Mad-Mex

I noticed this after an update, no matter what I do, keyboard or throttle (CH Pro Throttle) the engines wont go above 90%. No problems with other modules, F-18, F5,,, just the A-10, any help? Have tried the following: Switched usb connection slot Re-Booted DCS Re-Booted computer Anyone?

Never had this issue until the last update, hit space at and nothing,,,, wait and wait and nothing,,, some of us newbies depend on these tutorials,,,,

Y a dormir, porque las vacas no se ordeñan solas,,,,

Y como decia mi portero cuando estuve en Torrejon AB,,,,,,, “mira, no joda cundo el tío tiene el humor de la mierda “

As of 0045 PST,,,,,, Nada,,,,,

When the aircraft taxis back to the parking spot, the crew chief will ensure that the speed brakes and the gear doors are in the down position in order to complete the post flight inspection. The only way to lower the speed brakes is to hook up electrical (which is nothing more than a HUGE plug) and hydraulic power. Hooking hydraulic power was quite the chore since you had to get the hydraulic unit, you did this by lowering a panel under the engine and hooking up two hoses. The other ay would be to hook up power and wind the engines, this would also be a challenge since very few people were engine run qualified. Make sense?!

Look,,,,,,,,

I happen to be a USAF "Crew Chief" at the now closed Williams AFB. I work d T-38's , the 425th TFTS with F-5's was also there and if memory serves me right ( it's been 25+ years ) at that base we used to call it a "plush" cart. We hardly ever used verbal commands to start them. When the pilot came out to the aircraft we already had the air hooked up to the right engine. Pilot simply gave us the start signal, then twisting motion to change the air to the left engine, when both were started he gave us the disconnect signal. When we did use verbal commands via the communications chord and headset, it was simply "Air On" "Switch" and "Air Off",,,,,

Brings back memories of my aircraft maintained days,,,, thanks!

What you see there is a vent, when the aircraft if being refueled, the fuel pushes air out this vent, it makes a snorting noise.

F-5 does not have fuel dumping capabilities

Speaking as a former T-38 crew chief who also worked on F-16's and F-4D's, the rendition of the canopy glass is as accurate as it can be. The only time you would get crystal clear views was when a new canopy glass was installed and even then within a couple of weeks, tiny scratches developed.

For what it's worth and coming from a FNG, I have to agree with what has been stated, if I am going to only use ONE aircraft in the campaign, why do I need both? Now, if I wanted to play the other side, THEN I should be required to purchase a second module. I am sure many of us would have bought the second module omce we finish the campaign and the "bug" to play the other role hit us, forcing it is a deal killer.

Rub it in,,,, hey, I learned something, so it was a good day :joystick:

I stand corrected, pg 61, "In flight - may be used as microphone button" I am willing to bet there is hundreds of former F-5 Mechanics know never knew this or have forgotten this since all the wright ups I remember getting for NWS were traced to either a bad switch or bad NWS steering actuator. Same with comms, stuck throttle mic or intermittent button.

With 10 years experience as a USAF Crew Chief (ground crew, I changed to air traffic control in 1990) I can only speak of F-4D's, F-16A/B Block 5-25, T-38A's and early F-5's, the throttle mic button is the only way to activate the radios, the stick NWS button was wired to the NWS system, only way to change it to a MIC button would be to have a weight on wheels switch which would change the function and I don't ever recall ever getting a write up for stick mic button stuck or inop, which we would get for the throttle button.

I never flew the F-5 but was involved with many engine runs while on active duty with the USAF as a crew chief, I don't remember ever feeling this when the controls were cycled. It was all left or right with no detents anywhere. Maybe its unique to the joystick,,,,

Real or sims?

Started training as ground crew (crew chief) in 1980 was to be assigned to the 425TTS Williams AFB, but, as can be imagined, a mistake had been made, I was supposed to be assigned to the 82 OMS also at Williams AFB, so I got to watch them taxi by for 2 1/2 years until I was sent to Spain and worked on F4D and then F-16's,,,

Funny you mention that, there was or there is film of an F-5 rolling in, performing a couple of aileron rolls , keeping the piper dead center on an unsuspecting F-15 shortly after it was thought of as the premier fighter... Its not the size of the dog but the size of the fight in the dog.

Maybe the door is highly polished and its reflecting the AB,,,, reduce power to say, 80% and see if the illumination is there.

OK, you got me ,,,,,,,,,,,,, but we were talking missiles,,, Ill give you half a kill,,,

Same things they said about the F-4C, "It wont need guns, the missiles will shot the MIGs down",,,,

The closest it gets to real life about this aircraft, they did a heck of job!! it was so easy for me to know where everything is on the cockpit and how to operate it, now I get to see how it worked in the air .

Wow, memories flooding in (no pun intended!!) again, I might be mixing my systems up (worked both F-5's and T-38A's) but, if memory serves me right, the flood lights only came on when the engines were up and running or external power was hooked up, there was a wired flashlight on the left side of the cockpit with red filters. Part of the post flight check list was to ensure all switches were in the OFF mode. Again, I could be and have been wrong!