doright

I'm trying to assign the GAIN rocker switch on one of the MFDs to NVG sensor Gain_google_up and Gain_google_down. When I click that column and row it seems to be expecting a axis instead of a button. Can anyone give me a clue? Nevermind, a reboot seemed to fix it.

Last year's Talon was better. http://www.razerzone.com/talon

http://www.razerzone.com/snakeeyes

I've noticed on some of my landings that if I had a nose very high flare the plane almost feels like it want's to tip over backward after touchdown. Bad technique I know. Is it possible for the CG to be aft of the mains' contact point, or aft CG plus drag vectors making it unstable?

On the CDU's POS INFO page (Switch in POSITION position), there is an entry for 'G ALT' L9. The manual says this is the GPS altitude. Why does it read 0 on the takeoff runway? Shouldn't it display the GPS derived altitude above the WGS84 datum? In a round about way this is asking if their is a source of QNH altimeter setting in the cockpit. Since there are monkeys, not even trained ones, that are better at putting in the correct combination of search terms then this primate, I apologize in advanced if this topic has already been beating to death. If so mind sharing a few links? Thanks.

I obviously will need a lot of study if (when) I ever start flying again. But since I live in the States 1200 is still legit. I did look up some transponder codes: 0000: Military escort (in the US), suspected transponder failure (in the UK) 0001: Military code for high speed uncontrolled (non ATC directed) flight (US) 1200: Visual Flight Rules (VFR) flight, this is the standard code used in North American airspace when no other has been assigned 7000: VFR standard code for most European airspace 7001: Sudden military climb out from low level operations (UK) 7004: Aerobatic and display code 7700: Emergency 7600: Lost Communications 7500: Hijack (Unlawful Interference) 7777: Military interception (US/FAA) I would have a hard time applying codes 0001 and 7001 to the A10. I asked a guy in the soaring club once why he kept his transponder on but not his radio. This high time former Navy pilot and civilian test pilot told me that he wanted them to know he was there but if you contacted air traffic control that they treated their name as an imperative.

I just put in 1200 for Mode 3/A and stay VFR.

One thing that is very cool touch is if you rotate the REPLY or TEST lights they actually do dim in the game, just like the label says. Nice attention to detail.

As generalized as you can ever get about aircraft systems (there are always exceptions)... from the pilots point of view trim doesn't move the stick. The pilot is holding the stick in a position that obtains the desired flight path. They then trim to remove the force they were exerting to hold the stick in that position. The stick doesn't move but the pilot no longer has to exert force to hold it there (courtesy trim tabs, feel systems, etc.). This feels very natural and usually only requires very tiny adjustments after initial trim application. Trimming in a simulator is much more difficult then in r/l. Trimming a simulator you have to establish a flight path, trim, move stick closer to center, restablish flight path, trim, move stick closer to center, rinse, repeat... and you can't be sure if you just mistrimmed or the plane just responded to turbulence. Forget all the shacking and hockey effects, just let me feel trim taking the load off the joystick in a stationary position. A feedback stick that did this trimming behaviour alone, I will name him George, and I will hug him, and pet him, and squeeze him.

Thanks that was exactly what I wanted. :doh: Don't know why I didn't think of creating a markpoint directly on the TAD. Thank you for reinforcing my correct system malfunction diagnoses as IITS (idiot in the seat).

Situation is this: Flying along looking off my wing I see a surprise SA-19 launch at me from the corner of a town. After dodging the missile I slew the cursor on the TAD map to the approximate area of the SA-19. I want to set the cursor location as SPI so I can slew the TGP to it, find the SA-19 and launch a maverick its way from a healthy distance. The TAD won't let me set as SPI unless it's highlighting an already set WP. So what after pushing, pulling, and screaming at the stupidity of a system that won't let me perform this somewhat intuitive operation I realize that the idiot in the seat may be the major system malfunction. So how do I get an arbitrary cursor location on the TAD communicated to the TGP? I ended up putting the HUD cursor on the suspect area, setting it as SPI, then slaving the TGP to it. There must be an easier, faster, and safer way.

