming the wings are producing zero lift (a little unlikely though, given the 20deg of flap) you can do 1g.... however, as stated, some lift = less downforce on tyres = less stopping force. Dynamic friction (a locked tyre sliding over tarmac) results in about 0.7g. From this, assuming the wings are producing some lift, at the beginning of your landing roll you'll have not much downforce on the wheels. Therefor you'll produce proportionally less wheel braking (and it will require *much* less braking force in the cockpit to lock wheels). At you roll out (and slow), more weight comes onto the wheels, and more wheel braking can be generated, and it requires more braking force in the cockpit to lock a wheel. Antiskid would help hide the variable braking force required to lock wheels during the landing roll. So the question for the devs - does A-10 model the force of the wheels on the tarmac, including lift generated by the wings, and does it use that in braking calculations for the aircraft?

That is rather awesome. And you obviously have a future in voice overwork too!

+1 I've flown about 20 types of glider/light aircraft and this is correct. I've also worked on various control mixers and they most definitely have non-linear results (by design). As robmlufc said, you often get asymmetric aileron deflection. Typically the upwards deflecting aileron deflects more because that increases the drag on the downwards rolling wing, reducing adverse yaw. Also the upwards deflecting aileron's leading edge often protrudes into the airflow (by careful placement of the hinge point) to further increase drag. For a given (downward) aileron deflection there will be a force generated. The resultant lift is likely to be a square function relative to airspeed. The upwards deflecting aileron will have a different amount of negative lift (that is a very, very gross approximation), and the magnitude of that will vary by its own function. The combination of the two will generate roll. And that will be non-linear relative to airspeed, and also stick deflection. It complex enough that getting a linear relationship to anything at all would be very unlikely, or a designer genius. There can also be dead zones in a control circuit, depending on the design. A 20ft push rod is going to expand and contract with temperature (which might go from +60degC sitting on the ground to -40degC at 45,000ft). So there must be some play in the system to take that into account. I immediately changed my curves in pitch and roll (to around +15 from memory) because it didnt "feel" right with my Cougar. Slight movements of the stick should result is slow roll and pitch rates. Still tweaking though. Brad