justinm11

I set both the engine and the hydraulic system to fail in an effort to see that there was a realistic outcome from failing both. It still wasn't perfect, but it was a bit better. Even with a failure of the hydraulic system, pressure still shows in the system. My point was that maybe there could be a way that in the event of an engine failure, a quick work around would be to fail the hydraulic system a few seconds after. Either way, there's something a bit off here, but theres light at the end of the tunnel I think.

Wow! I didn't realise what I'd start haha I stepped away for a few days...I agree with Eddie and a few people above. In a game where there is serious chance of an engine failure and or damage I think that the systems should react realistically. I don't care what the pump can put out volume wise, where it's connected to the engine or any of that stuff, as stated above, I'm the pilot not an engineer. What matters to me is that in the event of a left engine failure at refusal speed, I have only a few seconds to get the gear up before pressure bleeds to zero and I can no longer retract the gear. Having pressure drop to zero in the event of an engine failure would require you to use airplanes emergency systems the way they were designed. Thats the way I read the manual, and I think thats all that needs to be done to make it react realistically. In the event of an engine failure on either the left or right side, you have only maybe 20 seconds before the pressure starts to bleed off. Any usage of that system causes the pressure to bleed off faster and once it's at zero, thats it, it's not coming back. I'm not programmer though, so maybe it's not that simple. Either way, it would be a better system then what is currently in place. Very happy to see that it's being looked at! *Edit* Just did some further testing In the mission as above I set another failure, this time to failure the left hydraulics 20 seconds after the left engine failed. It produced slightly better results. When the engine failed at about 20 feet in the air, I pulled the gear up and retraction was normal. 20 seconds after that the pressure dropped to around 500psi. I climbed to a safe altitude, lowered the gear and tried to raise them again. They would only come up about halfway and hang. They would extend normally, but would not fully retract. I expected no movement at all in the retraction sequence, but at least it's better than having the operate almost normally. Mind this only works in my very specific situation where I planned an engine failure at low speed, and low altitude in the takeoff configuration (One of the harder non-combat flying skills IMO). Without setting the hydraulic system to also fail, I could raise and lower the gear repeatedly without much issue.

This does seem to be the case in what I stated above. With the engine windmilling there will be enough pressure in the system to operate the gear, and flaps, albeit slowly. Pressure seems to stabilize around 1000psi and will drop off when operating any hydraulic equipment associated with that system. Pressure will slowly rebuild to around 1000psi at any time that the engine is still windmilling. Using the alternate gear extension will allow faster lowering of the gear. As soon as the engine stops windmilling say during the final stages of the landing rollout the pressure will drop to zero and the system will be inoperative. If anybody knows how to simulate a seized engine in flight please let me know. I'd like to try this in flight, but I couldn't get the engine to stop windmilling while flying.

Thank you for the above pictures. The only thing I see connecting the two sides is the APU driven pump which after reading I think is a ground maintenance function. This led me into the right spot in the manual though. For anybody wondering (I will confirm this through tests) I continue to see reference to a seized engine causing an immediate loss of pressure to its associated hydraulic system. The engine in my scenario was windmilling during the approach which is probably why I still had a bit of pressure to lower the flaps. Once my speed reduced on the ground I lost the power to the system fully since the engine wasn't windmilling any more. This might explain my nearly full system pressure when I was flying higher at 200kts but why it bled off on approach. I suspect that I would not have been able to retract the flaps again on the ground though I didn't try it. I will post back with my findings for anybody who is interested.

Hello! I was wondering if anybody had a diagram of how the hydraulic system in this aircraft is setup. I've been using the real A-10A manual to practice various types of emergencies (Engine failure at refusal speed) etc. I'm a little bit confused by how the hydraulic system works in the event of a failure. I failed the left engine a few knots above refusal speed, continued the takeoff and everything seemed to react as normal. Gear took a while to fully retract (due to using residual pressure, and I got the airplane cleaned up. Ran through the checklist in the A-10A manual, which led me to turn off SAS switches, turn on the APU and turn on the APU generator. I used the fuel crossfeed switch to maintain fuel balance. This is where the procedure gets murky for me. The left hydraulic system was showing good pressure. I did an emergency gear extension as per the checklist, and noted that "Normal brakes, flaps, nose wheel steering and antiskid would be unavailable. The left hydraulic system pressure had dropped to nearly zero by this point. Just as a test (It's training after all) I put the flaps down to see what kind of warning I would get. The flaps came down seemingly without issue and at normal speed, which I thought was odd. On landing, sure enough I had to use the emergency brake to slow down, and the nosewheel steering didn't work. Did the flaps come down just because there was a bit of pressure remaining in the system? Or has there been a change in the A-10C that allows the flaps to be powered now by the right hand system? That's why I'd like to see a diagram. I noticed that in the A-10C manual provided by DCS that it says to just put flaps down like normal. Total flight time was about 15 minutes, from rotation to touchdown, if that matters. *edit* I now see that a flap 0 approach should be flown to ensure adequate performance in the event of a missed approach, but my question still remains.

