Fox One

Are the trees collidable? :P

Shaderhacker, I haven't suggested you should fly the entire glidepath at 120, but surely it can be done. The manual for the real aircraft doesn't say the approach speed, it just says to have 120 above runway edge. I also fly the landing approach a bit faster like you, otherwise I get bored :D I actually fly the landing approach while continually, slowly decreasing speed. But above runway edge I always have between 115 and 120. ALWAYS. If your speed there, right before landing flare is high you will land way too long. If you will practice landing on a short runway you will understand why this is important.

Shaderhacker, smooth landing :) This is just my humble advice - the first thing you should try to improve about landing approach is SPEED. Above runway edge you were having 160 - this is HUGE! There you should have 120, there's no need for more. Try to practice takeoffs and landings with 50% fuel or even less. If you're having difficulties observing the runway during approach try to come from a bit higher - not much, just a bit. Slowly you will become comfortable with barely seeing the runway just above the lower edge of the windscreen. With practice there will come a moment (at least when flying in good weather) when you will be 100% sure, you will have NO DOUBT that after the next landing the plane will be perfectly intact. Really.

Translation: the only bug is that in manual reversion when using pitch trim the elevator's trim tabs move in the opposite way they should, you were right from the beginning, thanks for wasting your time :D:D:D:D:D

So the pilot flies in manual reversion mode, pulling quite hard on the stick to mantain level flight. Then he tries to relieve some of that necessary force, his arm geting quite numb. And he uses the trim as he did thousand times, cause he remebers he read in the Dash-1 that in manual reversion the trims still work. And guess what? Instead of releaving some of the necessary force pulling on the stick, it actually makes the necessary force HIGHER! Gee, those Fairchild designers had some great logic, no doubt about that. It doesn't make any sense. If it was that way, i would just release a technical order for A-10 fleet to simply reverse the wires entering the elevator trim tab's motors! :D Really simple, easist to implement T.O. !!!!

Of course, in normal operation they are moved by the elevator itself through a mechanism, and they move in opposite direction from the elevator to reduce the hinge moment on the elevator and thus reduce the necessary force of the actuators to move elevators.

Eddie, then how do you explain that?

NoJoe, thanks man, I was beginning to believe I'm going crazy :D What you wrote make sense to me 100%, I have also read carefully the flight control system chapter from that A-10A manual. Request to any forum members reading this: please test the trim while flying in manual reversion mode and see if the plane's response to pitch trim inputs is normal or reversed. Please report your findings. Thanks.

I did. But please have another look at the fourth picture. That trim tab goes UP, shouldn't the force developed on it push the entire elevator's trailing edge DOWN? For the n-th time: when I fly in manual reversion, if I trim the plane NOSE UP the effect on the plane is NOSE DOWN. And it actually makes sense. The trim tab goes UP and pushes the elevator's trailing edge DOWN!

That video is pretty solid proof that the whistle is strongly AoA-dependant. At least above a certain speed. BTW, great pilot. But also in the previous video of Miss America there's a whistle (a weaker one, that's true) in horizontal flight, and MTFDark Eagle posted a picture that suggest it doesn't have any gunports. Now I really don't get it.

When I noticed that in the sim the whistle is AoA-dependent it seemed somehow logical to me it must be the gunports. It looks like it's not. As you said, most likely radiator intake or smth radiator related. I can't think of anything else.

I think it's caused by the openings in the wing's leading edge for the six .50 cal guns. Looks like in the sim the whistle starts above a certain angle of attack and it increses slightly with increasing AoA. I think it's a nice touch, I like it.

OK, this is probably my last tentative to explain what I'm experiencing. Maybe somebody will believe me. Maybe. The plane is on the runway, ready for takeoff. Then:

I don't find that to be a big deal. Just have to be smoother. I flown it at speeds up to 350, behaved quite nervous but controllable with smooth inputs. I landed it in manual reversion even with flaps up, no problem. Managed to stop it on the runway with emer brake.

Looks like I'm not the only one where in manual reversion the trim effect is reversed. Anybody else tried that?

How on earth? And during flight in manual reversion the effect of using pitch trim is not reversed? If you trim NOSE UP in manual reversion the plane goes nose up?

That's what I'm trying to explain here. When I'm flying in manual reversion if I trim for NOSE UP the plane goes NOSE DOWN and why is that? Because when I trim for NOSE UP the trim tab goes UP instead of DOWN!

I understand that perfectly. All I was saying is that in manual reversion mode, when you try to use the pitch trim the elevator trim tabs move THE WRONG WAY, and that makes your life hard in the air. Please read again carefully my previous posts. Please switch on manual reversion mode when you're on the ground. Now trim the aircraft nose up. Switch to external view to see what's happening. If you trim the plane for nose up, the elevator trim tab should go down as you correctly say, and when you're in the air the force developed on them would move the elevator up. But right now if you trim for nose up the elevator trim tab goes UP! Which is wrong. Please try it yourself.

... when you're using normal or emer trim. And why do they move the wrong way in DCS?

Manual Reversion flight Hi everybody, sorry to dig up this old thread. I haven't flown A-10C in manual reversion since the first beta, when it was WIP and if you tried it with your airspeed above something like 200 you would enter some wild, increasing amplitude pitch oscillations and definitely loose it if not high enough. I just installed 1.1.2.1 in DCS World and had the idea to try it again, believing it must be fixed by now. Now flying with speeds in the region of 300 is possible, sure the plane feels very nervous and aggressive in the way it responds, it's not easy but definitely can be done. As someone above already pointed - why is the pitch trim control reversed? In manual reversion they work like booster tabs which is correct, but using both the normal and emer trim switches they move "the wrong way", the way the tabs move in the current Mustang version. And even so, they are oversensitive. You only touch the trim for nose up and the plane violently pitches down. To me it appears at least an immediate fix of the way the tabs move in manual reversion could be done very easy. Why is not done yet? About the oversensitive reaction when you use trims I imagine it's more complicated, there's stuff going on there and probably not easy to solve.

Thanks for making me notice the beautiful F-15 models. I thought only F-15E has a new model, and to my surprise the F-15C model is as detailed! I was curious about cockpit interior and is as detailed as A-10C in external view. There are even TEWS avionics boxes. And the nozzles are a work of art!

http://aviaart.ru/index.php?page=61&id_foto=279&id_project=46&p=8 Some great Russian Knights Su-27UB cockpit footage here. 2 years from now we will do this in DCS Flanker :)

Superb MiG-31 cockpit pictures: http://walkarounds.airforce.ru/avia/rus/mig/mig-31_cockpit/index.htm

ЦБП и ПЛС = Центр боевой подготовки и переучивания летного состава The centre of combat training and (type) conversion for crews

I think you have recently watched the movie "Wag the dog" :D