PFunk1606688187

The AP channels are given a 20% total authority to retain the commanded attitude. This means that on either side of your commanded position they have 10% input authority to maintain position. If you make a strong collective input you can easily force the AP to exceed its 10% input at which point the axis will begin to shift in whichever direction the AP can no longer control it. This functions identically with the Altitude hold channel as well. Using the Collective Brake you assign an alt. If you pull back sharply on the Cyclic you will see the vertical velocity indicator begin to rise because the upward force created by the cyclic input has exceeded the 10% that the Collective channel has to hold its station. Its my understanding that while in any of the autopilot channels, with FD off, if you see them beginning to move, without depressing the trimmer button, its because they've run out of input authority to maintain position. Can't be sure without seeing a track of you flying, but proper trimming technique is essential to ensuring that the shark flies as you intend. Have you enabled "Center Trim Function" in the Special section or not? Also your trim is only good for a given altitude and speed. As soon as one or both of those changes the required trim to maintain straight and level flight will change slowly. Rudder especially changes as speed changes. There's also the possibility that you simply trimmed an imperfect attitude. I often find myself slipping a bit and need to make only a rudder correction to my trim. The Black Shark is not my forte, but I'm confident in what I've posted so far. Better advice can come form more experienced players.

Speed is largely determined by your pitch angle. When you command a fixed pitch you are also commanding a roughly fixed speed, so long as you don't alter too many other variables significantly. Changes in pitch will lead to immediate increasing or decreasing, or sometimes oscillating speeds, however, eventually the aircraft will always settle at a given speed at a given pitch angle (assuming you aren't crashing, experiencing battle damage to controls or stability, non normal situations, excessive input in other channels, etc). In this way you can deliberately set your speed by setting your pitch, which is a pretty basic concept for real pilots, rotary or fixed wing alike. Basically the autopilot follows instructions to control your aircraft attitude, but as a pilot you are responsible and able to conceptualize what that total commanded attitude will result in with respect to speed, vertical velocity, side slip, etc.

I think anything between 14-18 000 would do. It will vary by aircraft, but I think the best performance envelope for the A-10 refueling at 220 is somewhere between Angels 14-16. Also, peeps should be aware that this is IAS not GS or TAS. The speed which is set in the Mission Editor is, I think, KTAS so depending on the altitude and outside air temperature a different KTAS will result in the required 220 KIAS. You can either google a CAS to TAS calculator (CAS is just IAS calibrated for instrument error) and get a figure or just ballpark it, launch the mission, and tweak the number til the tanker is doing about 220 knots indicated. Basically yes. In real life every rejoin is a well planned, scripted affair. You get a slot and meet the tanker on its track and the tanker knows your flight of your aircraft type is coming so they're going to go to an agreed upon alt and speed that will suit your aircraft's needs. Clearly this is beyond the capability of current DCS AI so you either make 2 tankers or you just split the difference and find a compromise speed that'll do fine for both types. In the future I hope ED makes tanking a more scripted affair because as it is its pretty unrealistic. I would love to have the ability to tell my wing to form on the tanker and not just me, for the refueling string to include me and not have me hand off my wing to it, to have the ability to request from the boom operator a set amount of fuel which he'll cut me off at once I have it, and to be able to tell my wing to request the same amount as well. So many more things to want.

PeterP's Reworked Cockpit Views with proper Neck * Ricardo's Horse of War * PeterP's Kneeboard Tetra's RWR Audio Expansion * Toby's Low n' Slow Terrain nrgized' NVG Mod * Mustang's Cloud and Sky mod An interesting yellow canopy glass mod PeterP's HDR with a D lighting mod PeterP's SweetFX settings for DCS World That just about does it I think... so much PeterP. * = I just won't play without them

LOL bad pilot indeed. You're discussing not needing to do something because you're good enough to not be faced with the problem rather than having to actually formulate a rational response to something you may in fact face because you aren't such a badass that you'd never sink so low as to be a bad pilot. News flash sparky, most people in simming are generally crummy pilots, if not in single ship then in formation flying because most people don't practice it by the book or regularly. I'm glad you're a superior pilot and never make those mistakes. The rest of us might, so its worth discussing.

Sounds like some low tech wild weasel stuff right there. Very crafty. The problem with purism in this sim is that this sim is woefully inaccurate with respect to most things involving Electronic Warfare and SAM defense doctrine, among many other things.

