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bluepilot76

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Everything posted by bluepilot76

  1. Affirm on the thermals argument, except that the effects would be realistic for a paraglider, or an A-10C in s supercell storm cloud. Besides I had the temp set at -5 or something because I was hoping for snow, and thermals would not be so strong in those conditions, and the clouds were just small ones up at 6000 feet or so. Thanks for the info on the tracks playback!
  2. Good! Glad you got her going at last. Sounds like it might be a bug to me though; surely an A-10 can start in 50C. I heard somewhere that the USAAF has actually been using these birds out in a few hot dusty places over the last few decades......
  3. OK wilco. There is a track on the boards at the moment that I want to watch, so hopefully I will get an idea about what recording a track provides the watcher with.
  4. Hi EtherealN, I am sorry to say I havent got to grips yet with recording or playing back tracks. It was something I am going to investigate today. Will it still be on my computer? However I have flown the same mission again since then, but hadnt saved the weather from the first flight and regenerated it again. The mission was Aerial Refuelling Training by Aylward, currently on the missions and campaigns board. Thanks Aylward! I had edited it by adding an F16, (just to see how it worked), changing to dynamic wather, putting in a couple of cyclones, pressing generate a couple of times untill the wind arrows looked reasoneable, added a fog layer with 1000m visibility up to 300m. In the mission briefing I had changed the weapons loadout and reduced to 25% fuel. I took on several thousands pounds from the tanker, but jettisonned my stores prior to landing. I will try and generate a similar scenario tonight and see if I am still shocked by the turbulence, I will let you know either way how I get on. Hopefully I will figure out this recording tracks business this afternoon.
  5. Loz, Sounds like a good idea, I will try that. Sorry if a bit of RTFM will help this, but if you have moved a bit, how do you know if you need to start the alignment again?
  6. I was doing a mission, that I had edited by setting the weather to Dynamic. The mission editor showed fairly light winds in the vicinity of Batumi etc. Batumi ATC reported something like winds 180 at 3m/s. By my reckoning 3m/s is about a 5knot wind, which is nothing, from any direction. No problem I think, but my takeoff is so crazy that I think I must be taking off with half of the plane missing. Minus one tyre I stagger into the air. HUGE turbulence below about 300feet. Then I go a about my mission. Air to Air refueling in the nice and smooth conditions of the upper air. I decide to land at Sakumi (sorry if the spelling is wrong; going from memory). ATC reports wind 3m/s at a heading I cant remember but basically 90 degrees of the runway and from straight out to sea, Sakumi is sort of parrallel with the beach. Anyway 3m/s, I think "small crosswind, no problem". First sign of trouble, to maintain the runway centreline on approach, I have a huge drift angle, I imagine 15 -20 degrees or so. From the default head position, the runway was hidden behind the forward window frame, the part where the compass is. I had to use the quarter window, if thats what its called, BTW I love Track IR... "Seems like more than 3m/s" I think. Then as I get lower the whole aircraft starts ballooning probably 50 -75 feet or so. Large pitch corrections having little effect on vertical speed. Probably pitching down 10 degrees below normal approach angle, the plane was still trying to climb, and then drop. I made it onto the runway burst my remaining tyres, was lifted off again and stalled into the grass. Massive fireball. I would have ejected but I was so amazed by these horrendous forces affecting the aircraft that I forgot all about it. Now Im all for a bit of turbulence, but there must be something wrong here. The A-10C is a heavy aircraft, plenty of momentum. It is not a paper aeroplane or 1 seat glider. 3m/s crosswind should not cause this effect. It felt like being in the rotor behind the mountain, during a hurricane (not that Ive ever done that, but I have landed in 50knots of wind before and there was the odd bump but nothing too exceptional, although that maybe due to the excellent pilot I was flying with, in a King Air). Anyway, the wind was coming off the sea, across a few trees, but nothing too severe. But at 3m/s? I dont think so. So, either ATC is wrong about the strength of the wind; quite likely considering his efforts at reading the pressure, or the low level turbulence effects in Dynamic weather are a "bit" strong. Possibly I misheard the tower, but like I said at the start, the wind arrows indicated light winds at Batumi, and Im sure they weren't much stronger at Sukumi. I REALLY like the idea of Dynamic weather, but this doesnt seem right to me. Noone would have been flying on a day like that, not even the ducks.
  7. How about; The base is about to be overrun, gun battles at the gatehouse, Get them up and out of harms way. Air raid- KA50s coming over the horizon, peaceful UN station caught with its pants down. You go with what you've got, divert and claw back the territory over weeks of heavy multiplayer campaign. Bliss!
