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.

I had to watch it twice, I swore someone spliced the film... They go behind a hill at a very, shall we say, convenient time. Glad everyone was safe. :thumbup:

I've gotten CBU-87s and CBU-97s on target reliably with toss bombing. I locate the target with the TGP, set the TGP to point mode on the central most target, lase the target for range, set it as SPI, and toss bomb. Works great. I have to admit I haven't tried iron bombs yet.

:laugh:

Civvie engines have a pressurization and dump valve that dumps the residual fuel pressure into what is essentially a catch-can, that is then recycled into the fuel system the next time the engine runs. If the P&D valve goes bad, you'll get a stream of fuel out the drain mast at every shutdown. I know some military engines don't have this feature, but every civilian engine I've worked on does.

Good to know. I figured the autostart would be a bit... Smarter... Than that. See what happens when I think?

Using the air starter to rotate the engine is verboten in most engines I've dealt with, unless the core is at 0% RPM. The starter clutches don't like clash engagements very much. Motoring the engine to a higher RPM on start isn't such a big deal, but it doesn't accomplish much on the A-10, due to the fully automated start. If the computer/fuel control doesn't see the proper RPM, temperature, and pressure in the combustion section, it's not going to squirt fuel. Simple as that. On CF6-50s, flight manual procedure is fuel on at 10% N1 RPM, IIRC, whereas for maintenance, we'd motor to 15 or even 20% before fuel on. Less chance of fuel out the tailpipe, followed by a rather impressive light show. ;)

...And whether the hot sections look like someone took bites out of the turbine buckets. :megalol:

When people do this with piston engines, its actually the opposite effect they are looking for. They are getting the chambers good and hot, to burn off any deposits on the spark plug electrodes, so next time you go to start the engine, the plugs aren't grounded out with fuel deposits. Any spark plug running high-octane and/or leaded fuel will exhibit fouling when operated at extremely low combustion temps and pressures, such as during extended idle. :thumbup: As an aside, in a car, you can run a hotter heat range plug to try and butcher your way around this, however, the higher heat range could cause pre-ignition due to the plug retaining more heat, and causing a hotspot in the chamber during the compression stroke.

Mmmhmmm... Look the other way. Nothing to see here. :music_whistling: :angry:

*Throws another log on the F-18 fire...* http://forums.eagle.ru/showthread.php?t=44598 That honestly didn't click in my brain until just now. I'm getting slow.