Slothface

Escellent guys thanks. +1

I'm sorry if this has been posted before but I couldn't find a thread. Does anyone know how to create sound files (.ogg) to add to a radio message? I'd like to give co-ordinates for CAS support but not sure of A) How to create such a sound bite, and B) How to make it a .ogg file once made. Thanks in advance guys!

CAPS I mapped all the alphabet letters of the CDU with the CAPS LOCK as a modifier. I just hold it down with my left pinky and type away with my man typing... (tip tap with my two index fingers only) :D The numbers are all mapped to my number pad. Hope this suggestion helps.

I stumbled onto a a video on Wagmatt's youtube stream and got a little excited... It looks to be a FAC add-on for A-10C, but is it? Where can I get it if so???

+1,000 for Track IR. Probably the best peripheral I've bought for simming. I knew I'd love this sim straight off the bat, so I went and bought the HOTAS to start learning with. This is a great piece of kit and made my learning curve a lot shallower as the tutorials teach you in reference to the HOTAS. So Track IR and HOTAS are recommendeds for me. (Just wish there was a dedicated simstick/collective for KA-50!)

I know the speedbrakes have varying angles of deflection at certain speeds. Higher airspeed = less deflection when fully open, and vice versa. Maybe there is a variable rate of opening and closing depending on airspeed too. I know a lot of aircraft with speedbrakes have variable deployment rates and amounts of deflection at different speeds. Could someone with the knowledge clarify if the rate of deployment varies with speed... too late for me to test in game :)

Thanks mate. I didn't actually specify it as that but have edited the QNH section to reflect your correct fat ;) Let me know if you spot anything else or there is another QNH section I need to amend. Thanks again!

Roger Boss! ;)

@ =4c=Nikola: Thanks for that! I didn't know that about Russian aviation. Another interesting point I guess would be to point out the Rusky's and Chinamen of this world (basically all the Commies ;)), use metrics - METERS instead of FEET for their altimeter scales. I guess most of you who converted from the Black Shark would have noticed :)

Thanks for the positive feedback guys! :thumbup:

:thumbup: No probs Frosty.

No such thing as a stupid question ;) ISA for STANDARD/QNE is exactly this: 1 ISA atmosphere = 1.01325 bar. In aviation we use millibars abbreviated as mb (which is exactly the same value as Hectopascals abbreviated as HPa). The US use inches of mercury (inHg) 1.01325 bars = 1013.25 Millibars (mb) (Hectopascals (HPa)) So STANDARD/QNE pressure setting is 1013mb on an alitimeter BUT... As this sim aircraft is american, it will use inHg for pressure settings so... ISA for STANDARD/QNE is exactly this: 1 ISA atmosphere = 29.92126 inches of Mercury. So STANDARD/QNE pressure setting is 29.92inHg on the A-10C alitimeter. So basically Ryrrar, 2992 is correct! :)