All I can tell you is that after becoming very comfortable with the CDU, first time I loaded up Falcon BMS I looked around the cockpit and wondered to myself "How in the hell do I do anything without my CDU?".

How to: Centre HMD You'll need this as well: http://notepad-plus-plus.org/ Like others in the thread said I didn't actually like seeing the HMD fully centred so I instead set the value math.rad(11) to math.rad(4). At full zoom this left the reticle centred in the top third of your field of view.

The one thing that CA did that I considered valuable was allowing human adversarial challenge to the ground game in DCS. Its no secret that ground AI, particularly that which governs SAM behavior, is atrociously unrealistic. With a human being behind the controls you'll actually see SAM radar blink off and remain hidding, then blink on when you're in the heart of his kill zone and shoot at you with a much higher probability shot than the AI would use. Basically human SAMs are way more fun to fly against. Thats what CA represents to me as a valuable contribution to the DCS sandbox.

I'm curious as to why this would be. You'd think given the budget realities of today that they'd be happy for any means to offset costs. I hardly think an ADI from a 1970s aircraft would be considered highly sensitive technology either.

Picked this up on the forums a while ago. Think it was Stuka's. As you can see the A-10 is nearly the slowest of the lot at 220 knots. :P

As far as I'm concerned MANPADS are like infantry ambushes. If you walk into one you've already missed your real chance to 'evade'.

Throttle is ineffective for cutting off an overtake in formation takeoff owing to the delay in turbofan response. A quick tap of the brakes is far less workload if you're overtaking lead while still on the ground. Anti-skid in this game is kind of a joke. It doesn't do anything because tires don't explode, unless of course you land absolutely perfectly at certain airfields. :doh: I'm not even sure it works properly. Skidding also for some reason slows you down faster even though it shouldn't, so overall the entire physics of ground handling in DCS is totally borked beyond reason.

Most definitely, with the specs you posted. It did sound like what my problem was before I upgraded above 4 GB of RAM.

How much RAM do you have?

The problem with twist rudder is that you're blending all three control axes into a single input device and this will inevitably lead to incorrect pilot inputs. Can you get by? Absolutely. However I still think it'll limit your total potential capability. Its kind of like Trackir. Can you get by with POV hats? Of course, flight simmers have been without Trackir more than with it in the history if simming, but without it you're basically always distracting yourself with another thing for your hands to do and there's nothing more natural than looking where you want to see. That all said, if it were just fixed wing I would say there's no hurry to get rudder pedals, but with helos I'd say its a much bigger quality of life upgrade by far.

http://forums.eagle.ru/showthread.php?t=84612 Better link. Has an all in one package that replaces the crummy default video tutorials with these so you load them via the Tutorial menu in DCS World. Definitely recommend them. Also, for future reference, the A-10C already has interactive training missions whenever you get around to it.

http://wwp.greenwichmeantime.com/time/scripts/clock-8/runner.php Saves my ass every time.

LOL, yes of course. After Project Blue Book and the Warren Commission, the cultural belief that A-10s are slow and thrust poor is one of the government's greatest propaganda coups for misinformation! :smoke:

I believe that Mark Z is merely the computed target point at pickle/trigger regardless of current SPI. What I would like to know is when using consent to release is Mark Z the point you had under the hashed pipper when you initially press Weapon Release, or is it the point that is actually under the assumed CCIP pipper at actual weapon release?

Np. FYI, you can also set STEER PT to MARK on the UFC by pressing the FUNC button then the '8' button.

On the Auxiliary Avionics Panel (AAP), set the STEER PT dial to 'Mark', set your chosen Mark point as the steer point by scrolling through them with either the UFC Steer Rocker or the Steer toggle switch on the AAP, then set your Steer Point to SPI by pressing TMS Aft Long. I think I got that all correct. ;)

Well the official A-10 performance documents would disagree with such an advisory, at least in terms of gaining maximum climb performance and fuel economy. Definitely a fair question, but in general you want to get rid of flaps as soon as possible to get the best climb performance, lowest drag, etc.

Mmm?

Flaps are exclusively used in the take off and landing, or in situations where a lower stall speed is desirable. Flaps generally create drag which is undesirable for attaining fuel economy. You're basically supposed to raise flaps as soon as is safe. Since flaps auto-stow at 185 knots its normal to raise them within the first 10-20 knots gained above takeoff speed.