NoCarrier

Is the RWR working properly for any of you? I just found out I can't for the life of me get the RWR to detect a Snow Drift (SA-11) search radar, nor a Patriot search radar, nor an AWACS or an Aegis radar. Seems like the RWR doesn't detect any search radars at all anymore; I'm only getting SA-8 and SA-19 muds now. Haven't done any extensive testing yet, but wanted to confirm with you guys before I start complaining loudly in the Bugs and Problems forum.

The A-10A Flight Manual—TO 1A-10A-1. Both links in the A-10C manuals and documents collection thread seem to be dead, but I can send you a copy if you want.

No running engine, no suction. As I stated earlier, the left engine (not to mention the APU) will start because of the DC boost pump, wich is powered by the DC essential bus (i.e., DC battery). The right-hand side boost pumps (right AC bus) are needed to start the right engine. No way around that. EDIT: Just realized that you can hit the Crossfeed switch and feed your right engine that way. Just tried it and it works just fine. So the last sentence above is not true. EDIT AGAIN: The above would also explain why the emergency checklist wants you to hit the Crossfeed switch during a windmill restart of the engines. It's so that the DC boost pump can feed both engines instead of the left one only. I've always wondered. At least now that I know the purpose behind it, I'm less likely to forget.

From the A-10A dash one:

If you're close enough to make out your targets with the Mark 1 eyeball, I suggest you don't even bother with the HUD TDC, the TGP or the MAV page, and just use the Maverick "wagon wheel" on the HUD. Just slew the little reticle over to your target of choice (just release the slew control when the reticle's more or less on the target; it'll snap to), TMS Up Short and missile away. When your HUD is SOI, you can use China Hat Forward Short to quickly bring up the MAV page on the right MFCD and make that SOI. After that, you can use the "wagon wheel." PS: if you find the wagon wheel a little too fiddly, you can use China Hat Forward Short (with the MAV as SOI) to go narrow field-of-view. It's a quick way to make the slew control less sensitive.

You sure you have the laser even on? Keep in mind it's a separate switch to arm it.

You should ask my multiplayer buddies about my takeoffs sometimes. (They're not pretty with stuck brakes.) :doh:

It's a known issue: http://forums.eagle.ru/showthread.php?t=95841 and http://forums.eagle.ru/showthread.php?t=100204 More, specifically, check out Eddie's post (#12) in the latter thread.

You got it.

No problem at all. If you ever hear a crew chief complaining about having to work on a "balls one shitbox" (i.e., "001"), you now know what he's talking about! Well, since the USAF is always having one reorganization after another, you're probably best off checking out Wikipedia, which is reasonably current as far as I know. Just click on one of the Wings and look up the tail code in the upper right information box. EDIT: also found on Wikipedia, a link to some USAF publication with a list of tail codes: p. 54.

The tail code MD signifies that the jet belongs to the 175th Fighter Wing operating from, you guessed it, Warfield ANGB, Middle River, Maryland. "AF" identifies it as an Air Force bird, and the serial number 78-0754 tell us that the airframe was assembled in 1978, with sequential number 0754. I was kinda hoping for a resource similar to F-16.net, but I haven't been able to find one for the A-10 yet. It's a cool thing tracing a particular Viper all the way back through every squadron she ever served in. EDIT: Here you go, more information.

If you toggle the EAC switch through your HOTAS, the switch can actually appear "armed" due to continuous input overriding the "EAC off" trip. Maybe that's the case here. In this case, I would trust your anunciator panel more than I would the position of the switch. EDIT: thinking some more about it, isn't EGI automatically selected for you when you start taxiing if you haven't already? I seem to remember something like that. It would explain the behavior Luzifer described above. EDIT AGAIN: after a little searching, it looks like it's the EGI Nav mode that's automatically selected for you. I would hazard a guess that this Nav mode is also a requirement for EAC here. Your EGI can be fully aligned, after all, and still not working because it's in alignment mode.