I posted the below in another thread but thought it actually might be of benefit as a thread of its own to help explain things for those who are interested in the who, what where and why! Please bear in mind I'm no instructor and my way of explaining things might not be as clear or easy to understand as I'd hoped. But please read and enjoy. Apologies for inaccuracies. I'm quoting what I can remember from my own past studies. Also, apologies if this has been covered before. I haven't found a thread similar and maybe it will spark interest or resolve mis-understandings to a new wave of simmers. Enjoy! ------------------------------------------------------------------------ There is a lot of confusion for peeps as to what QNH, QFE, QNE and QFF settings all mean. Not sure if it's been explained before but I'll just do a quick info filler post for those new to altimeter pressure functions. Its a lot of info to take in but hopefully will ease the pain and I will summarise at the end. History -These 'Q codes' originate from days way back when. Voice radio was hard to make out clearly at times, especially on HF frequencies. The reversion back to using morse code was then required to establish a clear method of communication. These Q codes were a set of 3 letters beginning with a Q. They were set up to transmit a sentence quickly with just morsing 3 letters. The Q originally was to signify a question. QRB = What is your distance. QRC = what is your true bearing etc. As the codes developed they also incorporated statements such as QFE = Pressure at particular observation station (an airfield/port/oil rig/etc). Just out of interest, Q codes reserved for aviation use are QAA–QNZ. There are reserved sets of codes for maritime and sets used by all services. Q codes we use on a day to day basis in aviation relate to headings too, QDM, QDR, QTE, QFU and QUJ. They all have a standard meaning attached to them and allowed the old morse operators to transmit info far more quickly. I wont go into these in this thread... maybe another future thread if there is enough interest ;) So, history lesson out the way... what do the pressure setting Q codes actually mean? ------------------------------------------------------------------------ QNH = The pressure measured at station then reduced down to mean sea level pressure. When set on your altimeter it will read your ALTITUDE. Sat on the tarmac at your airfield the altimeter will display the airfields elevation above mean sea level. This is the most commonly used pressure setting in the commercial world. Its probably the most useful setting to have, as nearly all aviation references to elevation are in relation to mean sea level. The mountain peaks on a map, airfield elevation, target elevation, minimum safe altitudes enroute etc. Incidently, QNH is given as a regional pressure setting and should be updated with new ones if you leave its area of reference into a new QNH pressure region. The QNH is the LOWEST FORECAST pressure at mean sea level for a given day to ensure that safe terrain seperation is maintained regardless of the days variation in pressure. ------------------------------------------------------------------------ QFE = Is mean sea level pressure corrected for temperature, adjusted for a specific site or datum like an airfield, being the most obvious example. When this is set on your altimeter, it will read your HEIGHT not altitude. It will read zero at airfield elevation and after take off will read your HEIGHT above that specific airfield. If you fly to another airfield of different elevation and/or different QFE pressure, you will have to ensure you reset that particular airfields QFE if you want your altimeter to read zero on touchdown. QFE is very good for new pilots who are remaining in the circuit around an airfield and keeps things simple for that task. ------------------------------------------------------------------------ QFE Example: Airfield A with elevation 250ft above mean sea level. Airfield B elevation 300ft AMSL. A to B = 10miles. Assuming a uniform atmospheric pressure in the region. Take off from A, altimeter reads 0ft on runway and after take-off reads HEIGHT above airfield A. Go and land at B and your altimeter will read 50ft on the runway. This is because B's HEIGHT is 50ft higher then A. In this example, if we set the regional QNH, then the altimeter will read ALTITUDE and therefore the airfields altitude AMSL. Airfield A, altimeter will read 250ft. Airfield B will read 300ft. This is why QNH is the primary pressure setting used in aviation at lower levels. It is far simpler working in a setting that gives ALTITUDE, so you can reference your vertical position from everything on a map or chart. (All airfield plates (charts) have their altitudes AMSL on the plate.) ------------------------------------------------------------------------ This is all good and well knowing that QNH is the best pressure setting to use in a region for vertical situational awareness. But it is not always possible to get the regional pressure setting QNH from accurate means and a reliable network of meteo stations. Remote airfields and isolated combat zones are just 2 examples where it'd be difficult to get an accurate QNH when you dont have access to good forecasts and numerous pressure sensing stations. If pressure info isn't available then you can get QFE easily by selecting an altimeter setting that reads zero on the airfield. The number in the altimeter pressure window is your QFE. To get QNH, you just need to know your elevation AMSL and set that in your altimeter. Airfield elevation = 250ft. Set altimeter to read 250ft. Pressure in the altimeter pressure window shows your QNH. (You have to remember that this wont be the lowest forecast QNH pressure for the day and just be cautious at low level. But thats why a radio altimeter is handy!) ------------------------------------------------------------------------ There are 2 other Q codes used for aviation pressure settings QNE = the Internation Standard Atmosphere (ISA). It is the average mean sea level pressure around the globe. It is planet earths mean atmospheric pressure at sea level basically. This pressure setting is refered to as STANDARD in aviation. STANDARD is set from QNH when climbing up through the "Transition Level". Your altimeter will then read your FLIGHT LEVEL. A reading of 25,000ft is FL250. 5,000ft = FL050. 13,500ft = FL135. ------------------------------------------------------------------------ The last one isn't really used in day to day aviation knowingly by pilots. To avoid info overload I have hidden it if you feel the above is alread a lot to digest ;) ------------------------------------------------------------------------ Summary QNH = Altitude (AMSL) QNE = Flight Level QFE = Height (AGL) QFF = Not used for altimeter settings In reality, QNH and STANDARD are the 2 most commonly used pressure settings. The other 2 - QFE is good for very local aerial work such as circuits at a specific airfield but not much use for wide area flight. QFF is used in meteorological weather charts. Hope this helps at least one person out there ;) Fly fast, take risks! Happy flying! ------------------------------------------------------------------------

