jaylw314

IIRC there was a prior thread referencing this. As a workaround, you could use Joystick Gremlin or your joystick firmware programmer to send the SRM binding shortly before sending either Gun or MRM

It does seem that CFT's and external stores generally move the CG rearwards. I'm not aware of any publicly available Weight & Balance info, so you won't get specifics, but I did see an example that with a typical air-to-air loadout and empty CFT's, the CG was near (but not at) the forward CG limit.

FYI in most cases the F-15E autotrims to maintain the current G force, not airspeed, e.g. if you're trimmed for 1.5 g you'll stay at 1.5 g, not at a stable airspeed. The trim switch will change the set g-force. Kind of like the Hornet and Viper, although I assume there are nuanced differences. The only times you practically mess with the trim in normal flight is on takeoff when weird things happen to the nose after liftoff, and when the gear comes down for landing. At that point, trim acts like how you'd expect conventionally, and you can trim for AOA or airspeed. I'd also add that on go-arounds, after trimming to AOA 20, when the gear comes up the plane seems trimmed for a 2g climb. That's not cool, and I'm not sure if that's expected behavior, so expect to spam the trim down button on a go-around...

She's terribly heavy, and it does seem like there's a bit of a longer time delay between applying a pitch input and seeing the results (which I suppose makes sense). That's a recipe for PIO's until you retune the PID's in your head I haven't found the positioning of the director lights to be an issue, they can be seen most of the time. They'll get blocked if I'm out of position sometimes, but I'm mostly looking at the tanker body for positioning, and glancing every few seconds at the director lights to recalibrate my position. By the time I'm too low and forwards to have the lights blocked, I already know I'm AFU and have to fix it...

FWIW, the wind does affect CBU-97's, since the fire control computer only gets it to the point of deploying. After that, the submunitions are hanging in the wind for an additional 10-15 seconds. in a 10 knot wind, that's 150-250' of drift.

FWIW the recommended book 'minimum run' landing is apparently trimmed to AOA of 23, 'dragging it in' with a more shallow approach angle of 1.5-2 deg, and on the wheelbrakes immediately after touchdown, as long as the weight is under 45,000 lbs. When I tried this, there's some airframe buffet that starts around AOA 23, not sure if that is accurate or a little early, but it makes it a little uncomfortable. OTOH, the landing distance chart goes all the way up to weights of 80,000 lbs with this technique, and shows a landing distance in ideal conditions of about 12,000' (ouch). The fact that they've tested it suggests doing so probably doesn't automatically blow your tires, but I'm sure crew chiefs shudder at the thought. In any case, in DCS you should feel free to hit the wheelbrakes at touchdown, especially for some of the shorter runways. If you have any kind of mechanical sympathy, though, that will be challenging

IIRC there are some Pilot-only specific bindings to turn on the TPOD, and EW stuff. Of course, you can't see what you're doing.

Malfunctioning fuel transfer pumps would do it.

There's also some inconsistency in spelling and capitalization so that the variants and quantity show up in different places on the armament drop down, annoyingly.,

You're in AUTO mode (lower right of HUD). You have to change the program to CDIP, or change it manually by taking command of the HUD (Castle press then forward), then Auto-Acq forward to toggle AUTO and CDIP

Aaaah, that goes along with the trend of only having numeric indications for stuff (like AOA), thanks!

At least in the Warthog, you can set the SPIN parameter in the CBU-97/105, it just doesn't do anything. I suppose they may have been debating whether to allow that or not in the PACS

In fairness, lighted lamps should be terribly sharp IRL since they are stencils on glass or clear plastic. As opposed to the CRT's (I think) we have in the MPD's and HUD, anyone old enough to remember CRT's will remember how blurry they compared to LED/LCD screens. Of course, in DCS, it's just a texture limitation

Thanks guys, I figured the use was similar to other aircraft like other aircraft, but the verbiage in the manual utterly confuses me. In almost every other aircraft I can think of, when the CCIP pipper is physically below the HUD, there is some indication that the pipper on the HUD is 'virtual'. Like the half-pipper in the Warthog or the reflected cue line in the Hornet. As far as I can tell, there's not any indication in the F-15E as to whether the pipper is correct or 'virtual.'

I'm trying to understand CDIP and this part of the manual makes no sense to me: What the heck is this supposed to mean? How is pressing the button at the 'moment the pipper crosses the target' earlier than when the target is in the center of the sight reticle? That's not early, that's right on time, no?

That is hilariously fascinating, thank you for that tidbit of info. The idea of a parking brake that shuts off when you bump the throttle seems to be one of the facepalm things

SPIN is for the CBU-87 only AFAIK. The CBU-97 just sheds the cannister and drops the 4 submunitions at the programmed HEIGHT, then the submunitions do their own pre-programmed dance. For the submunitions, parachute height, rocket motors, spin rates and release of the pucks aren't adjustable. As such, I don't think HEIGHT makes a massive amount of difference with CBU-97's dispersal. You can't edit anything about the submunitions parameters AFAIK.

I'm pretty sure you can't edit markpoint coordinates, because that's one of the reasons to make one--when you make a markpoint, you can get the coordinates of that point on the gorund. If you already have the coordinates, you'd just take an existing sequence point (or create a new one) instead, and then you can just edit its coordinates.

Oh... that's....weird? I thought it would only show up on Steam if you bought the A-10C originally there (whether you ever downloaded it or not). I suspect if you tried to buy it on Steam and didn't have the A-10C Steam license, it wouldn't let you do it. As far as I can tell, the upgrade is no longer offered in the ED store, I couldn't find it there either. Now that you mention it, I thought I recall hearing something about that. I recall when it first was offered as an upgrade it was $20 USD for only a while. At $40 USD on sale, it's not too far off. Edit: but for reference, yes, you can buy any license on Steam and just connect your Steam account to your ED account to use it on the non-steam DCS application

It sounds like since you got the Steam version of A-10C originally, you'd need to get the upgrade to A-10CII on Steam as well, not the ED store, since only Steam has the record of you purchasing the original. Not a big deal, just do it and then link your Steam account to your ED account and you'll have the licenses to use in the standalone version in addition.

Holy cow, now I don't feel so bad about my takeoffs. I felt like I was having to work the stick pretty hard after rotation, and you can see him doing the same trying to hold the correct pitch attitude, albeit a bit less spastically than me Thanks!

Nope, I was wrong, sorry, all the other 5-way switches have a PRESS binding, but not the trim switch. I suppose it's the same function as the CMD MAN 1 binding, so I bound the trim press switch to the same thing.

NWS should not be an issue while you're aerobraking with the nose wheel off You should normally be aerobraking until about 90 KIAS or so. Hopefully during that time you've been keeping the aircraft on centerline, so when you finally drop the nose you'd just need to brake in a straight line!

Huh, I could have sworn I recall seeing it there, if someone can't find it I'll take a look later

I think it's something mundane like "Cockpit Units"