Yeah, pretty much. Countermeasures, lots of countermeasures, Split-S to pick up airspeed and extend, immediately. Hit the deck for some terrain masking if you can, but a kinematic defeat of the missile is the main goal here (i.e., outrunning it). Some people apparently have good luck with actually break-turning into the missile and post Youtube videos on how to do it, but every time I look at these videos they're always doing this in broad daylight, with a perfect situational awareness, in (near) clean A-10s with plenty of smash. Never say never, I guess, and maybe some of the A-10 veterans around here are that good, but I haven't been able to reliably defeat a missile that way yet. Train like you fight, and all that...

A blocked pitot tube will cause a CADC (Central Air Data Computer) failure, yes, which in turn will trip EGI and EAC with it. So far I agree with you. But that doesn't mean pitot heating is actually essential because EAC needs it.

I don't think the pitot heating system is part of the EAC, as far as I know.

For EAC to engage properly, you need the full four minutes of INS alignment, you need to have all SAS channels turned on, and you need to be in EGI mode. Let me know if you need help with any of the above. I realize it can be one big alphabet soup when you first start out.

Personally, I would take those numbers with a grain of salt. I've been whacked by those systems at higher altitudes than those, and the Tunguska's SA-19 got me at 22,000 feet once. Admittedly I was flying straight and level and should have defended, but I was so sure I was beyond his reach that I didn't bother. Incidents like that one taught me that if the AI launches on you, you're generally well inside its WEZ. Also, a large part of Georgia is quite elevated, something I didn't entirely appreciate back then. And let's not forget that the A-10 is not an F-16. By that I mean, SAM missiles that are a marginal threat to the F-16 in Falcon, like the SA-9 or SA-13, perform more than adequately to catch the A-10 in DCS. For me, that took some getting used to.

Well, don't get shot at in the first place, would be my advice to you. Sitting up there at 20,000+ feet hauling a full load of iron into the WEZ of an SA-8 or SA-15 is just asking for those SAM operators to shoot your ass off. You can probably work around the SA-8 and SA-19 with stand-off tactics, but the other newer SAM systems in DCS are all bad news and should be avoided where possible. The biggest threats, I feel, are currently the SA-13 and SA-18, and to a lesser extent, the SA-9. They're all IR homing, and so won't trigger your RWR until they're actually launching, and sometimes not even then. Make copious use of flares when flying below, say, 15,000 feet. Not much else you can do about the MANPADS threat, I guess. You should also keep in mind that many mission makers are fond of ramping up the difficulty to very challenging levels. They'll have you fly in threat environments that the real USAF would work over for weeks before they'd let the A-10s loose.

No go on the "map a single toebrake to both wheelbrakes axis first" method. Exact same "sticky" behavior for me, no matter which of the three axes I try. Unfortunately.

In my experience, DCS is pretty mild on the whole fratricide thing, only dinging you for it when you've truly screwed a buddy. I remember that in Falcon you could be court-martialed for running over runway signage. Even when you took a SAM up the tailpipe while still bringing in the jet back against all odds, veering off the runway because it took full left aileron so as not to roll inverted 200 feet over the runway and die a horribly fiery death. Yes, I'm still bitter.

I wondered the same thing, but I think that's actually the anti-skid system (ABS) we're seeing. If I remember right, you'll note that the two white dashes don't show when you apply brakes when (near) stationary, nor do they show at all when you turn off the anti-skid system.

1) The A-10 is not an F-16, or what have you. In my experience, doing 230 knots while hauling major iron is very reasonable. 2) Even then, I feel most of the default loadouts are a bit on the heavy side. Just start up the airborne start free-flight mission and fly around a bit with the loadout, get a feel for how the bird handles, and then emergency jettison the whole shebang and note the difference. It's like night and day.

I'll be honest, I'm kinda missing that sweet Merlin engine roar and Mustang howl in the new track.

There's no speedbrake indicator in the A-10 cockpit; you'll just have to glance over your shoulder. With a little practice you'll get a feel how long it takes to extend the speedbrakes halfway or fully. If you listen closely you can hear the wind sounds increase when you deploy the speedbrakes. EDIT: dagnabbit, cichlidfan!

Yeah, as you might have guessed, I don't think extending and orbiting miles and miles away because some dude took a Red pointy-nosed Flaming Cliffs 3 bird into the air a good thing. I wouldn't mind so much if the people who like ground pounding had a proper multi-role aircraft to fly in. One in which you can actually defend yourself against air threats, like, say, an F/A-18C.