DJK

Hello. Here is what i usually do: * point the targeting box * i use the hat switch on my joystick for scroll * can't remember right now, sry ^^ * usually yes.. the autopilot takes some workload off the pilot, so i use it And yes.. acquiring targets with the su25T can be a pain sometimes, specially if you're solo. Having a wingman helps a great deal, even though the best scenario would involve a "spotter" of some sorts, since you can't really use JTAC. Most multiplayer missions aren't helping either.. since they are designed in the most part.. for the A10 as CAS and with no proper briefing.

I am assuming you're using the Su-25T? AFAIK the "TV" is used for guided weapons, in combination with the laser designator. The unguided bombs need to be released in CCIP (continuously computed impact point) or CCRP (continuously computed release point). Which weapons are you trying to employ exactly? Because every type has a different employment method. I'd suggest trying the unguided rockets to see if it actually works, because they're the simplest to use. Make sure you are in range or override the launch. It is also imperative that you go trough the manual of said aircraft for the correct procedures and parameters. Cheers, DJK

I believe you must select the proper frequency on your r-800 radio and have the SPU-9 selector set to vhf2 in order to communicate with the ATC.. also after takeoff use the PTT button which is set to R Alt + \ as default. Not sure whats up with the wingmen though, since i don't usually play single player missions.

I'm really hoping that once CA gets some more love from ED.. thats going to change. I personally played some well structured missions with human controlled ground units and proper aircraft groups and whatnot.. and it was a lot of fun, but then again, if you're not part of a squadron or have a group of friends to play with, thats not going to happen too often in public servers. And on top of that, you have the single player missions.. which i'm not going to expand on, because i personally don't do much of them..

I guess that pretty much sums it up :smilewink:

Don't get me wrong, i love flying the su25.. even if its "just" a FC3 aircraft with a.. crude navigation system its still fun to fly. But i don't think it will get a gps unit anytime soon.. even though i like the idea of having one as a module. But i think (personal opinion) the issue is not with the actual navigation of the su25.. its the lack of love the mission creators give to the su25. I rarely find missions, specially online ones, in which the su25 can do its work as it was meant to. That said, the player cooperation is a big factor as well.. going alone in a su25 isn't that fun or easy.. but having proper team mates to coordinate with sure does makes it more fun. So it works.. even without any "fancy" navigation system upgrades, but again, i fully support the idea of a gpu module or something similar if its to be done. Cheers, DJK

I guess the su25 in FC3 is meant to be the first model introduced in 1981.. and ofc.. the newer ones might have been upgraded with gps, like in your video. Another thing to remember is that the aircrafts in FC3 aren't fully simulated (like the uh-1). I'm sure theres more to it, in the real thing, but in FC3 you get the bare minimum. And yes, it is possible to find your way and location with only gauges (fully implemented ones). If a pilot is fully unaware of where the targets are.. said pilot doesn't fly Real pilots undergo extensive briefing regarding their flight, targets, target area, weather, and so on whereas in DCS you usually get "X target near Y waypoint or grid" - with the occasional vague description of what targets to expect. Also i'm assuming they get some sort of AFAC support as well. So they aren't completely unaware about where the targets are. They just don't go flying blindly towards their target area.. You can locate a point with just the basic navigation tools you can find in any aircraft.

Yeah.. figured that the anti-ice tests should be off during the engine power tests.. since they'd require a "clean" configuration i guess.. Its the rotor rpm that needs checking after left engine start, not the engine rpm - page 6, last line on your compiled checklist. After both engines started, it asks to check the same thing - page 7, last line on your compiled checklist - but also gives the values you need to be looking for. Above 62% As for the actual rotor rpm.. i usually get 53-54% at idle collective & throttle setting after left engine start.. which seems to be consistent. I'm sure the value needed to check is somewhere around there, since the other instruments are within normal range.. but just wanted to make sure if theres an "official" rotor rpm value that i may have missed. In any case, thanks for the answers :thumbup: Cheers, DJK

Thanks for replying Reaper6. I have went trough the manual procedures and checklists, as well as the one you compiled. However, while outside temperature requires engine/rotor anti-ice on (lets say the mission is taking place below 0 deg. c).. once you finish with the anti-ice testing (engines anti-icing/dust protection systems switch: Check EGT should increase up to 60°С and GG RPM should increase up to 2%. Turn it off after check.) when is it safe to turn on anti-ice? Before GG & PT contour tests or after.. just before takeoff? I am assuming that turning it on before GG & PT contour tests will mess the test readings, since the anti-ice is powered by bleeding air from the engine.. and turning it on after the tests can increase the risk of engine shutdown due to ice conditions? As for the engine startup, the checklists in the manual and yours, for that matter say "-After the Left engine has been started, check the rotor's RPM at idle power." Again.. question is what value am i looking for? When both engine have started, it states that rotor rpm should be between 62 - 70%, but no rpm value is specified after starting just the left engine. Thanks, DJK

Hi. I'm not sure if this has been discussed before, but i didn't had much luck finding information on the subject. Basically.. following a "by the book" startup procedure that is described in the manual of the Ka-50, the anti-ice systems are to be tested before the engine power tests (GG & PT contour). That said.. if the outside temperature conditions require the anti-ice system to be on, when does one activates them? Once the anti-ice tests are complete, just leave them on? Or would that interfere with the engine power tests? Given the fact that the engine will bleed air for the anti-ice system, i assume that it will. Or just perform the anti-ice tests, turn them off (as the procedures in the manual indicates), then proceed with the engine power tests and activate the anti-ice systems just before takeoff during the final checks? Also, during the startup procedure of first engine, the last thing mentioned in the procedure is to check rotor rpm at idle power. Does anyone knows what "official" value the rotor rpm should be at with only one engine @ idle power? From my experience, it stabilizes @ 53% rpm most of the times.. but without an official value given, i cannot tell if that is correct or not. Note that the manual states that with both engines on, rotor rpm should be between 62-70% Thanks in advance, DJK

I'm in! Also don't own the hawk :s