Eddie

Well as you've asked. Ex air force, currently a civilian contractor working with Typhoon, responsible for maintaining airworthiness and current/future operational capability of the UK fleet. As a consequence of this I have quite a few contacts in the military aviation world, and access to a lot of things that are not public, as well of course as an underlying knowledge base and understanding of the subject matter. And I am far from the only such person within the 476th, a couple of members being directly, and currently, involved with the A-10C and other USAF/NATO platforms. So naturally there is a sharing of knowledge across platforms. You don't need "classified" material to understand things to a more in depth level, as the subjects in those documents are largely not represented in DCS anyway. But there is far more to it than what the -1 and A model -34 reveal. Those docs are kind of like the owners manual you have for your car, they tell you some of what you need to know, but they expect you to have a certain amount of working knowledge to use them. If you don't have that required understanding, you will likely miss or not fully understand many aspects.

Most people are. ;)

They are, but what mods would you/could you make. None as far as I can see. Also they wouldn't be worth while. You aren't going to want to take 4+ Mavericks as well as other stores on a mission anyway. If you're carrying that many Mavs for a target, then it's because you're likely going against armour in a high threat environment, where you're going to be using terrain masking, so the TGP is useless/unnecessary anyway. And you'll only be making a few attacks (2-4) on the target as well, so extra ordnance is also unnecessary. Don't forget that the AI (air interdiction) mission is not the same a CAS in a low threat environment. You don't have 30 minutes to sit there making mark points, and looking through the TGP etc. You get in and get out as fast as you can, both so you don't get shot down by hostile SAMs/fighters, but also so you're out of the way of other flights coming in behind you. And you're SEAD/Fighter escort also isn't going to hang around for 30 minutes + while you mess around making mark points etc.

Yes, the TGP would ingest exhaust gasses from a missile on the outboard rail of the LAU-88, likely causes damage to the cooling system.

No. Firstly it was a rather tongue in check comment. My point is that unless you're going to get a job working directly in mil aviation, where you have access not only to documents, but also contact with people and training in the subject much of the content of even publicly available material is easily missunderstood. It also only tells half the story. Documents, especially those regularly referenced here only tell part of the story and are not meant to be used in isolation. People without the necessary specialist training and background knowledge interpteting aviation documentation is the source of many errors and misunderstandings in the community, and with DCS itself.

LAU-88s in general are not widely used anymore, and most active units don't have them readily available anymore. As soon as you load LAU-88s you have give up the TGP as well.

Current documentation and operators. You can't, unless you get a valid US/NATO security clearance.

Did you you the info in the link? There is nothing to fix, it is modelled correctly.

http://forums.eagle.ru/showthread.php?t=111476&highlight=Quick+draw In short, yes it is correct. And the LUA-88 behaves the same regardless of aircraft.

Again CAP is an air to air mission, anything on the ground is irrelevant unless it's shooting at you, in which case you evade it. It sounds like you're talking about a recon mission, in which case they generally aren't real time and when hey are (such as with UAVs the pilots would not talk with the naval or ground assets directly it would be routed via one of more C2 agencies. The kind of thing you're talking about doesn't happen with just one aircraft in real time it takes several aircraft and/or ground assets and happens over hours, or days.

A FAC(A) wouldn't do either of those things, it's not their role. FAC(A) provide control of CAS/Air Interdiction aircraft within their assigned airspace in a similar way to a JTAC. A ground TACP may call in naval fire just as they would land based artillery, but that isn't typically the job of the JTAC, FAC(A)s would not do that. Besides that can you be more clear on what you're seeking, Escort is an Air-Air role, and a very diverse one with several variations which operate quite differently. You should find much of what you may need to know for FAC(A) and JTAC related things in the J-FIRE manual. [ame]http://www.dtic.mil/doctrine/new_pubs/jp3_09.pdf[/ame]

What type of aircraft are you trying to place? Nellis can easily take that many jets in DCS, but depending on the size of the aircraft in question, you can use all the slots. This is true both in DCS and in reality. Helicopters only operate from the Jolly pad at the north eastern end of Nellis, and last I checked DCS matches this.

Indeed. I just got into the habit of hitting mum enter after I've used zoom, but as I don't use it often it's not that big of a deal. You could perhaps map num enter to your stick/throttle.

I don't think you can no, I never found a way at least.

