doright

I had same problem after 1.1.0.9 patch. China hat aft long would send the TGP off somewhere in space. With TGP SOI and watching on the TAD I could slew it down to the steerpoint fairly quickly. I realized I hadn't followed the patch instructions completely. Particularly the part about deleting the DCS Warthog saved games folder. So I uninstalled, defrag'd, and reinstalled. It worked correctly after that.

The foam in the tank would take care of sloshing. Constant trim changes are due to constant airspeed changes. Venting fuel tanks in aircraft is a real pain in the neck. You don't want negative pressure on the tank because it would crumple like a can. That's bad. It's extremely bad if the crumpled skin also happens to be the wing or fuselage skin like in most civilian aircraft. Positioning the vent tubes so they work in the entire range of normal flight as well as ground attitudes is difficult, trying to get them to also vent in negative or zero g would be close to impossible. They also must be run so liquid fuel in the line won't block the venting for long. That is why there is a vent tank on the A10 so any fuel accumulated in the vent tubes can be drained back into the wing fuel tanks. Take a look at the fuel system diagram http://www.dcswiki.com/index.php?title=Fuel_system_(A-10)#Description. Given that the vent tank is the left (aft) fuseluge tank I would bet the the tank overboard is in the center of the aircraft were the liquid came out during the airshow manuever.

Possibly the vent tank accumulated liquid fuel that ended up going out the overboard vent when he went zero or negative g again before it could all drain into the wing tanks.

I was going to put a hall sensor in my Cougar's throttle, however, I measured the voltage at the pot as 3.6 volts not the 5 volts I was expecting. Anybody else come across this.

As paulrkiii said the Bleed Air and Main Air Supply switches would usually be checked that they are on during the cockpit check before the actual startup procedure. In the sim most times they are on when you are dropped in. But occasionally on some missions they aren't. I usually notice while waiting on the nav align when I do a left to right cockpit sweep of each panel to see that everything is as it should be.

Bleed air does a lot of work not just spooling up the engines for starting. Cabin pressure* and temp Avionics cooling Canopy seal pressure Canopy defog Rain removal anti-G pants inflation Pressurize external tanks for fuel transfer* The 2 with an * I know are modelled, I'm not sure about the others. Incidentally pulling the Fire T-handle to an engine shuts off the bleed air from that engine in addition to shutting off its' fuel.

Have you turned on the nose gear steering with the "insert" key?

On the other hand you can also imagine the uproar if TIR owners found their hardware is no longer compatible with many games because of NP's interface encryption? NP would be forced to compete in the same way mouse and joystick makers compete: based on the capabilities and value of their product not hiding in a legal morass.

It sounds as with the cart is leading the horse. TrackIR should be paying ED to promote their hardware in the game rather then demanding an exclusive interface. It would only take a couple of developers to stand up and say no we will incorporate a generic interface just like for mice or joysticks and this nonsense will be over.

Wow I really need to work on my presentation skills to get them anywhere near this caliber. Only response I got when I posted about using OSET for bullseye calls (http://forums.eagle.ru/showpost.php?p=1161645&postcount=10) was

What a shame, I've logged a few hours in a K6cr. One of the best harmonized controls I've ever flown. Just a joy to fly. You could adjust your speed by one knot just squeezing our loosening your pinky finger.

If there was a pilot in the cockpit and you moved your head tracking sensor back, it seems like there would be a good chance of you looking at the pilots backside of eyeballs and brains.

Played some more this morning. It's addicting. Didn't break off a single wing today. Finally got the salute, nice touch that. With only 4 drums (ok, that needs work). .7 to .4 NM range would be 4300' to 2400' or between 4 and 2 o'clock on gun pipper range ring bar. It's easier for me to use the ring then read the range text below the pipper. A whole lot closer then I use to open fire. The plane rotates about the depressible pipper in the hud (provided you haven't depressed it) so rolling out on the target the gun pipper moves in an arc below to depressible pipper. Still experimenting with trying to anticipate the arc to be rolled out right on target or roll out with the depressible pipper on the target and pull the gun pipper up to the target. Suggestions? Or should I even be that concerned with being level, will PAC correct for non-level attack? Trying to train myself to always push the speed brake close button whenever I move throttle to max power. Want it to be a reflexive action, whether I had them open or not. Don't know how many times I've been trying to climb out after an attack wondering why it's getting so noisy in the cockpit. General question, is the pivot gun on the T-80 remotely operated or does operator have to stick half his body out?

