DUSTY

I've heard many calls for not just dumb bombs but other weapons too. "Stores" "Pickle" Sometimes they'll just call "Off, (number released) away" and not make a call at weapon release for free fall weapons. In a CAS scenario the JTAC would usually have the aircraft visual for a type I control and there wouldnt be a need to make the call at weapon release. Not definitive by any means but hopefully that gives you a better idea.

Awesome! Thank you!

Love it! Are you able to offer any tips/tutorials as to how you did that? Also, what type and dimensions are the lower monitor? Many thanks.

Absolute must have for any serious DCS simmers! Great work!

Hey, Finally got around to flying this mission. It was pretty hectic and a lot of fun. I had no fewer than 19 SA-11 launches at me, plus a lot of AAA dodging when trying to PID some Shilkas after running out of Mavericks. Ended up killing two Dog Ears, and four Strelas. Then having to RTB due fuel. Unfortunately I struggled to employ the CBUs but the location was too hot at the end of my time on station with seemingly everything getting shot at me just east of WPT3. Thanks for the mission, it was nice for something a bit different and I gained some good experience from flying this one! cheers

Great flying and nice vid!

Looks good! Something a bit different... I do believe I am about to be shot down a few times!

Yeah nice vid, MH-60 DAPs are badass! Meanwhile, In the A-10C world: (Awesome video) http://www.youtube.com/watch?v=5hZA_6gaO60

+9827301823710824213891283791827391823918723918273918237 Ahhhhh! I wish! The Seven-G guys look like they've done a great job on the Hornet based on their vids.

Another vote for the ability to man AWACS, GCI or AEW&C aircraft! cheers

Hey GGTharos, thanks for your comments. Not quite sure what section of the procedure you're talking about here? If you could clarify that would be great. If you mean final approach by 'in the end' I was actually low, you can tell from the PAPI :joystick: Just wanted to clarify that obviously you use one speed when leading a formation or as a single ship. 250-300KIAS is the 'range' from which one speed may be selected - this wording is straight out of the official documentation. You'll notice from my video that I stick to 280KIAS. In the base turn if all aircraft in a formation slow to 'on speed' from the 180 knot downwind (a speed which I didn't hold perfectly in the vid), it has the same effect on maintaining separation between aircraft. This is what is done realworld in the 'Navy' community (F/A-18s etc) but may be different when it comes to USAF SOP. That I am not sure of but maintaining a set speed during the base turn other than slowing to on-speed seems unlikely as the obvious intention when setting up for final approach is just that... to 'set up for final approach'. No good to be fast when you're rolling out at a 1 mile final. Hope this clarifies any points.

**EDIT** Finally: Here's a quick vid, please let me know what you USAF guys think. The final approach was low according to the PAPI but felt good to me (It's early in the morning though). Will have to rectify that at some point! A couple of other considerations for the break tutorial: The Initial: Typically aircraft will offset and fly alongside the runway on the opposite side to the break. eg: Fly down the right hand side of the runway for a left break and vice versa for a right break. The direction of the circuit can normally be found the the countried Enroute Supplement or AIP. A good rule of thumb is that the circuit direction is opposite to the side of the runway that the tower is on although this is not always the case, especially for airports with parrallel runways. The Break: The break should be a smooth level turn ~60 degrees AOB. You mentioned in your video to let the nose 'drop' and then pull aft stick. I wouldn't advise this technique as everything in aviation should be smooth movements. The A-10 is such a beautiful aircraft to fly that the break turn is always a dream to execute. Formations: When conducting an overhead break as a formation, make sure to break first, then idle the throttle. Otherwise you'll become their least favourite flight lead in no time. I sincerely hope I've been helpful... cheers

Hey Fish, Nice video mate, you've executed a pretty darn tight overhead break there! I notice you mentioned in the video that you found this procedure was difficult and quite complex (forgive me, I forget your exact wording). However, IMHO the overhead break is pretty simple and shouldn't be too intense if done properly. Try not to overthink the procedure as ultimately this maneouvre is just a way to blast into the second half of a normal circuit. First up, my view on this comes from flying fast jets in the sim world and being fortunate enough to sim with some real world fast jet pilots in Australia. I do fly the A-10C quite a bit but not as much as I would like. I'd say that you were too agressive in the break pull which resulted in being too close to the runway on downwind. On downwind you should roll out at between 1.3-1.5NM from the threshold (This is based on HAWK and F18 info, could be different for the A10 but I recommend trying this spacing for downwind). Either use the TAC/DME from the airfield to get this info (Be careful as the TACAN is not always near the runway in use) or find a visual reference off the chart or DCS map. At this point continue to slow to 180KIAS as per your own instructions and make your base turn (perch) when the trailing edge of the wing cleares the runway threshold. This equates to having the runway 30-40 degrees (roughly) aft of your 3/9 line. The base turn (Also, probably some Aussie lingo) or perch is accomplished by a standard rate turn (30 degress AOB). You mentioned that it is difficult to pick the 1 mile rollout mark, but I would forget about that and transition your scan to the PAPI (approach lights. 2 white and 2 red for on profile) or just the sight picture of the runway to judge whether you are too high or low on the approach. Looking up to the other end of the runway is rule number one of landing any aircraft, and this will help you align better with the runway from further out. I always remember an instructor telling me that a good landing is the result of a stable approach. Try to correct deviations from profile before they get out of hand. Everything else in your vid looked spot on to me though. Anyway, this is my view on how to get it done and it's the way we do it in Australia. This doesn't mean it's the same as the USAF, so if there are differences (I can't see why though) I would be happily corrected. Useless trivia - in Australia we call it the 'Initial and Pitch' manoeuvre. I'm about to go and fly a couple myself to refamil with the A-10. Cheers

