Tango

If we out-source the world, where will we be then? ;) Best regards, Tango.

TOTALLY!!!! :D :D The turbulence from flying low over buildings hasn't gone unnoticed, either. ;) :D Best regards, Tango.

A feature I noticed is missing - anyone able to tune radio Mykop lately? Sorry if I mis-spelled that - getting late. Best regards, Tango.

Get the TM Warthog. Sure, it is more expensive, but it appears to be very well built and will last forever thanks to the hall effect sensors (contactless so won't wear out). Definitely worth the money!!! If you're flying DCS:BS though you will need additional rudder pedals. Best regards, Tango.

I agree with the points above - loiter and look! I find it is harder to spot targets than in DCS:BS, but it seems it isn't because they're not showing up - I'm just not seeing them. I find it is quite useful to boresight the TGP (you get a little diamond on the HUD), visually acquire a target, pull the nose around then when the diamond is near, ground-stabilize the TGP then go hunting for targets to pick off. Best regards, Tango.

Hi, Always trim in level flight. Remember that thrust changes as well as speed changes will affect trim, too. Flaps will also affect trim to a large degree - flaps down will result in a pitch down as the center of pressure moves aft. Speed brakes result in a pitch moment due to the increased drag on the upper surfaces, which being above the CoG result in a pitch up. I noticed the aircraft accelerates better clean, but again this is not really surprising. The additional lift also induces drag. Unfortunately you don't get something for nothing. If you're heavy on a hot day, try and hold it in ground effect, get the gear up then pull up the flaps. Watch the pitch up and sink rate, and pull to keep the aircraft level. In ground effect the aircraft has reduced drag and will accelerate well. Best regards, Tango.

A/S should actually result in an increased, though pulsing, hydraulic pressure. After the initial surge, the hyd pump should maintain the pressure along with the accumulator so there shouldn't be much reduction even under heavy braking and anti-skid operation if everything is working correctly. At the moment it appears the A/S operation is bypassing the accumulator. Best regards, Tango.

Damn it. Best regards, Tango.

Hi, I'm very seriously considering paying the money for satellite internet. It is not cheap, but I have been assured that I will get in terms of performance what I pay for (guaranteed service). Due to the laws of physics, there is a delay of approximately 500 ms round trip time. Despite this initial lag, once data transfer is under way, it is as fast as any other service. Would this large delay pose any issues for MP in DCS:W? Between DCS:W and DCS:BS I don't do anything requiring low latencies. If DCS:W/:BS will not be adversely affected by this, then I shall have another serious look at this. It seems the path has been opened for ADSL providers at least to start throttling bandwidth more than they already do and favor services and customers who pay a premium for faster access. As satellite is already very expensive, and doesn't use traffic management expect where explicitly requested on a per-customer basis, it seems it is the last bastion of hope for a decent internet service of any description. My ADSL service is already pretty rocky, and I have tried several over the last few years to find they are all the same - CRAP! (Yes, I can get the headline speed of 8 Mbps but only in the early hours of the morning; I know the service is capable of this all the time despite the rubbish they spew about distance from the exchange, etc.. - if you live in the UK you'll know what I mean). To de-rail my own thread in the first post :D , if anyone has satellite internet in the UK, what do you think to the service? Rant (kinda) over! :D Best regards, Tango.

Hi, If you are on a visual approach, as would be the case the majority of the time in DCS:W, there are no minimums - just your judgment. If you really screw up, you'll have a smoking hole. ;) Best regards, Tango.

Are these settings always performed in the aircraft before flight/en-route to target, not programmed to the data cartridge then loaded to the aircraft? Just curious! :) Best regards, Tango.

Are you sure your Crossfire config is running at 16x and not 8x? On my MoBo (very new model with latest/top chipset) in Crossfire it only runs at 8x. Best regards, Tango.

I saw that too - I tried clicking it anyway! :D Working great - thanks for the help!! Best regards, Tango.

I haven't paid much attention to stall characteristics in this build, but I have already found that it doesn't roll as much. I'm disadvantaged in flying more advanced maneuvers as I have no rudder pedals to do things properly. At the moment I'm just flying with a constantly neutral rudder. :helpsmilie: Best regards, Tango.