Ok here is a new twist. I thought I kept getting shot down on the aggressive set of tanks. Then I tweaked some settings came back in and got half the right wing blown off on the first set. WTH? (I did manage an ugly but survivable landing) At first I thought a ricochet got me but close examination of the replay showed I was hitting 9+ g's on some of my pull outs. I was breaking the dang wing off. I guess the very light weight allowed for high g's and not having stores under the wings to relieve wing bending forces made it possible to snap it off. Now I wonder how many times I've done this in missions. On the plus side I'm racking up landings to reload. First try only got 2 tanks on a drum. Second 5. Been improving slightly but steadly since. How do I reload only the gun? Using the show smoke reload works for the gun but is there a gun's only loadout?

Don't confuse ground taxiing in high winds with winds in flight. The video doesn't show wind getting "under" the wing. The airplane is still in the air and therefore moving with the airmass. What the video shows is the effect of a rapid yaw causing differential lift or possibly partial stall of the left side.

Gotta wonder about the collatoral damage from guns after seeing the shells skipping so far on a low angle pass. Maybe it's just the API rounds skipping but I kind of wonder about the dud rate on the HEI rounds. Makes you respect the "make attack heading..." much more seeing how far they skip.

Pretty much have to change loadouts if you want to adhere to the "Convention on Cluster Munitions" treaty.

Do you have birds cranked up to 111? I think you hit an invisible pterodactyl.

I stand corrected. The T-handles shut off fuel and bleed air to the effected engine/apu. Not sure where I read it but maybe there was a memory leak from commercial a/c. Still have the question of will pushing handle in reset shut-off valves in the real A-10?

I remember this lesson in science class. 4 digit precision, terrible accuracy.

The Fire T-handle cuts fuel, AC generator, and hydraulics of that engine. Basically anything that would feed a fire. Has anyone restarted a fire after pusing the handle back in? Spraying a fuel or hydraulic fluid mist from a punctured line over a hot compressor or bleed air duct is bad. I'm interested though in the real life does pushing the handle back in restore these systems?

True, but the same process might come in handy for other Bullseye calls.

Thanks for info. I looked for a schematic of the system put only found a very primative input/output diagram. On the other hand they do make tee fittings that would allow both to happen. Does seem that a tube running the length of the right wing might be pretty battle damage prone.

What I learned today! 1. Push OSET on CDU (or Function, OSET on UFC) for the waypoint offset function 2. Push "-" rocker as required until waypoint BULLSEYE comes up 3. Call AWACS and get vector to tanker 4. Input heading and direction into scratchpad in format hhhddd then push R5 by the text "MH/DIS:[]". (Might need a decimal hhhdd.d if less then 100NM) 5. Push R7 to make new waypoint 6. CDU will calculate the magnetic heading and distance from you to the tanker and display it on line R6 7. Switch STEER PT rotatry to MISSION (or UFC) and select the new waypoint. The tanker's position, as of when you got vectors, will show up on your TAD. Head towards it. You might need to repeat process if tanker is really far off and moving at a angle but it will get you close fast and it's not really difficult. I'm betting this has already been elaborated to death elsewhere but, you know, I'm happy to have learned it.

After numerous CADC failures (not the issue here) the question arises in my mind - Why no back up airspeed indication? Or invalid reading indication on the HUD? Is this the situation in the real A-10C? The altimeter has an pneumatic mode in case of CADC failure. In the Manual under Emergency Procedures for CADC failure it says " Corrective Action: Select STBY or PNEU on the altimeter and monitor pitot-static airspeed indicator." I've never seen the airspeed indicator show anything but 0 after CADC failure and switching to pneumatic. Of course a backdoor backup method is setting CDU rotatry to "Position" and using the GS reading in the display. Not a good solution for a primary flight instrument.