jaylw314

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"

I was specifically talking only about changing lua's. I use it for some random lua changes, and it's nice just to be able to quickly disable them before and update and reenable them after with just a couple clicks. I guess everyone's idea of difficult is a little different?

Ooof, maybe use OvGME to remove and replace the luas with each update?

I suspect IRL slew controls have much stiffer springs, most sim manufacturers seem to use gamepad type gimbals for economy of scale. It is possible to be accurate with the slew control, but most people don't have the muscle memory with their left fingers. It's doable with practice, though. I have the same throttle and I have X/Y saturations at 100, and curves at 20, for perspective. If you need to make fine adjustments, zooming in obviously helps. Quickly swapping FOV's can make this easier. Many people use the slew control as buttons, which you can do with WW's Simapp software. I don't, but I suppose it's more predictable since it always moves the same way. IIRC, you can adjust the sensitivity under the STAT->Throttle MFCD page (I think you have to advance to the second page) There's a OSB labelled "Slew" IIRC, and you can change that value between 1.0-8.0, with 8.0 being the least sensitive. Of course, that's similar to reducing your axes saturation, and you have to do it every time in the sim, but it does affect the button slewing rate (there's something similar for MAV slewing, I can't remember where that is).

It's in the HOTAS and Stick categories. I think it's called "Trim - PRESS" or something like that

For starters, negative numbers mean someone could misread "-6.0" as "6.0". An all positive scale is unambiguous

Just to clarify, the Pilot and WSO have completely separate bindings in the Settings->Control page

Don't forget you can move the view forwards and back as well.

There's an A-10A dash-34 out there that describes some more detail about the PAC in LASTE 6.0, but I'm not sure how much that applies to our A-10C

LMAO I think the 2 deg thing is when PAC is being engaged by the trigger. The only reference to the 2 deg bias is if the EAC disarms while firing with PAC, then a 2 deg nose up trim change occurs. At least, that's only based on what I could find out there

AFAIK PAC is only engaged when the first- or second-stage trigger is held down. It should not affect flight controls otherwise (or if the other criteria are not met, like having the EAC on). That being said, I have noticed that when you flip the arming switch on the AHCP to GUNPAC, the aircraft attitude does transiently change, and I'm not sure if this is just a DCS thing or happens IRL.

LOL, I've never done that before

That option is off. I was confused by the argument that alternative AB feedback is necessary, which implies the sound is imperceptible.

Are we listening to the same thing? I was able to hear the afterburners light up perfectly well, I just finished fine tuning my AB throttle setting. It's not dramatic or like going to a rock concert, but you can definitely hear it if you're listening for it underneath the ECS sound.

A time-based input or output? For input, you can use Tempo or Double-tap containers (or Smart Toggle, kind of) For output, you'd have to use Macros

When closing the canopy, the compass power cord clips through the canopy bow. Not sure how that wire is supposed to be run, but it looks like it needs better cable management

OK, no I misunderstood then, I thought you were saying the negative numbers came from simulated incorrect fuel totalizers. The only data I saw mentioned float sensors, did they upgrade them to capacitive sensors at some point? Seems like a good idea in a fighter

Are you implying the FQI is a totalizer as opposed to a quantity gauge? I believe it is actually a quantity gauge (either float or capacitive)

That is how it's supposed to work in the Hornet (elevation rate rather than elevation position). I thought that's not how it's supposed to work on the F-15 throttle, but the only public info I could find actually says its 'elevation rate control.'

Check the F2 external view, you probably blew a tire

The ED manual says you can only skip to the next pylon by 'cycling the weapons profile with the DMS switch'. Changing the profile away from and back to the Maverick profile does not seem to do this, though, unless you happen to have loaded different Maverick's on the left and right sides, since they will have different profiles.

Gyro-stabilize is reasonably useful, with DMS up hold. That seems to work like a snowplow mode. Ground stabilize doesn't make much sense since you can do the same slave-stabilizing from another sensor, and you'll rarely be using the Maverick as your primary sensor I double-checked a test mission in Syria, from low-level with an AGM-65D I was able to lock on and fire from about 7 nm. From 20,000', I was able to do so from about 10 nm.