Panthir

Dear Vyrtouz, A lot of Tacview users will be grateful if you give a solution for the Windows 8 users.

Stand off jamming is effecient against SA-3. Test it.

Excellent mod. Thank you!!!!!!!

Dear mate, What are important as well, are the turn rate and radius of turn as well. Eventually, without external stores, A-10C is a very good low altitude performer when being arround 200-250 with limited vertical capability. You always need to have at least 2000 feet to get the maximum turn rate and g's to achieve a very very fast 180deg turn within a minimum turn radius. But useally nothing more. You can't survive against an A/C with better nose authority and thrust to weight ratio. Adequate energy management can give you only a few more living seconds. A higher speed range between 350 and 250 can be obtained quite fast by unloading the A/C. This speed is usefull only if you want to convert it in conjunction with available altitude for instant turns. A sustained 3.26g load factor with 275 knlts will have no effect in a battle against a fighter. Instant high g manouvers can be obtained only by a progressive and not violent back stick movement. This A/C is not a fighter. Get practice with AoA indicator as well. Anything more than 20 AoA will contribute more to drag than lift. Near 7g's turns can be performed only when having speed higher than 300knots, by using the available altitude (with a high decend rate) Meanwhile Warthog doesn't have any chance when being aquired by a Fighter (visually or by sensors) is an excellent performer for the role that it was planned. For a fighterless theater, it's speed and turn radious range are excellent, for taking very fast a good firing position against ground targets. IMO A-10C is one of the best Maverick platforms. On the other hand, pop up manouvers for low drag guided or unguided weapon without being exposed, is difficult to achived without deploying a multi A/C cordinated attack. High altitude (15-20000') range scoring style by using TGP is a way that several other A/C can be operationaly used. This specific operational style is not the A-10C signature.

Copied. Thanx.

Any update

As you wish, although we don't face significant client issues here in 113CW/4thSQ. Cheers

Hello Guys, any update??

Great Initiative, Excellent idea, the 4th SQ of =113 Combat Wing= would be very much appreciated to participate. Consider this as an official application. Desired Callsign "OUZO". POC for =113CW=4thSQ ---->=GR=Panthir =GR=Panthir

Druid, You have done an excellent job. Thank you, indeed. We really enjoy this mission.

Inseckt, Usually, forward stick pressure is to ensure that the nose wheel/s grabs the runway and the don't slip. In this way the NW speed generator gives to your Anti-skid system the correct speed to calculate and apply the right braking efficiency. I assess that this subject is not simulated in DCS A-10C. If yes, then it's is essential in a slipery / wet runway.

The correct braking technick varies. As far as I know, this subject is not covered in DCS manual. Moreover, braking efficiency is related to the touch down speed. The whole story starts when you are in final approach. There you will have to define at first which is the right approach speed, taking in account current weight and wind. A good way to define the approach speed is to configure your A/C (gear, flaps) and maintain level flight (flight path marker on the horizon) slowing down up to the speed that the Angle of Atack indicator shows the Green Circle. This is the speed that you will have to memorize and maintain when you start your final glide path. Of course there are other parameters, such as crosswind and turbulence, that you will have to take in account in order to avoid any inconvenience (stall). Unfortunately, the DCS manual doesn't cover this subject. A nice and safe rule is the following. Add to the ideal speed, provided by the green AoA symbol, the half of longitudinal (head)wind component and the turbulence strenght. 1st example: 20knots headwind and 123knots ideal final approach speed. The final approach speed should be 10+123=133knots 2nd example: 20-30knots headwind and 123knots ideal final approach speed. The final approach speed should be 10+10+123=143knots 2nd example: 20-25 knots from 30deg from right or left, 115knots ideal final approach speed. The final approach speed should be (cos30°*20)/2+5+115=(0,866*20)/2+120=128.66knots. So, if you keep a final approach of 2.5-3° and you maintain the right speed then the only you will have to do is to aim for a white line touch down and then you will have to brake aerodynamically (nose high attitude) up to the speed of 80knots. Don't forget to engage Nosewheel steering and you will find out that you will need thrust to taxi up to the nearest cross section. Moreover the use of airbrakes is very effective. Try it guys.

Excellent info mate. Thank you

IMO more realistic AVIONICs are needed. Radar complexity and AIM-120 realistic envelope for F-15, would make FC3 unbeatable.

Zenra, Do you use a TARGET profile for your TM HOTAS Warthog or you edited the DCS input file.