Darkwolf187

Prepped for takeoff, started rolling. I knew my wingman was also rolling on the right-hand lane of the runway, so I stayed on the left. Took off, stayed straight and level, then banked left to get some distance from him, and KABOOM! Turned out what what had happened from the track is shortly after takeoff, I drifted over the top of my wingman so he was now on my left instead of on my right where I thought he was. When I banked left to get away from him, I piled straight into him. Take home lesson? Look before you bank when you know a wingman is around :) Another time I was coming in on one engine in a 15 knot crosswind. First time landing without full systems. Lined up as well as I could, flaps at 30, no speedbrakes, fighting with the rudder and ailerons to keep the TVV on track, sliding all over the approach, and just as I'm crossing the threshold I look to my right and see my wingman coming in at the same time! Anyway, it seems that my wingman was smart enough to realize I was going to hog the whole runway, because a few seconds later he punched the throttle, aborted his landing and left me to it :) Touched down a bit hard and wobbly, but brought it back safely. I was stoked :) Unfortunately though, the ground crew refused to talk to me...

The intercom control panel is on the left console, right down the back. Page 154 on the manual.

On the up side, you can buy a copy of LOMAC for pocket change. They ship internationally too. I got mine a few weeks ago. I've only installed it, haven't really played it at all. I'm waiting for FC3 :)

Ah, that's probably why I don't see it. I'm usually naughty and I don't request engine startup :D

Sorry if this has been asked before, but I've been having a read through the manual and also trying it out in missions. I've seen people saying that you can get wind correction (layer) data from the JTAC and (specifically) from ATCs. I'm currently using Easy Communications. When I use the ATCs menu in comms and select a nearby allied airfield, I have no options besides options to do with landing (eg, Inbound and Request Azimuth). When it comes to setting up wind correction layers in the LASTE page on the CDU, what's the "right" way to get that data? Assume I have no JTAC to talk to. Right now, the only way I can think of getting that data is to actually fly the Hog through the air column and read off the temp and wind info off of the CDU Steerpoint page and write it down for various altitudes.

Well, I did a bit of experimentation this morning. It seems to me that the wind correction in the LASTE may only make corrections for the complete CBU-97 and not for the submunitions - ie, the ballistics of the weapon change markedly when you hit the HOF, and when using wind correction in LASTE the CBU-97 container appears wind corrected (ie, it breaks open upwind of the target), but then the submunitions float downwind of the target. Running with a lower HOF (I changed to 900 ft instead of the default 1800 ft) doesn't seem to reduce the spread of the skeet hits by much (if any), but it greatly reduces the amount of time the submunitions spend getting blown about by the wind. So, what I'm going to get into the habit of doing now is; - Set HOF to 900 ft by default - Aim the TGP into the wind slightly - Use CCRP Thanks for the help :)

Cheers for the responses. I now understand more about why CCIP acts weirdly with the CBU-97, and it makes sense now I think about it (ie, the trajectory is truncated at the HOF). I don't believe I've been using any wind correction in the settings, I'll mess with that and the HOF and see how it affects the spread. Manually aiming off into the wind with the TGP sounds like it might be a plan to try as well. Looks like I'm going to be dropping a lot of CBU-97's tonight in testing :D

Recently I've been messing with the CBU-97. Hell of a weapon. But I'm having a lot of trouble getting it accurately on target. In CCIP mode, I seem to be unable to launch it entirely. Here's the setup; - CCIP mode, CR is off. Master arm is on, CBU-97 profile selected, SPI is set to desired impact point (not that it matters) - Altitude 10000 feet MSL, IAS about 220 knots. - 3 NM out from target on TGP, enter steep dive (35-40 degrees), speedbrakes out to maximum, throttle at minimum. From that setup, the CCIP pipper never comes up from the bottom of the HUD until GCAS is screaming at me to pull up, and when I do so I wind up giving the target a haircut with my wings :) In CCRP mode, I'm able to launch normally. However, I appear to be getting badly affected by wind. I'm dropping the CBU usually from about 6000 MSL, while in a shallow (5 degree) dive at ~200 knots IAS. The guideline is passing through the exact center of the CCRP pipper, and the wings are level at drop. But every time, when I quickly switch to the weapon camera, I see the submunitions all gently floating down to Earth and being pushed a long way off course by the wind. What I'm trying to do is to drop the CBU-97 right in the middle of a whole mass of stationary light vehicles. Should I be putting the impact point slightly upwind, or am I doing it wrong?

Your symptoms appear to be stereotypical symptoms of running out of vram on your graphics card. Install HWINFO (google it), and then look at the vram maximums and see if you're running out of video ram when doing the activities you're saying cause issues. You can also check whether turning down/off antialiasing or texture resolution makes the problem go away. What's your video card? Edit: I have a GTX690 with 4Gb of VRAM, pushing three 2560x1440 displays. Since the 690 is two 680's in SLI, I effectively only have 2Gb of VRAM for use. I can run at High texture resolutions just fine, but the VRAM fills. If I run with AA, I get exactly the symptoms you're experience. No _performance_ issues - ie, the card can throw the frames onto the screen fast enough, but if anything in the scene changes that requires VRAM changes (eg, looking around, new textures coming on screen) it stutters while the VRAM is swapped out. What's happening to you sounds like the above.