Art-J, I think you are correct, I think I recall reading that in the manual at one point.

The densitometer switch changes the fuel gauge to read either compensated, or uncompensated fuel amounts in pounds. Normal operation is in the compensated mode. The system will automatically compensate for fuel density (based on temperature and type of fuel used). This way the weight of the fuel indicated on the gauge will be correct and will not fluctuate based on temperature or any other factor. A reading of 2000 lbs will equate to exactly 2000 lbs of fuel. By turning off the automatic compensator the gauge will fluctuate based on temperature. A gauge reading of 2000lbs may or may not be exactly 2000lbs, it might actually be heavier or lighter. Normal usage is in the compensated mode, and is the standard for most aircraft. The only time I can think of using it in uncompensated mode would be if you suspected that you were getting a faulty reading in the normal mode. As for the drop tanks, I'd have to test. I only ever use inboards I believe and I've never had trouble jettisoning them. *edit* I misread. I don't use the missiles, so I can't help you there. Sorry!

Good to know in case it happens to me! Enjoy the Sabre, she's a blast! :)

I think I may follow what you are saying. Are you referring to the controls section of the options? Under misc I don't see an option to change the F-86 from Game to Sim, the only place I see reference to that is under the controls section. Can you run the Sabre in the actual game world? If yes, then try pressing "H" and see if it moves a switch on the main panel which reads the hydraulic pressure. If this switch reacts to you pressing "H" then I would say the plane is in Sim mode. I'm not sure how to actually put the Sabre into Game mode, I don't see an option there... If "H" doesn't do anything then it sounds like you are in Game mode. If it does something, I think you are in Sim mode since that key is not bound in Game mode. The only other reference I see for Game mode versus simulation mode is under gameplay options but I think that affects every airplane, not just the Sabre.

- Newfoundland -3:30GMT - English - No other languages - Canadian, East coast - Never voice acted before, but I use aviation radios every day. I have a headset, not fantastic quality but would work with radio transmissions I think. - Male/Medium to high pitch. Loud.

Hey all! I've been messing around with the mission editor to give myself the basics on how to make missions. I've got the AI tankers working properly with one small (or somewhat large depending) issue. I set 2 F-15Es to fly into the theatre and then join up with a tanker at 15000ft for refueling prior to pushing to the target. Both are set around 25% gas. The first F-15E will refuel properly, and then pull off and drop a few miles behind the tanker and fly in formation. The second F-15E just sits on the perch and won't move in behind the tanker. I've done some searching and found a few old posts about this issue. Wondering if its been fixed and if so, how do I get the AI wingmen (Not my own, full AI flights) to refuel?

Okay, I'll test it out later tonight and see if have any success. I guess this F10 menu will appear once I've got it setup properly?

Hey all, I'm trying to make a mission where once damaged you can request the fire trucks to meet me on apron after landing. I've got the triggers all set up, with the firetrucks told to hold on the ramp until the player makes a radio call requesting them to be sent out. I've got it setup so that once the players aircraft is damaged, theres supposed to be a radio menu item added so that you can call the trucks. From my understanding the radio message will be added to F10.. but the Sabre doesn't have the F10 menu. Is there a way to add it or am I missing something else?

Theres a big difference between trimming an airplane in real life and trimming one in the sim. In real life you fly the airplane to the attitude that will give you the climb descent or level flight that you want and then use the trim switch to take the pressure off the controls. Some airplanes trim very well and are stable, other require constant retrimming, if only in small amounts. In the sim you have to take a different approach which will be unrealistic by nature. My technique is to put the airplane in the nose attitude I want and then work one hat trim click at a time, slowly releasing my pressure on the controls as I do it. Click, release pressure, click, release pressure. It takes a while, but eventually the airplane will fly hands off until something changes. Note that any adjustment you make to the power, or any small bump in the air will probably cause the airplane to do something different and require it to be re-trimmed. In the sim I once I have the airplane close to trimmed out, I tend to fly using the trim, which according to someone above thats how real sabre pilots did it. I do however find the Sabre sensitive when it comes to control and trim adjustments, but with practice and focus on that aspect of airplane control you can get it figured out. Sidenote: Its generally considered bad technique IRL to fly only with the trim in modern aircraft, but an allowance has to be made because of the way the trim works in the sim.