  8. Hey Ghostmooner, just to clarify, before I get in trouble.... I dont know what the real world procedures are for starting the A-10C. It probably is just the same as in the tutorial. I am just trying to describe the very basic fundamentals to get you up and running. I take a couple of shortcuts. my post should have a warning: my method is for simulation use only! do not use this in the real world! BTW how does one view a track?
  9. Path mode will actuallly hold the pitch and bank that you have so is useful for setting up an orbit whilst yours heads down.
  10. Hi FUgly, sorry I cant answer your questions, I guess the one about the mk82s blowing you up might happen if you are too low. Anyway my reason for posting is, if you want to learn the A-10, why not just go straight to DCS A-10C. I think you will find it better and easier for the following reasons (amongst hundreds of others). 1) The cockpit is clickable. This is much more realistic. For a beginner to flight sims this will help because you hardly have to remember any key commands. 2) There are good training tutorials, that are interesting. They get you in the air and explain a basic way to acheive your objectives. 3) Everyone is very excited about it, I expect if you made a post like this on the DCS A-10C forum, there would be 2 pages of posts by now. 4) I also got FC2 just before A-10C, and keep getting thwarted in my attempts to progress through the campaigns by frequent crashes. A-10C seems much more stable. 6)Flight simming takes up a lot of time, unless you have unlimited time you might as well get the best experience possible. That will be with DCS A-10C. Unfortunately I guess the min specs required are a little higher, but its a good excuse to treat yourself to a powerful new computer. I certainly did! Anyway if you decide to stick with lockon, it is of course a good sim and you will still have plenty of fun. Happy Simming!
  11. Hi sobek, thanks for setting me straight about that! I did wonder. However we are trying to get Ghostmooner in the air! I bet in the case where a pilot cannot get an engine to start the crew cheif would be trying to start it without the genny on, because that solenoid might be the thing thats broken mightn't it? Although I must miss this light going out every time I start, and I am pleased the sim is so accurate that it does happen, TBH I am trying to get in the air quite fast at the moment because my simming time is terribly short. Anyway I know the engines will start perfectly well without the gennys being engaged. Some might not realise the relationship of the genny to the engine, and think the genny is something that must be working in order for the engine to work, rather than the other way around.
  12. Try my method (but I dont have a thrustmaster warthog): 1) Battery on 2) Inverter on 3) APU start Whilst waiting for APU to spool up.. 4) 4 Fuel switches on. Now the APU has spooled up: 5) Use keyboard command for left engine start. You should hear the APU note decrease momentarily. Await engine spool up (start cycle light out on warning panel) 6) Use keyboard command for right engine start. Should go just same as left. have you definately got a keys mapped for left engine start and another one for right engine start? Also it sometimes doesnt work unless I wake up my stick by giving it nudge and moving the throttle from full up to idle a couple of times. Just in the sake of completeness, whilst waiting for left engine to start up I turn on the APU generator so I can start the INS alignment asap. I turn on the engine generators once both engines are fully running and then turn off the APU generator and the APU. Engage SAS switches when engines are running. Get the HUD switch (cant remember whats its called -JTCC?) on test early because that takes a bit of time, and also get the MFDs on early as they take a bit of time. All the other stuff, radios, lights, antiskid, ejection, O2, canopy etc just whenever I find a moment. There is something in the options about synchronising controls with stick at flight start, I guess check your setting for that makes sense?
  13. Yes. I think you might have to wait a few seconds, up to a minute, after landing before moving becomes possible. Give it a go. Unfortunately the head movement becomes disabled so you cant look about, other than by turning about. At least that is how it is on my system. Press space to get in a UAZ. I think you have to use arrow keys after that, not sure because it crashed for me at that stage.
  14. That would be just my luck: "Cadet Bluepilot76 you are posted to Batumi, you are going to be UAZ operator". Me; "coooooooooool - flying the big white remote control thing, its going to be like getting paid to sim all day, and go to the beach bar afterwards and hang out with the fighter dudes and air hostesses" - sign me up! Then arrive at Batumi: handed keys to UAZ! Woops.
  15. Apparently you can drive the jeeps. UAVs I think there called. Unfortunately you have to eject to get out of the Hog. And the pilot walks verrrrrryyyy sssssslllloooowwwwwlllyyy after ejecting. I suppose you would though after the rocket seat exit, if at all.
  16. Well effte it certainly sounds like you have a solid understanding of the physics here, which I certainly cant claim to, long since forgotten unfortunately... I probably need to get into a cessna and go and fly around and make certain of my facts. But I cant do that for another couple of weeks. Anyway I stand by my memory, that I have always been able to ident the ILS whilst flying within the vicinity of the airfield. Thats why I mentioned the vectored downwind, in that case of course I am abeam the runway, but if I am being vectored I am not going to be THAT close to the airfield, the controller keeps you quite wide so they can provide you with an orderly turn and intercept onto the localiser. I have never had a GPS when flying in these situations, at least not that I was allowed to use in an exam or training flight. Anyway I dont see much difference in what we are saying; we both agree that you can ident the ILS when within a certain arc of the runway, and you say that you would be able to ident it anywhere close to the airfield. Thats what I am saying as well, its just that my idea of close goes out to 10nm or so, and it sounds like your idea of close is maybe 2-3nm.