You'll need to hit num enter to reset the fov after you've used the zoom function. No other way todo it currently in DCS. It an irritating inconvienience but it does the job.

Just zoom out until your view is as desired and then save it as your default view with R-Alt and Num 0.

The WP effect in general is in need of a revamp, at the moment the WP rockets behave more like screening smoke grenades and emit a steady stream of smoke for an extended period, rather than just bursting and creating a large smoke cloud over an area. The anti-material/incendiary effect would be great to have, but the visual effect is more important in the context of how WP rockets are used by aircraft (marking).

Dart, Is there any way to give clients the ability to select which of the available RADARs they see data from?

The ADI is working correctly, your research regarding the turn needle is incorrect. The turn rate indicator is driven by the HARS system (even with EGI functioning), the needle displaces one needle width per 1.5 degrees per second of turn rate. In other words, the black marks are a half rate turn (4 mins for 360 degrees) and the white marks a standard rate turn (2 mins for 360 degrees).

You need to hit the NWS/AAR Disconnect on the Stick to reset the system following a disconnect.

Grimes, any idea when you'll be able to put some time into this one? I know it's not the most used script and with everything else it'll be way down the to do list, but it would be greatly appreiced by us at least.

We ran into the IP in trail in order to allow for a quick in-place turn to the left to put us back into Wedge for a Shooters/Wedge/Maverick run in on the target. This went as planned with both aircraft successfully employing a single missile, with -1 hitting the RADAR and -2 one of the launchers. We then returned to the IP and repeated the attack this time both engaging a launcher. Panther 1-1, Rifle Panther 1-2 Running-In with -1 heading back to IP. Following the Maverick attacks we performed another attack this time Shooters/Trail/Rockets, each employing 14 M-151 HE rockets on the target, both aircraft performing a 5 degree Loft Rockets delivery. Following the rocket attack we immediately performed 2 Shooters/Trail/Gun attacks on the remaining units and then having spent 60 longer than briefed in the attack, we egressed to the south and began our climb to 10,000 feet MSL toward BEATTY for the recovery. Panther 1 Rejoined En-Route to BEATTY for the JAYSN Recovery The JAYSN recovery went as planned, with things once again becoming busy as 16 aircraft (with Panther 2 already having landed at Creech following their mission abort) began their recovery at the same time. However all flight were able to safely and easily deconflict with each other heading towards STRYK. As we continued on the STRYK recovery for 3R we maintained visual contact with Panther 4 2 miles up ahead and slightly delayed our turn to SIMNS so as to maintain safe separation. Panther 4 making the turn to SIMNS in front of us In the turn to SIMNS, with Trigger maintaining position. The turn onto Initial was sporty but Trigger maintained position as we headed into the overhead with Panther 4 ahead of us and Panther 3 already on the ground. The first of the Vanguard flights were also heading in behind us so quick and effective execution of the break and landing was essential. I elected to break at midfield to afford Pather 4 some extra space and we conducted an unspectacular overhead break with the Vanguard flights heading in behind us. Running in for the Break, Panther 4 off to the right At the Perch with Vanguard 1 Heading In for their Break We landing behind Panther 4 and taxied to the north east EOR and carried out our after landing check before heading back to the LOLA to join the rest of the Panthers, before shutting down and heading for the debrief at the end of a successful and highly enjoyable flight. Leaving the EOR with Vanguard 1 Stopped Behind Us The Long Taxi Back to the LOLA, with Further Flights Landing Back at the LOLA Ingress & Attack Egress & Recovery Recovery Phase Seen from the Ground at Nellis

