MrYenko

So, one of the primary functions of USAF Combat Controllers is to go places they aren't supposed to be, and setup/operate mobile TACANs for combat operations. This is especially applicable in the pre-GPS era (and also now, in GPS-degraded/unavailable environments,) when radio-navigation was more heavily used by tactical aircraft. In this vein, I have a couple ideas for F-5/UH-1 missions using TACANs to identify LZs, and to guide strike aircraft into the vicinity of a JTAC. Problem is, I don't think adding TACANs past the handful that are already on the map is supported. Is there any way to do this that I haven't thought of? :helpsmilie:

BLUFOR Lonewolf Callsign: MrYenko A/C: F-15C, A-10C, UH-1H

Don't bother with a G940. Just don't.

I strongly suggest you go to wherever you got the parts from, and acquire a 727 wiring diagram... Using the wiring diagram, you can see which pins to put what voltage to in order to at least make the needles move.

I failed at figuring out the menu. Thanks. :megalol:

Yes, I have that. I'm askIng if it is possible to change the modifier to be momentary (active until button/key is released,) instead of toggle (changes state with each button/key press.)

I have a G940, with which I would like to use the pinky shift button as... A shift button. :music_whistling: It does work in this capacity, currently, but the DCS software insists on treating it as a toggle, instead of a momentary switch. IE: Press it, and it changes state from shift to non-shift. Press it again and it goes back. What I want it to do is to be a momentary switch, IE: Press and hold to use shifted commands, goes back to regular commands when released. Is this possible?

I used to have the GPWS test loop from a DC-10 for a ringtone. ;) Still have the sound file around, somewhere.

DC-8s were originally outfitted with a pair of speedbrakes on the belly, just aft of the wing trailing edge. They were ineffective, so the aircraft ended up getting certified with #2 and 3 reversers that were operable at flight-idle. That applies to the -10, 20, 30, 40, 50, and Super 60s. The Super 70s with CFM56s, I'm honestly not sure about.

When your ass making it back to earth in one piece depends on the aircraft functioning properly, the smaller, seemingly benign parts of the pre-flight suddenly gain quite a bit of importance. :joystick: That being said, I skip a lot of it, such as the annunciator panel light test, etc etc. In the sim environment, that stuff doesn't fail. :thumbup:

Must be nice to have nearly unlimited manpower. :thumbup: Jealous face, though, seriously. Working on jets in the civvie world sucks ass, in comparison.

I've had CADC failures where I can get secondary indication by switching to PNEU. I don't believe you can get the HUD to show PNEU indication, however.

I come from the heavy jet world, where you kinda NEED a blast fence, and your choice is rather limited. :joystick: Waiting for the wind to be calm, or blowing down the fence centerline was always really boring. I will say that watching your boss swing an MD-11 into a blast fence semi-circle with the bottom winglet ~2 feet away from the blast fence is... Entertaining. :music_whistling:

Whenever you trim a jet engine, the wind is a factor. But I've never heard of one shutting down, or having problems starting, due to wind.