RodBorza

Thanks. I forgot to mention that I was interested in a flyable F-15E. I saw his picture (the one on Vekkinho's signature) and I thought that the Strike Eagle would be available for us to pilot it. P.S.: II believe that's a picture of a F-15E, or maybe I 'm totally mistaken.

Seeding.

I agree! Didn't have this much fun since MCFS 2.

My second attempt on take-off. I was so bad doing this, that I had to actually "ressurect" my old CH Throttle in order to have a better torque control. The joystick that I used for the A-10 has a built-in throttle lever in it, but doesn't allow for a long and controlled throttle setting. Once I installed it, I got to take off on the first attempt. Throttle is everything to tame this beast.

Hello all! Sorry to ask this, I looked everywhere and I couldn't find ans asnwer. Sometime ago, while announcing the new modeules on the DCS World, it was shown a picture of the Flaming Cliffs 3 sim, with a picture of what looked like a F-15E. I'm a big fan of the "E" since good old Jane's F-15 and sick to fly it again. Can anyone confirm that, or point me to the right direction? Thanks!

Keeping up with my promise to buy DCS product to support Eagle Dinamics good work, I'm downloading now! Looking forward to Flaming Cliffs 3!

Maybe you already have looked into this, but it never hurts to ask: are you trimming the aircraft? The A-10 needs constant trimming, every change in speed and altitude affects that.

nomdeplume, Thanks, I didn't know that. And I think that also answers the OP question, because he is flying with his friend and doesn't have a wingman.

Like nomdeplume said, the other flights must be contacted on 124.00 Mhz AM VHF. Also, you should use the "F10 Other" options. They won't talk back, because ther is only text for this mission, not the audio files. So, you will have to pay attention to the messages that pop-up during the mission. Anyway, if it helps, here's the link for me flying this mission. Maybe it sheds some light on what's happening. Watch it from 01:55 onwards. Regarding the UHF problem, the 251.00 MHz are to be used only with the wingman. If the menu is blacked out, it is usually caused by losing the wingman in the mission. But since you are flying multiplayer, I think that you could chek-out the technical issues forum, because, if I'm not mistaken, some people have some problems with comms when flying in a server.

Just a small note... Track IR will make a difference for sure. Once you get it up and running, it will make your life much easier. It is worth the price.

Fish, Thanks for the head-up, but it was too late... Understood. I stand corrected. :doh: Always learning...:smartass:

I believe iut was too much speed, too much g. You know, A-10's operate usually around 250 kts. When diving, if not using cannon, always deploy the air brakes. They help you to have a little more time to maneuver in position to hit the target. And regarding the Mk-82's, use them in low drag. I and many others around the forum have had success with Mk-82's released up to 15,000 ft, using the wind compensation feature of the CDU. The best way to employ them, that I find, is in the CCRP mode. They can be deadly accurate. The only thing they don't destroy are tanks, because these you have to hit right on top. Also, high drag Mk-82s are best used in very low (less than 1,000 ft) in level or slightly diving attacks. And you must be very fast to use them, which , in the case of A-10 is not that much. I don't know if they are not correctly modeled in this game, but the case is that high drag Mk-82's tend to fall anywhere but on target. Using them in a dive will help accuracy, but you might as well change it to low drag to get better results.

They are a bit far and they are difficult to see. When they say "rejoining", they are actually 2-4 miles away. They show up on TAD, but are hard to spot, which is much worse at night. Alwatys trus TAD to check their position. Also, F2 view can help you out, identifying if the wingmans are with lights on or off. To make them turn on their lights, you need to turn your own lights on first.

Wait on a waypoint just prior of the theater of operations. Call in the fighters and SEAD escort. The campaign missions are VERY elaborated, lots of things going on at the same time, lots of radio chatter. As for immersion, they make you feel that you are in a real war. The good side is that you are not alone, so you can focus on your specific mission. The link below is to a post where I explained how to use the escort flights. I hope it can be helpful. http://forums.eagle.ru/showthread.php?p=1291531#post1291531 Other than that, it is flying and learning, every time.

I don't know exactly what the radius is, but once you get close to a waypoint, Mule will contact you. Also, in this mission, it is good to get to 15,000 ft and contact the Predator JTAC first. It will direct you to the air defenses. Take them out first. Then, you will be free to take out the targets given by the other JTAC. If you don't receive any target from the JTAC, you gotta tell Mule to move to another waypoint. It's on the F10. Others...menu. Wait until Mule gets near other waypoint. He will say that saw some danger ahead and need your help on taking it out. Contact the ground JTAC again, and he now should have new targets for you.

Sometimes the target won't be at the exactly same position that the JTAC tealls you too. What helps me is to look with the TGP pods in its IR modes. Almost never I use CCD mode. Also, zooming out helps more than zooming in, because it allows you to have a better picture of the overall area. A little trick I do is to zoom in all the way, and then change from Wide Field of view to Narrow Field of view and vice-versa. It allows me to see JTAC smoke markers (if that's the case) and/or see targets not exactly at the coordinates given by the JTAC.

It works from mission to mission. Some missions have it, some others not. JTAC says "stand by data" because it is a game feature. He will say that, regardlesss if he has some data to give you or not. That's determined by the mission designer. If you take a look at the Mission Editor, you will see that JTAC will have the option to send or not send the data (datalink box checked/unchecked). It is a good way to learn how to manually input data from JTAC or other sources. I started learning that because I was too used to receiving everything nice and easy fom the JTAC and didn't know how to end my mission if I didn't.

Sometimes the mission designer makes the mission so that you won't be able to get the datalink from the JTAC. See the video below: From 4:30 on, it shows how to input data manually, given over the radio by a command and control aircraft (CAOC). Then skip to the next sequence. (I take too long to engage the target). Go to 12:25, to see how a sequence happens when you get the data from the JTAC. The sequence continues on the next video. And...