There is a lot of confusion for peeps as to what QNH, QFE, QNE and QFF settings all mean. Not sure if it's been explained before but I'll just do a quick info filler post for those new to altimeter pressure functions. Its a lot of info to take in but hopefully will ease the pain and I will summarise at the end. History -These 'Q codes' originate from days way back when. Voice radio was hard to make out clearly at times, especially on HF frequencies. The reversion back to using morse code was then required to establish a clear method of communication. These Q codes were a set of 3 letters beginning with a Q. They were set up to transmit a sentence quickly with just morsing 3 letters. This originally was to signify a question. QRB = What is your distance. QRC = what is your true bearing etc. As the codes developed they also incorporated statements such as QFE = Pressure at particular observation station (an airfield/port/oil rig/etc). Just out of interest, Q codes reserved for aviation use are QAA–QNZ. There are reserved sets of codes for maritime and sets for all services use. So, history lesson out the way... what do the pressure setting Q codes actually mean? ------------------------------------------------------------------------ QNH = The pressure at mean sea level. When set on your altimeter it will read your ALTITUDE. Sat on the tarmac at your airfield the altimeter will display the airfields elevation above mean sea level. This is the most commonly used pressure setting in the commercial world. Its probably the most useful setting to have, as nearly all aviation references to elevation are in relation to mean sea level. The mountain peaks on a map, airfield elevation, target elevation, minimum safe altitudes enroute etc. Incidently, QNH is given as a regional pressure setting and should be updated with new ones if you leave its area of reference into a new QNH pressure region. The QNH is the LOWEST FORECAST pressure at mean sea level for a given day to ensure that safe terrain seperation is maintained regardless of the days variation in pressure. ------------------------------------------------------------------------ QFE = Is mean sea level pressure corrected for temperature, adjusted for a specific site or datum like an airfield, being the most obvious example. When this is set on your altimeter, it will read your HEIGHT not altitude. It will read zero at airfield elevation and after take off will read your HEIGHT above that specific airfield. If you fly to another airfield of different elevation and/or different QFE pressure, you will have to ensure you reset that particular airfields QFE if you want your altimeter to read zero on touchdown. QFE is very good for new pilots who are remaining in the circuit around an airfield and keeps things simple for that task. ------------------------------------------------------------------------ QFE Example: Airfield A with elevation 250ft above mean sea level. Airfield B elevation 300ft AMSL. A to B = 10miles. Assuming a uniform atmospheric pressure in the region. Take off from A, altimeter reads 0ft on runway and after take-off reads HEIGHT above airfield A. Go and land at B and your altimeter will read 50ft on the runway. This is because B's HEIGHT is 50ft higher the A. In this example, if we set the regional QNH, then the altimeter will read ALTITUDE and therefore the airfields altitude AMSL. Airfield A, altimeter will read 250ft. Airfield B will read 300ft. This is why QNH is the primary pressure setting used in aviation at lower levels. It is far simpler working in a setting that gives ALTITUDE, so you can reference your vertical position from everything on a map or chart. (All airfield plates (charts) have their altitudes AMSL on the plate.) ------------------------------------------------------------------------ This is all good and well knowing that QNH is the best pressure setting to use in a region for vertical situational awareness. But it is not always possible to get the regional pressure setting QNH from accurate means and a reliable network of meteo stations. Remote airfields and isolated combat zones are just 2 examples where it'd be difficult to get an accurate QNH when you dont have access to good forecasts and numerous pressure sensing stations. If pressure info isn't available then you can get QFE easily by selecting an altimeter setting that reads zero on the airfield. The number in the altimeter pressure window is your QFE. To get QNH, you just need to know your elevation AMSL and set that in your altimeter. Airfield elevation = 250ft. Set altimeter to read 250ft. Pressure in the altimeter pressure window shows your QNH. (You have to remember that this wont be the lowest forecast QNH pressure for the day and just be cautious at low level. But thats why a radio altimeter is handy!) ------------------------------------------------------------------------ There are 2 other Q codes used for aviation pressure settings QNE = the Internation Standard Atmosphere (ISA). It is the average mean sea level pressure around the globe. It is planet earths mean atmospheric pressure at sea level basically. This pressure setting is refered to as STANDARD in aviation. STANDARD is set from QNH when climbing up through the "Transition Level". Your altimeter will then read your FLIGHT LEVEL. A reading of 25,000ft is FL250. 5,000ft = FL050. 13,500ft = FL135. ------------------------------------------------------------------------ The last one isn't really used in day to day aviation knowingly by pilots. To avoid info overload I have hidden it if you feel the above is alread a lot to digest ;) ------------------------------------------------------------------------ Summary QNH = Altitude (AMSL) QNE = Flight Level QFE = Height (AGL) QFF = Not used for altimeter settings In reality, QNH and STANDARD are the 2 most commonly used pressure settings. The other 2 - QFE is good for very local aerial work such as circuits at a specific airfield but not much use for wide area flight. QFF is used in meteorological weather charts. Hope this helps at least one person out there ;) Fly fast, take risks! Happy flying! ------------------------------------------------------------------------