This is why we use checklists! :thumbup::doh:

Saburo beat me to the punch, but thats what I would say too. I always start with the rudder pedals centered, push the NWS switch and then pull away. I've never had an issue with it. I keep the switch pressed at all times during a turn, and release it once it's straightened up. Then if I want to make a turn again, I push the button with the nosegear centered and start my turn. Works everytime.

Sounds like your hydraulics aren't providing enough pressure to the proper systems. Check your utility hydraulic pressure and confirm that its in the green arc. You'll see small bumps in pressure as you adjust the gear and speed brakes but the pressure should return to max rather quickly. On the ground while taxing, do not attempt to use the nosewheel steering and move the speed brakes at the same time, the system cannot provide enough pressure to do both. *Edit* Theres no cockpit control for controlling the utility pressure pump, if its not providing enough pressure you could try increasing engine rpm which might make the pump work faster and provide more pressure. Once you have proper pressure then try the nosewheel steering again. Maybe the valve won't open if the pressure starts out too low. Just a thought after looking at the diagram in the manual, I've never tested it myself, and the manual doesn't state anything to this effect. Give it a try and see if it helps. If that doesn't work, you have a faulty pump, shut down, tell maintenance and go grab a coffee! :-p

Try the Batumi NDB. I know that one works properly in both air and and ramp starts, SP and MP. Unless something has changed in the latest patch, I've used that NDB in all the above situations. I have noticed some of the above issues though. I was trying to test out different NDBs to create NDB approach plates for some of the bigger airports and I struggled to get alot of them to work. Sometimes I could tune an ndb, track to it, visually fly over where the beacon should have been and the beacon would still be tracking straight ahead, while a different ndb would track without issue. I put it down to my chart being out of date, since all the morse identifiers seemed off. I found a few NDBs that worked properly, but I wasn't looking for this type of error. I do know that Batumi works without issue in the sabre though its hard to tune. Listen for the ident and all will be well. Maybe that could be used as a benchmark for proper functioning? If you want to test it, search down the forums and try my approach that I put out. That will confirm proper functioning of the beacon.

This website has some good information. http://www.ausairpower.net/TE-Sidewinder-94.html Assuming that this version was modeled accurately, I think the fact that its hard to get a kill with it is right on point. If you read down this website, it states that the probability of a kill was in the tens of percent. It gives the number of around 16% chance of a kill. From the look of it, you have to be within 2.6nm and behind the target pulling less than 2gs... those are pretty strict launch limits! I haven't played with the missiles so I can't comment on that, but it seems like a pretty rudimentary weapon.

I have flight tested this a few times and it's gotten me close enough to the runway to land everytime so far. I haven't done it in fog yet, but its been proven in an 800ft ceiling, light winds. A few changes I'm going to put on the new chart are as follows Field Elevation to read 39'MSL. Remove 108'MSL (Not sure where I got that from) This procedure brings you in on a very long final, so you may wish to shorten up the outbound leg to 2 minutes or fly below 300kts. Missed approach instructions should read: If not contact by range, immediate climbing left turn heading 310. Climb and maintain 5000ft, speed in turn below 300kts. I performed the missed using a rate one turn and leveling at 3000 was just too low, if you weren't exact with the turn or the speed built up you got dangerously close to the hills. All these changes will be made in the final version. If you run into any other issues, please pass them along.

Thanks for the clarification!

I just loaded up the sim and the lever is gone. The place for it is there but the lever is missing. Thats strange because I do remember thinking it was cool that they had modelled the system.

Couldn't agree more Mizzy!

A bit late on a reply but I think our Sabre does have the Speed Brake Emergency lever because I remember using it before. I'd have to jump in sim to be sure though. One thing to note though that the emergency lever for the speed brake will not OPEN the speedbrake. Its hooked up to a relief valve that will dump any pressure holding the speedbrakes open and cause the airflow to force them closed. This would be used if the normal control fails to close the speedbrake since having the speedbrakes stuck open could be disastrous in a low energy state such as in a go-around. I believe, although I'd have to confirm, that if you place the emergency handle back to normal you can use the speed brakes again. To test this, simply extend the speedbrakes and put the emergency lever in EMERG CLOSED (full forward) position, and the speedbrakes should close. Position the control back to norm and try the speedbrakes again. *edited for phrasing*

It is a very overlooked part of the simulation. Even though it has more realistic beacon behaviour and tuning than any other flight sim I've ever seen. I love the challenge of bring an A-10C or Sabre down in the fog to a successful landing. At one point I had written down all the lat and long coordinates for the RNAV waypoints in Georgia so that I could use it for the A-10C GPS to help guide me on approaches. Not sure where that list went though :( I haven't done much flying in the sim lately so I'm sure I'm a bit rusty. I'm hoping that making and testing these charts will sharpen my NDB skills again.