I have to correct something: there is no such thing as a tip stall. All that happens is the ailerons become ineffective, and this is usually alleviated by the wing tip design/wing twist/other aerodynamic things including strakes and vortex generators to help prevent the boundary flow breaking up. The reason you use rudder in a stall is because yaw (and subsequently, side-slip) is the make or break point in whether the aircraft will drop a wing/spin. If the aircraft is perfectly balanced through the stall, all that will occur is a high rate of descent followed by a nose-down reaction (either gentle or violent - depends on the aircraft and C of G position). The reason for the wing drop is simple aerodynamics: it stopped creating lift before the other wing. Application of rudder in the opposite direction to the turn should prevent entry into a spin. Idle power, center the controls, counter any spin with rudder (opposite direction if inverted!), then recover from the dive. If aileron input appears to help, the reason is due to induced yaw by upwards aileron and dihedral effect (the A-10 has a small amount of dihedral which aids with static spiral stability, that meaning when you enter a roll, the aircraft will want to roll back towards wings level, and requires a little bit of "hold off" aileron input in a turn in order to hold a constant roll angle). As already mentioned however, aileron input at the stall is not advised. Out of interest, has anyone managed to spin the A-10 yet? Best regards, Tango.

Thanks Botch!! Best regards, Tango.

Hi, Is there any way to get DCS:W to recognize stick button 4 (paddle switch) to act as a shift instead of just another button? I'd like to put the view on the trimmer switch as a shifted function. Best regards, Tango.

Has anyone mentioned RVSM yet? Reduced Vertical Seperation Minima. Flight Levels are used to denote standard pressure (29.92 in Hg or 1013.2 mb) is being used. Altitudes are used when flying QHN or QFE. Don't confuse flight levels with assigned direction of flight (generally, flying east = even FLs, west = odd) or with FLs assigned when flying NAT tracks. Ultimately the assigned altitude rests with ATC, and aircraft separation with the pilot. A more interesting subject is why the transition altitude is what it is, and why it exists? :) Best regards, Tango.

Hi Teej! That's great! Best regards, Tango.

Where do you get the list of ILS frequencies? Best regards, Tango.

I see the same thing. Best regards, Tango.

Hi, I'm very interested in the TM Warthog HOTAS, however I have an issue that means I can't use the throttle quadrant mounted switches and buttons on the throttle itself. Before I go and spend a lot of money on a system I can't fully utilize, I wondered whether the long pinky switch on the front of the base of the stick can be used as a shift key (or whether its default function is this) meaning I could double up functions on the stick? It seems there are sufficient hats on the stick to be able to move the switch functions from the throttle to the stick. Best regards, Tango.

Should be the same. Best regards, Tango.

..."May your landings equal your takeoffs"!!! :lol: Best regards, Tango.

I'll give you credit for not hitting the tail!! :D See the following screenshot for correct approach attitude and the "view out the window" (aka "the picture") for approach/landing. A very cool thing about the TVV (the little pipper that flies around the HUD when flying) - where it points is where you'll hit the ground. If you set up as per the screenshot, use thrust to adjust the flight path (increase thrust to move the pipper up the HUD, decrease it to move it down). Only use small thrust corrections and wait. Do not use large thrust corrections otherwise you could stall and be unable to recover in time, and use small stick inputs to counter the thrust and speed changes. I also suggest you trim the aircraft so the stick is neutral around the correct speed. If you look in the HUD you will notice a couple of things. * Gun cross is over the +5 degree pitch line * TVV is at -3 degrees pitch (this is also a numeric, below the airspeed). AoA should be 8 degrees as a result. Just keep the pipper between the threshold and the touchdown zone of the runway and maintain the attitude all the way down. About 20 feet above the runway (as the "piano keys" disappear under the nose) retard the throttle at a rate such that you will achieve idle thrust just as the wheels touch, and at the same time, slowly raise the nose so the pipper is now on the far end of the runway. This maneuver is called the "flare", and just arrests the rate of descent. The aircraft is quite sensitive even at low speeds, so be gentle. Best regards, Tango.