Thanks for the response guys, what make of mobo are you using? I'm looking at the ASUS rampage III

Hi guys, just a quick question. I'm thinking of a motherboard upgrade and am very concious of the fact that Warthog HOTAS's have been bricked by certain motherboards. I've googled the subject and it seems there is a lot of speculation over what and how the HOTAS is getting bricked by. 1. Is it a particular setup that is bricking the HOTAS? ie USB hub or direct mobo connection? 2. Is it a particular brand or specific mobo's that are bricking the device? 3. Is it a particular chipset mobo? (some google results suggested it was X58 chipset mobos doing the bricking) 4. Is it a combo of the above or something completely different? I'd love to hear from anyone who has the answer as I'm reluctant to upgrade until I have a definative answer. Thanks in advance everyone! :)

Okay, so I tried the above out to get my custom loadout. Once I launched MP and jumped in a server I couldnt call ATC at all! I restarted MP, restarted comp, tried a different server and no change. Unable to contact ATC or ground crew... as the aim was to ask GC to load SHOW loadout where I put my custom load. After trying all of the above I went back to the start and put back the original unitspayload.lau back in its place. Restarted MP and I could contact ATC again! So what am I doing wrong when editing the .lau file in Notepad++ to make ATC/ground crew comms not function? Here is my .lau file I edited (I had to change the file extension to .zip as it wouldn't let me upload the .lau with a file size more then 500kb. Just change the .zip file extension back to .lau once downloaded): unitPayloads.zip

High drag = for low level bombing runs has a "drag chute" at the back after weapons release. Like Qazme said it prevents blast damage to your aircraft at low level giving more time before impact. This time allows you to put more distance between you and the target: http://en.wikipedia.org/wiki/File:F-111F_dropping_high-drag_bombs.jpg Low drag = for higher level bombing: http://www.epr974.re/wp-content/uploads/2011/03/B2.jpg I hope my english was simple enough for you to understand :) Happy flying!

If you're serious about the "real feel" then I can do nothing but recommend the TM WH HOTAS. (Other HOTAS units also available from all good HOTAS manufacturers! (Although none are A-10C replicas)) Since Ive had mine I've had absolutely no problems with it. I think what a poster said earlier with regards to minorities echoing hard through the net with their problems might have too much of an effect. I've plugged, played, loved, and experienced no problems. Of course, who's to say I wont in future? The only thing that concerns me about your post is the base plate and as quoted previously the "lack of attention to detail". For a unit priced so highly, why can't they get a simple thing like that sorted at quality control? I really do appreciate its a small gripe easily fixed with 4 screws but c'mon... TM get your act together and think about the customer experience if you're gonna charge that much!!! While you're there... think about sacking the guy in quality control or give him a better break schedule so he can get his head in the game! :) So far with my experience of the TM WH, all I can rate it as is a 5 out of 5 as I've got nothing to complain about.