I think the major thing with reality versus DCS is the definition of getting a 'kill' is different in terms of engaging ground targets. From some reading I did about Desert Storm, engaging a tank from medium/high altitude with the GAU-8 IRL would require less actual hits on the target than in DCS to render it 'destroyed'. There were instances where the Iraqi's would dismount from their vehicles when it become apparent they were being engaged by US aircraft. On a completely different note, I remember reading that A-10As flew 8 ship formations for many sorties during Desert Storm. Certainly a rarety in this day and age!

Has happened to me a couple of times but from memory it happened when I had full aft stick as I was on my landing roll. Will have to go and investigate, will upload a track if I find anything vaguely near conclusive.

Only just got around to flying this... Awesome mission!!! Very immersive and heaps of fun, aided by the great radio communications, which unlike many of the missions posted up here are simple and realistic. The mission has a really good pace too, I love the longer missions requiring hops to the tanker etc. Like Daimaju said, pleeeeeeeeeeease make more missions like this!

**EDIT*** Goddamnit - I've gotta stop jumping into posting before realising that thread's are alread two pages long and I haven't yet read the second page!!! :D All of what I've said below has been already addressed but it took me a while to type it so don't particularly feel like deleting it! ------------------ That's a very good explanation nomdeplume, basically the trim is used to keep the aircraft balanced during all flight regiemes and at different speeds, power settings etc. A basic understanding of aerodynamics tells us that an increase in airspeed will make an aircrafts nose pitch up, just like inversely a decease in airspeed will result in the nose dropping. If your aircraft is in trim (balanced) flying straight and level at 230KIAS and you then idle the throttles but want to maintain the same altitude, you will need to trim the nose up to prevent having to hold back stick pressure to maintain altitude. A good example of using trim which might help you to understand is that when entering say a 30deg nose down dive for a CCIP bombing run, the pilots will generally trim the nose down prior to entering the dive. The amount of nose down trim is a guess to begin with but is refined as the dive is established and the pilot is using the HUD to get the release cue for the weapon. What trimming the nose down in this situation does is to prevent the aircraft from wanting to pitch its nose up with the inevitable increase in airspeed during the dive. Resulting in the pilot having a centred stick position allowing for greater ease in manoeuvring for the weapon release without having to use constant forward stick pressure to stop the aircraft from pitching up. I hope I have explained this well enough, but at the end of the day I would reccomend just going and flying the A-10 at different airspeeds and power settings and trying to maintain straight and level flight without needing to make a stick input. This should make the effects of trim (along the vertical axis anyway) pretty self explanatory. Aileron and Rudder trim are very similar concepts which i won't bother going into but i find the primary use for aileron trim (and it is extremely handy in the A10) is to balance your aircraft with an asymmetric load. i.e when you have dropped weapons on the right wing pylons but still have the left wing loaded. Aileron trim simply lets you retrim the aircraft to prevent it banking toward the weighted wing which again centralises the stick and takes pressure off the pilot. cheers

I thought there was no NATO ground forces involved during Op Allied Force? Either way, a very interesting story!

Legendary! Thank you very much!

Looks good! Will have to test it out with my mates and get back to you. Many thanks

I Concur with you dooom. I would really love this as well. If i remember correctly back in LOMAC you could actually turn on a 'satellite' view in the ME which made things even easier! That would be an awesome addition to the DCSW mission editor...

Magnificent charts! Quick question - are those charts adapted from real world material? Must admit I'm a late comer to this thread. Will endeavour to go back and read through all ten pages now!

It's actually quite common for Mil operators to use their own IFR approach charts. In Australia we have our own Military AIP (Aeronautical Information Package) which contains IFR approach charts for IFR Departures specific to military aircraft. Along with this are TACAN and ILS/HI ILS approach charts. These are of course used for IMC conditions and training. That said these charts are normally only found at Military bases, not civil airports. Afghanistan is a good example of having Military IFR approaches at civil airports. (http://www.motca.gov.af/index.php?id=77) Note the TACAN Approach for RWY29 at Kabul Intl. Civillian aircraft do not have TACAN equipment to my knowledge so i'm quite confident that they are military exclusive approaches. The Civil jets would use the VOR/DME approach in this case. [url=http://www.motca.gov.af/index.php?id=77][/url]

Thankyou both for the very constructive replies! I'll have to play around with that. @zamboni - That sounds very interesting, please let me know if you have any success with your editing of .cfgs! Many thanks

Hey guys, I'm wondering if there is any way to insert camera views into DCS. The purpose of this is for creating some DCS video's and I would love to get some footage from the ground of A-10s hitting targets. Have had a pretty decent search through the forum but haven't been able to find anything. many thanks