First up, with manual startup. I'm sure my startup procedure is scrappy and missing stuff that I should theoretically be doing, but it works :D If you're not getting the EAC enabled, be sure that you aren't changing the CDU over to NAV mode before the INS NAV READY indicator is flashing. Low oil pressure alerts can be triggered from the AC generators not working. When you start up, are you making sure you have the AC generator switches in the up (away from you) position, and the inverter switch in the up position as well? Lastly, HOTAS. I have the X52 Pro. Essentially every control required in combat (and every control that's actually on the real A-10 HOTAS) is available on the X52 Pro. I hardly touch the keyboard (admittedly I do flick a fair few controls using the mouse, such as the OSB's, UFC and stuff). Look up Jack Bauer's X52 Profile. I used that, works nicely.

For a Steam purchase, the most reliable way (at least, from what I've heard, and this worked flawlessly for me) is; 1. Install the Steam version. 2. Run the Steam version once. This will activate it for your computer. 3. Install DCS World 1.2 4. Install the latest A-10c module for DCS World. 5. Run DCS World 6. Run a mission in World in the A-10c. 7. Don't uninstall A-10c from Steam. Just leave it there :)

I have to admit, the way in which the CoG is calculated in A-10c is impressive. When I launched a Maverick while properly trimmed and the plane banked in the opposite direction from the wing the missile came off of, thought about it, and then realized what was happening, I was _really_ impressed that the ED team had thought of that.

It does lighten the load. Doesn't change the balance of the plane much due to the location of the rounds (in the central fuselage), but it certainly reduces the weight of the plane.

Thanks for the link... But I fail to see its relevance to the topic, which was about people who want to source printing locally due to high shipping costs... But anyway.

Hey all, Just letting people know that if you're after a printed and bound A-10 manual, don't ignore bookbinders who specialize in doing thesis bindings for Uni students. Bookbinders who do that kind of work will be completely used to dealing with long documents that the customer only wants one of. The A-10C Flight Manual comes already properly formatted for a bookbinder to use, with a significant gutter on the inside edges. All you'll need to tell the bookbinder to do is to either not resize at all (and print it in US Letter), or if resizing to A4 only pay attention to the cropping for the pages with numbers on them and disregard any cropping on the chapter interval pages (which are full page). I had mine printed and bound by a local bookbinder, and it's turned out great. Cost me AU$117 to get done with a faux leather hardback cover and gold print on the spine. The $117 included printing in B&W. Would have cost me more than that to be printed via Mimeo with a horrible Velo binding, on account of the extraordinary shipping costs to Australia.

You can stop the speedbrake slider from locking up other activities by changing the action in SST to be some key combination that uses no modifiers (like just bare N and B), and then setting your speedbrake in/out keys in DCS to those keys. The slider only locks up the HOTAS because it causes modifier keys to be held down. Drop the modifiers and that stops.

What's making the training stop is that you can't just disengage autopilot with the HOTAS or force it off by maneuvering. You have to actually press the 'A' key to do it. I totally agree with the uselessness of the TGP in AA. All it needs is a pipper on the HUD showing you where it's been slewed to and it would be fine. As it is, you don't know where the heck it's pointing and because you're aiming it at the sky you have no visual cues to help you figure it out.

Checked it at home. Turned out that the toebrakes _were_ on push to release, but I didn't notice because they get swapped over or something if you press the wheelbrake key! It's all working perfectly now. I assigned the left toebrake pedal to the left toebrake input, and turned on invert. Yaw directions when using the brakes are now fine, no weird braking issues.

Yeah, I was hoping that readers wouldn't get turned around :D I'll check my settings against yours when I get home. Right now everything breaks (ha!) down as follows; - Left foot pedal causes A-10 to yaw to the left when pushed. - Pressing toe brake applies the brake to the wheels (ie, stops them) - Left toe brake causes A-10 to yaw to the left when pushed. Seems like that's actually normal, even though I have things swapped over and other weirdness. I'll check the axis assignments tonight :)

Ok, so pushing the toebrake is supposed to _release_ the brakes then?

So, I've read various posts from people here talking about the pedals, but I'm still rather confused about how things are supposed to be with both the toe brakes and the rudder itself. At the moment if I push the LEFT rudder pedal away from me, the A-10 yaws to the LEFT, and the LEFT pedal in the cockpit moves away from the pilot. So I'm pretty sure that's right. The reverse for the right. If I push BOTH the toebrakes at once, a taxiing A-10 dips forward and comes to a stop. I don't have invert turned on, but I do have slider on. This makes me think that my toebrake orientation is right. When I press a toebrake in the Axis Tune window, the black dot moves from left to right, and the red dot on the curve moves from the bottom left to the top right. However, if I have the LEFT pedal assigned to the LEFT toebrake, when I'm taxiing forwards and press the LEFT toebrake, the A-10 yaws to the RIGHT. That indicates to me that the RIGHT wheel is braking. So at the moment I have the LEFT pedal's brake assigned to the RIGHT toebrake input in the config, and vice-versa. Does this sound correct? Am I doing something wrong? Are the toebrakes supposed to be press-to-stop-braking, or are they supposed to be press-to-start-braking? Summary: - Pressing left rudder pedal moves left pedal in cockpit, a-10 yaws to the left. Vice versa is true. - Toebrakes are not inverted but have slider on. - Pressing both toebrakes brakes the A-10. - Pressing left toebrake when assigned to right toebrake input causes A-10 to yaw to the left. Vice versa is true. - Are the toebrakes supposed to be press-to-brake, or are they supposed to be press-to-release?

In case it helps, just click the master caution light to shut it up.

Click Start, type Notepad. Right click on the Notepad icon, click Run As Administrator. You now have a Notepad executable running elevated. Click File, Open, then browse to the file (you can't drag it onto the Notepad window). Make your changes.