What Shez said is spot on. Its all about energy. SAMs (nearly all missiles) have a limited motor or rocket fire time... after that they rely on the potential kinetic energy they have left to fly to target. Flying so your rear right or rear left side of your aircraft is where the missile is coming from, you are making the missile constantly turn to meet you or head you off. Even with the motor/rocket running the missile will be using up its energy in the turn. Much like the A-10C loses energy during tight turns... noticed how your airspeed bleeds off durng tight turns? Keep alternating directions too. Fly with the missile coming in from the right for a few secs then turn 180degs and have it fly in from your left. This makes the missile change direction constantly and bleed energy in doing so. You can fly a mission with enemy missile padlocks enabled and test the technique. Press F6 to find the enemy missile and keep jumping back and forth from missile to cockpit and do the S-turns. Watch how the missile has to change direction to keep up with you. This technique in conjunction with what paulrkiii said will increase your survivability. As if you are on the edges of the SAM sight engagement envelope then the easy it will be to out manouvre the missile. It will naturally have less energy to get to you purely to the fact you are flying on the edge of its range. Add in flares/chaff and S-turns... nearly 100% survivable. The closer you get in range of SAMs the harder it will be to shake them. If you are unlucky enough to be on top of a SAM site that launches at you, you will have to vary your evasion technique and get aggressive with your manouvres. Now that the missile has HUGE amounts of kinetic energy at this close range you have to use it against the missile. The missile can be flying a few times the speed of sound!! You are flying half the speed of sound in a very manouvrable aircraft. Your turn radius will be much smaller then the missiles and you will be able to out turn it. Whilst popping flares/chaff... turn and dive to the ground as the missile gets close and it will struggle to turn with you and be more likely to go for one of your countermeasures. Keep the tight turn and dive to the ground going until the lock is broken. Once that is done keep diving and hug the terrain. Get as low as you possibly can. Now its time to get out of the SAM engagement envelope and to safety using nap of the earth flying. Staying low extremely low and behind hills will reduce the ability of SAMs to engage. Once you are out of danger, re-assess the situation and engage the SAMs from safety or with SEAD support. 1. Stay outside of the SAM engagement envelope until you or SEAD flights have neutralised the SAM threats. 2. If you are engaged on the edge of SAM envelopes use the S-turn techniques whilst popping flares/chaff, keeping missile at your right and left rear corners. This keeps your range from the sam increasing and the missile turning. 3. If you are engage well inside the SAM envelopes by accident, turn hard and drop to the ground popping chaff/flares the whole way down. Get to safety hugging the ground and hills. Im talking max 50feet above the ground. 100 feet to hop over obstacles etc. The A-10 was designed for it... so use it! 4. Read number 1 again! :) Disclaimer: This is my personal take on missile avoidance and lock breaks. I'm not saying this IS the proper and military technique. As with everything in the open ideas and shared knowledge ethos of aviation, always willing to hear other peoples thoughts and learn more! :)

Where to start?!?! Where to finish!?!?! There is a WOW moment in every flight, even if its the same thing you did the day before and said wow to. One out of the ordinary WOW was while throwing the plane about and playing to get a feel for limits etc. Took the plane up as high as I could, getting to about 38,000ft (ish) and reaching "Coffin corner"... the aircraft flipped and dropped out of control until it righted itself in a dive. I thought WOW, cool aerodynamics modelling... just like real life! In that dive I thought I'd overspeed and wack in full aileron and elevator... my aircraft turned into many smaller bits of aircaft... less aerodynamic bits. WOW! I love the damage modelling so much its hard to fight the urge to put yourself in danger on purpose so you can witness it... AND to see if you can bring it home ;)

Radar and antenna cones (covers) have to be painted with special paint and with as few layers of paint as possible for the performance of signal reception/transmission. The cone itself is usually a plastic or composite of somekind too rather then metal. I believe the special nose cone paint only used to come in black. Now it comes in all sorts of colours to match aircraft liveries. Notice that nearly all airliners used to have black nose cones... now they're all body coloured. Maybe an aircraft engineer/painter out there on the forums could give us a more specific answer to my simple "general knowledge" one :)

I made one from Hobby Boss but its the C ver. :) And another pic here... http://forums.eagle.ru/album.php?albumid=518&pictureid=3546

Looks great! Nice work. :)

I'm sure I heard somewhere that modular concreting reduced the impact of bombs dropped on them and allowed for quicker repair post attacks. Could anyone with the knowledge clarify that or provide a reference? London Stansted airport in the UK has this system for its taxiways and aprons but runway is now a modern tarmac.