Pather 1 AAR Panther 11 jumped into the 'pit and started up the aircraft without any issues, however -2 informed me that the IP grid provided was showing south of the target, rather than to the north. A quick cross check confirmed at error on my part and the is was quickly rectified by grabbed coordinates for the right location from the "F10 Map", once these coords were in the jet, all was well and a ready taxi call from -2 was received shortly afterwards. Panthers at the LOLA Once Panthers 2-4 confirmed ready taxi the package rolled in sequence from the LOLA to the south west EOR short of RWY 3R, running past a line of 10 76th vFS jets at Golf on the way, not a bad sight against the backdrop of the sunrise. Taxying Past the 76th in the Golf Revetments All Panther flights briefly paused at the EOR for final checks and Panther 1 lead the way on to the Runway with the next flight moving to hold short behind us, with Panther 11 rolling at 05:42:00L. The departure flow went as planned with all flights getting the air in short order without incident and heading north towards ELGIN. The transition from Nellis to Blackjack and entry into NTTR went without a hitch as Panther 1 passed overhead JUNNO and turned towards MORMON PEAK passing 16,000 feet MSL with a long line of aircraft following behind. The Climb and Initial Cruise Along the ELCAN Corridor The cruise to the marshall stack was largely uneventful with all flights cruising at 20,000 feet MSL to conserve fuel, although catching the bottom of the jetstream winds (although slow as winds aloft go) gave an interesting cross wind on the way north. 45 Knots of Wind at 20,000 feet MSL Just before we turned west toward the marshall point we had a call from Panther 2 than they'd had a technical fault with one of their jets and had to abort and RTB. While unfortunate, this didn't have a significant impact on the mission so we continued to press. Once passing BOSTON we descended to 16,000 feet MSL to take our place in the marshall stack, with Panthers 3 & 4 above us at 20,000 and 22,000 feet MSL respectively. Panther 1 in the Marshall Stack As soon as all remaining Panther flight confirmed marshalled and ready to go, Panther 1 gave the "Peroni" call on Uniform and pushed from the marshall towards the target. We fenced in and began a smooth descent frem 16,000 feet MSL down to low level terrain masking, with -2 pushing out into Wedge. Trigger Breaking into Wedge Left In the Descent Once down low and masked from the hostile EWR sites we continued along our planned LATN route, weaving around the terrain features to remain masked as far as possible. Taking the northern route into the Reveille South resulted in a slightly longer flight than the southern route, however is provided more time to deal with any issues and also the terrain itself allowed us to maintain wedge for the most part, only requiring transition to trail in particular tight spots, making -2's job easier. LATN to the IP Startup Taxi & Departure Cruise & Marshall

Exercise Desert Tiger 16-01 conducted on 26 March 2016, was a Large Force Exercise involving 18 A-10C from the 76th vFS and 81st vFS. The goals of the exercise were to increase 476th vFG aircrew experience of large scale pre-planned strike/interdiction operations and multi-package/multi-flight coordination. The exercise involved a mass launch of all 18 jets in sequence from Nellis via the A-10 VFR North departure, entering the NTTR via the ELCAN (ELGIN-CALIENTE) corridor heading to marshall points in the desert MOA. A-10 VFR North Departure Panther 1 through 4 would marshall at ALASKA, Vanguards 1 through 3 at MAINE and Vanguards 4 & 5 at VIRGINIA, each flight with 2000 feet of altitude separation in the marshall stack. Once each package had marshalled the flights would push in sequence and descend to low level in an effort to avoid detection by hostile early warning RADAR installations. Enroute to targets within Range 75 and 76. The 81st vFS were tasked with hitting hostile MERAD and C2 facilities. Panther 1 T76-10 SA-2 Site 11S NB 11689 39414 5228 ft. Panther 2 T76-05 C2 Bunker 11S NB 13528 45000 5568 ft. Panther 3 T75-20 SA-6 Site 11S NB 34972 45666 5278 ft. Panther 4 T75-06 C2 Site 11S NB 43162 46668 5136 ft. 76th vFS were tasked with attacking enemy mechanised forces massing north of the FLOT. Vanguard 1 T75-29 Tank Company 11S NB 48906 37292 5324 ft. Vanguard 2 T75-04 Tank Company 11S NB 50985 47328 5100 Ft. Vanguard 3 T75-19 Scud Launch and Support Facility 11S NB 32188 45772 5324 ft. Vanguard 4 T75-34 Logistics Convoy 11S NB 48262 45648 5130 ft. Vanguard 5 75-03 Fuel Staging Area 11S NB 38344 40367 5211 ft. Following the attacks each flight would egress to the south and recover to Nellis via the JAYSN recovery into a STRYK recovery to runway 3R. JAYSN Recovery STRYK Recovery Mission, Package, and Panther 1 Flight Briefing

The Rockeye was replaced by the CBU-87 CEM, and the CEM is much more effective against all target types (including armour) than the Rockeye. DCS just doesn't reflect its capability vs light & medium armour (it should happily defeat anything from T-72 and down). You simply need to use the right weapon, weapon configuration, and delivery profile for the target and the desired effects on target.