Besides that, first contact the Predator JTAC and fly along the route. It will tell you all the anti-aircraft targets. Ask the wingman to take them out with mavericks. The wingman is somewhat dumb when attacking ground targets. Either he gets too low to release bombs or he drops all ammo when being attacked. Anyway, anything other than mavericks, that are stand-off weapons, the wingman is very bad at employing. t After all the AAA threats are eliminated, contact the convoy JTAC. Now you are free to engage the ground targets without having to worry about air defenses located around the targets.

It was a sad attempt on a joke of my part. What I meant is that when a missile is launched, it is better to take evasive action, and fast! But elaborating, as you requested: 1) A ground radar station detects an aircraft approaching. The radar station knows its own position (position A), and knows the position of the incoming aircraft (position B). See picture below. 2) A few meters to a hundred meters away sits a missile battery. The missiles have their own inertial system, so they, theoretically, know their position very well (position C). 3) It then, should be fairly easy: the missiles are launched from the battery, they receive information from the ground station where the aircraft is (position A) and, a by a little triangulation and course correction, bam!, the missile hits and that's it! 4) The problem is that inertial systems are subjected to drift (as explained before). So even if position A and position B are accurate, position C is not. It happens because the missiles are siting there for so long, that their position is off by, at least, hundreds of meters. In other words, the missiles don't know exactly where they are anymore. They think they have moved and now are in a new position (position C'), but, in reality, they are exactly where they were initially (position C). Position C' is a "virtual" position, a position given to the missile guidance system by its own errors. 5) As the missile thinks it is in a new position, it also thinks that the position B, and consequently position A, have moved as well. 6) So, if the missile is launched in this condition, when the ground station gives the coordinates for the missile to intercept, as the initial position is off, the missile will either over steer or under steer to a "virtual " Position A', and will miss. 7) Enter then, a strange, yet very useful phenomenon. It is called accuracy improvement (error reduction) of inertial systems by rotational motion. The actual mathematics behind this is very complex, but basically, what it means is this: every time a inertial system is rotated on one of its axis (pitch, roll or yaw), the system error is greatly reduced. 8) A missile when is launched from the battery, first go straight out, to get off of the platform. Then it makes an upward curve, to get to the incoming aircraft altitude. This maneuver counts as one rotational motion, in this case, in pitch. Then, the missile makes another maneuver, in order to get level to intercept. This second maneuver counts as a second rotational motion in pitch, which causes the error to be reduced even more. 9) By doing this, which is natural to missiles operation, the error is greatly reduced, up to four times the initial value. This causes the position of the missile to be accurate again. Now, with information received from the ground station, the missile has a great chance of hitting its intended target. That's why a pilot has to start evasive maneuvers, because he has a great chance to being hit. 10) What is described here is one type of error reduction, in this case, a self-contained method. This is what applies to the CBU-105, which has only its own inertial navigation system to look at. For other systems is used what is called sensor integration. Sensor integration on inertial navigation systems causes the error to be greatly reduced. It is always the gyros plus some other sensor. 11) In the case of missiles, the fused sensor is radar (its own or ground/platform based). That's why the radar paints its target all the time when tracking, to update target position to the missile's guidance system. 12) In the case of the A-10, the inertial system is called the EGI, which stands for Embedded GPS/INS Navigation System. What it means is that the system already comes from factory ready to be used integrated with the aircraft's GPS. Also, if I can extrapolate a little more, I would risk saying that the INS from the A-10 also takes signals from the altimeter and radar altimeter. All to help reduce system drift error.

Nope, in the sim it doesn't make any difference. In real life, the Maverick seeker head gets hotter and has to be shutdown to be cooled again. In this manner, the seeker will be sensitive enough to detect heat signatures. But, in the game, click the ACK button and carry on.

From Wikipedia: "All inertial navigation systems suffer from integration drift: small errors in the measurement of acceleration and angular velocity are integrated into progressively larger errors in velocity, which are compounded into still greater errors in position. Since the new position is calculated from the previous calculated position and the measured acceleration and angular velocity, these errors are cumulative and increase at a rate roughly proportional to the time since the initial position was input. Therefore the position must be periodically corrected by input from some other type of navigation system. The inaccuracy of a good-quality navigational system is normally less than 0.6 nautical miles per hour in position and on the order of tenths of a degree per hour in orientation. If Navigation Systems malfunction, they can send planes off course. Accordingly, inertial navigation is usually used to supplement other navigation systems, providing a higher degree of accuracy than is possible with the use of any single system... ... By properly combining the information from an INS and the GPS system (GPS/INS), the errors in position and velocity are stable. Furthermore, INS can be used as a short-term fallback while GPS signals are unavailable, for example when a vehicle passes through a tunnel." Link: http://en.wikipedia.org/wiki/Inertial_navigation_system What maneuvering does is "mimic" the correction input from other type of navigation system. Actually, maneuvering gives the system a new set of coordinates to start from, and thus, for this new set of coordinates the error is zero. Maneuvering "forces" the system to find the new position, not relying on old information. That's why the error is diminished. Our not so beloved SAMs use this to correct their inputs when launching. When sitting down on the ground, their info position is already badly degraded. When lauching, the maneuver that the missile does not only puts it on the optimal position to intercept, but also corrects the position error close to zero. What if means is, if you don't see it, don't maneuver, and don't desperately release chaffs and flares, you will end up like the wingie: a big fireball on the ground.:pilotfly:

Professor Fish does it again! Love your videos!

LOL. Gotta love this forum.

Good info, didn't know that. Time to replay some missions using this procedure.