The Norden bombsight corrected for winddrift of the bomber at its altitude, it did not, however, correct for the wind effects on the bombs themselves. That's why WWII high altitude bombing was so poor. Bad in Europe but absolutely dismal when B29's were dropping in or through jetstream winds.

Wow, I looked up the "patents" http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO2&Sect2=HITOFF&p=1&u=%2Fnetahtml%2FPTO%2Fsearch-bool.html&r=0&f=S&l=50&TERM1=Robotzone&FIELD1=ASNM&co1=AND&TERM2=&FIELD2=&d=PTXT held by assignee Robotzone for their servo gears, talk about obscuring obvious and prior art under an uncessing assault of geometrical mumbo-zombo. The US patent office is clearly not doing its job.

An excellent camoflauge paint scheme for those missions into heavily graffitied cities.

Why no aircraft on the airforce base? Fuel trucks, loaders... Looks very nice but like the present map I would trade some nice for less sterile looking.

Any guesses as to how many CBU-97's got dropped today? Enough to expend the entire the US defense budget? Enough to wipe out the entire Panzer corps and support vehicles enroute to Poland?

I've notice that putting the HUD in 'Day' mode when I put on the NVGs there is signifcantly less light bloom on the hud indications and text. Not sure if this is noted in the manual or not but the day HUD green is a lot like the rest of the NVG compatible lighting.

The brakes on large aircraft feel much more like the throttle on your car then your car's brake pedal. You're just pushing against a spring until you hit a stop at the limit of travel. The actual work is done by a hydraulic pump the prssure from which is metered through a valve (actuated by the toe brakes) goes through the anti-skid valve then on to the brake pack.

In 1.1.0.9 is differential braking no longer a sure way to cause nose gear failure?

Many aircraft anti-skid system aren't just lock then dump systems, they are optimized to detect impending lock-up and then regulate pressure to hold as much continuous braking force as possible. Of course that is for modern aircraft, the 40 year old A10's system I can't speak to.

I notice the similarity of the cardboard to sandwich panels used on aircraft (face sheet/hex cell/face sheet). Like the cardboard the panels are weak and damage prone at edges and cutouts, so a potting compound is used to strengthen them. Potting compound is basically just epoxy or other resin mixed with a light weight filler, like 'microballons' for r/c aircraft. Given you're working with cardboard a thick paste of Elmers and a cheap filler (flour?, corn starch?, sawdust, paper shredder droppings) might work. Threaded inserts are also used for some attachments. Routing the core can be as easy as chucking a hex key in a drill so the filler can get in.

From below it kind of look like it was a new variant, the SR-A10 in full afterburner.

Looking at the diagram another though struck me. In some flight test data I looked at (not A10) the pilot could apply close to 300lbs of force to the top of the brake pedal. I can't remember the figure used for the base of the rudder pedal but it was even higher. Multiply by some safety factors and fitting factors and thats why the system looks much sturdier then you would think.

Many aircraft your heels are on the floor panel inflight, using the ball of your foot on the lower part of the rudder pedal. Only after touchdown do you raise your foot on the pedal to actuate the brake (ensures you don't touchdown with brakes on).

Lesson 9. Can't seem to trigger anything after the "hard deck in effect" call. I've tried repeatly hitting alt (8000') and airspeed (260kts) at waypt 2. Even flew formation on lead for a couple of circuits, he didn't notice me appearantly. Is there another trigger I'm missing? Only blowing tires on bad crosswind landings will arouse FE to yell at me. Thanks for these missons. Really a lesson in how sloppy my flying was. This lesson, with it's pitch black weather and lack of sea horizon, in particular reinforces good instrument flying. I tried again noting the wind triangle numbers from the cdu and planning page. Desired Course 005deg Wind 271deg @ 34kts True Airspeed 296kts (IAS 260kts at 8000ft) Using a wind triangle calculator the Heading to be flown is 358deg. I think the trigger allowable limits are 1 to 84 deg (not sure since it's the first time I even opened the mission editor). Those limits should probably be centered about 358deg. (318 to 360) or (1 to 42)