  17. Yes about 10nm would seem about right from memory. Maybe further but you would probably be using a different facility when you are that bit further away (NDB or VOR in a typical IR qualification flight in the UK) - so I'm not sure how far out the ident can be received. Generally within the area that the approach procedure occurs or within the area where you are getting vectors towards an ILS. Often this starts with a downwind leg. Part of the Initial or at least Final approach checks would be to tune and ident the ILS. Obviously the instrument does not start to pick up a useable signal untill within an arc of the runway centreline, but you can ident it much earlier. The DME will be useful over a much broader area but that system works differently to the ILS system itself. Why can you? - I have no idea. Its good that you can though because its good to get these things set up and idented well before you need them to make the turn onto the localiser. None of this has been any use to me in A-10 so far, I have been maintaining flight within VMC. Hopefully the ILS will start to work for me soon because I really like the challenge of an approach through fog and low cloud in my flight simming.
  18. Good info about the NWS button. I admit I didnt read the manual enough but part of the fun for me is just getting stuck in and seeing how I get on. However I did manage to map a key to the refueling lever, but NWS button is going to be easier. I have been trying AR for the last couple of flights and feel I am getting a system together that works for me: Stabilise about 20-30 feet behind the refueling position. Get the Hog so well trimmed that it is flying along almost hands off. Memorise the sound of the engines at the setting that exactly matches the speed of the tanker. Are you trimmed? Sure? Doubly sure? OK. Throughout the rest of the procedure you wont need to trim again because you know your trim setting works at the throttle / speed setting that you need to maintain station (although I suppose you might need to if your taking on a lot of fuel..). OK for the move in. I have been doing it this like this: Give a dab more power then almost immediately return the throttles to the previous setting. Get a feeling for how much further forward that dab of power got you -and what your speed went up to, if the tanker is going 238, I dont want to go over 240, but I only want to be at that 240 for a moment before the speed settles back to 238. Get a feel for how long it took for the speed to reduce again to your previous speed. Then do it again and again untill you are right there. With practice, your final dab of power should move you the last few feet to the connection, and your well adjusted reduction to the old throttle setting has seen your speed reduce to the tanker speed all at the same time. The mission I have been flying, the tanker has been trotting along at 238 kts. closing at 241 seems to be too fast. Well thats working for me. I havent done anything with axis curves, but I do have a nice new joystick which is soooo much nicer than my previous one. It is a thrustmaster 1600m (or something like that not to hand so cant check). I think it has the same tech inside as the warthog one, but only cost 39ukp. BTW someone mentioned getting disconnected when all seems to be within limits. I think this happens when your full up. Keep on tankin'
  19. Yes. 6666 posts AND using the work "Occult" in that post. Spooky!
  20. Excellent, thanks for the info. And my first real reason to dip into IFCC control modes!
  21. In the real world I have always found that I can ident the ILS when within a reasoneable range of the airfield, regardlless of my position relative to the runway. You should ident the ILS and the associated DME seperately. I have yet to see the ILS in the sim working correctly, I have tried a couple of times at Batumi and once at Vaziani. I find the localiser swapping from full left to full right deflection as I cross the runway centreline, there seems to be no middle ground. Where reciprocal runways both have an ILS, from memory ( I dont have any charts to hand) both runways will have the same ILS frequency. The DME ident will change depending on which runway they are using.
  22. I usually have a target marked as a SPI to help with lining up for a guns pass. However when the SPI tadpole gets within the gun pipper area, it dissapears. Usually the target is not visible whilst still at a safe range so I find it a bit annoying that the tadpole disappears just when I need it the most. Is this an accurate simulation of the HUD system?
  23. I have a basic way of remembering this, for the long commands anyway.. Forward = SPI Aft = Steerpoint so; TMS fwd long = make SPI China hat forward long = slew all to SPI TMS aft long = SPI to steerpoint. China hat aft long = slew all to steerpoint. When I realised this simple rule I stopped tieing myself in knots everytime I wanted to launch a mav. Hope it helps!
  24. Had a few gos on SP. Nice challenge and quite addictive. Longest hookup is about 5secs for me so far, but improving. How long does it take to take on a few 1000lbs? Not sure I will be able to hold my breath long enough anyway! Boom operator seems a bit clumsy at times he (she?) made a right mess of the front of my hog, certainly wasnt my fault. no way was it my fault chief! Must be a lot of fun online, and the others can practice formation flying whilst in the que. Thanks for posting.
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