Buzzard

What are the chances we can have some fun/ learn with this topic? Can someone set up a lobby/room with both the FC 3 A-10A and the A-10C modules. A room where we compare results, computer specs, and controller settings. We could compare different loadouts, fuel levels, weather conditions, altitudes, and the 'feeling' factor. A room where we bring anything and everything including performance charts, video footage, and testimonial inputs from actual pilots. We could invite another airframe/aircraft to compare performance factors. To keep this post short. lets work together and resolve this issue.

Is this a continuation of the same subject or a new thread? New TAD functionality https://forums.eagle.ru/showthread.php?t=239783

For me as a former A-10 crew chief. The A-10 is home.

Ok, this is what I did. Unplugged the old rudder pedals and plugged in the new TPR pedals. Started up the computer and windows recognized the new pedals. Started DCS and...yes they are recognized. Just need to fine tune the curvatures. So basically Plugged and Played. For reference: My controllers/USB devices are: SteelSeries Keyboard One wired mouse for switches/knobs on the left console One wireless mouse for switches/knobs on the right console TrackiR5 Wireless headset Thrust master Warthog throttle and flight stick Thrust master TPR pedals One external WD passport The computer is a basic Cyperpower bought from Amazon. Hopefully this helps anyone thinking about the TPR pedals They are awesome.

What would be considered too many unused controllers? I'm replacing my rudder pedals with the TM TPR pedals. If I can avoid messing with the registry, I'll be happy.

At DMAFB it was usually the red tail hawk getting in the way.

I'm in maintenance, but at Tinker AFB on the KC-135s at Depot. I spent most of my A.F. Career on A-10s as a crew chief. 81-980 81st at Spang 79-196 357th at DM 82-665 354th at DM I just pulled out the trusted A-10s over Kosovo and you're right. The chapter 'Fear, Luck, and Divine Intervention' page 249 tells the story. There's not enough(wind milling) to produce any 'useable' hydraulic power. I have a few connections at Hill AFB(Depot side). I'll double check our T.O. library and see if Tinker has access to any A-10C/TF-34 data Thanks for sharing the photos.

Ok I did some digging through my collection and found a picture(have many more). It was taken during my deployment with the 81st F.S. in support of Operation Allied Force. I'm sure ED has it, but I thought I'd share it with the newer members of the A-10 community. Damage modelers, if you decide to go this far. Take your time(in years). I can wait. World 2.5 is in my eyes, a Master piece. :thumbup:

Ok, it long over due. Serial number #08716 Ok City, purchased 2012.

I've read this post several times and I'm still not sure what the wind milling problem is. I just did an engine shutdown in flight and the RPM dropped to 10% and continued to drop slowly in level flight(auto pilot on) to almost 2% percent before my air speed became too low. So I preformed a dive(pulled out at 300 knots) at which time the RPM started to increase back to 10%. In level flight again(auto pilot on) the engine RPM began its slow return to 2% RPM. The hydraulic issue. During this engine shutdown. The hydraulic pressure started its slow decline. Is it suppose to rapidly drop to zero? During the dive and the engine RPM coming back up, the hydraulic pressure also started coming back up. More engine rotation, more hydraulic pump rotation, more pressure. Is that wrong? Is the pressure suppose to drop to zero rapidly and stay there? If so, then I as an A-10 Crew Chief forgot to tell the pilot that my plane has a small hydraulic leak. Don't worry about it.