jaylw314

Decimal hours is a pretty common thing to see in US aviation. Alternatively, there's always the E-6B slide rule calculator

When flying with people in Hornets and Vipers, they saw it too, so it's likely an engine issue

No idea. I'd speculate the answer is no, since no ED module has any working IFF as far as I know

This was a weird glitch that has been present since 2.7, but I've never had success getting it to show up consistently. I recall seeing it first on the Syria map, but others found it in PG and Caucasus, so it's not map specific. I can't find any of the old threads, though

The only significance of the IFF panel is that SRS can capture your transponder state and send it to someone using LotATC (both are 3rd party mods). Otherwise, it does bupkis--you can do nothing with it and other friendly aircraft will still detect you as a friendly

AFAIK if you let SRS read the DCS mic state, you cannot use the mic switch without the radio menu coming up. I think this is true for all modules. The only workarounds I've heard are: - turn on "ALWAYS allow SRS hotkeys" and turn off "allow incockpit DCS controlled PTT", then make DIFFERENT keybinds for the SRS mic's. Now your SRS mic will be independent from the in-game mic and won't set off the radio menus - use VAICOM Pro. It can modify DCS to not show the radio menus (but will break integrity check in multiplayer) Also, the HOTAS VOIP bindings are for the DCS in-game VOIP, not SRS. I'm not sure how they're used, though.

True, but how does that compare to other aircraft with high-bypass turbofans? Granted I haven't heard of the USN sending S-3's on missions to get shot at, but there are plenty of cases of airline engines with birdstrikes and damage from debris making it home ok, too My point was more that the A-10 was designed to survive hits and limp home, rather than being protected from hits. It's less like an airborne tank than it is an airborne version of the Black Knight from Monty Python's "The Holy Grail." "Okay, we'll call it a draw"

LOL, in the words of Scott Manley, "Fly Safe."

The engines are vulnerable to any kind of gun fire. Their position somewhat reduces the chances of getting hit, but once they're hit, it's just like any other turbofan getting hit. The idea that the A-10 is a flying tank is a bit of a meme. The PILOT is well protected, but the rest of the plane is (mostly) sheet aluminum. The systems are well thought-out in terms of redundancy, but that doesn't mean it shrugs off bullets and cannon shells.

LOL, I'm glad I'm not the only one

Haven't checked in a while, but I recall this being fixed almost a year ago. You need to turn on the TACAN and ILS audio on the intercom panel, they default to OFF, so you need to either push them in or pull them out (I can't recall which way).

Not to beat a dead horse, but emphasizing what SPI stands for as the "Sensor Pointer of Interest" might suffice

The way I visualize learning is like balancing something on your finger. When you start out, it's almost impossible to balance it by keeping your hand in the right position. Instead, you start by swinging your hand back and forth in large movements in a rhythm. As you improve, that back-and-forth movement gets smaller and smaller, and the rhythm gets faster, until eventually a skilled balancer looks like they're (almost) standing still in the correct position. However, in their brain, they are still going through that oscillation, just with small movements and fast pace. So I actually suggest people start out with large, maybe even exaggerated movements of the stick and throttle. As long as they're opposed by the opposite movements, it allows some station-keeping for beginners. That allows them to get started, and then the focus becomes reducing the amplitude and increasing the frequency of those movements.

True, but the smaller tanker means your visual position cues are more precise. If you move 3 feet, the S-3 looks obviously different, while the KC-135 looks pretty much the same.

The answer is to use markpoints so frequently that they no longer distract or bother you. Draw some twig & berries on the ground for practice

That's how HUD's are supposed to work. They're not just a simple screen reflected off a pane of glass. There's a series of lenses that project an image that remains focused at infinity, in the same position and the same size no matter where you move your head. Look up 'optical collimator' for details how

I think I recall some other aircraft also having the same issue, where the flashlight can be used before the battery is turned on, but once the battery switch is turned on, the flashlight won't work with the battery off. If so, it may not be specific to the A-10C

Elevator trim function reverses in MRFC in the A-10C in DCS. It's been this way for years AFAIK. I've never found any IRL info to confirm or contradict that it should do so. The wobbling is due to oscillation in roll control, since the ailerons become free-floating. You're supposed to keep the aileron's centered at least 4 seconds after switching on manual reversion, but I've found it happens anyway depending on your stores setup. I vaguely recall finding heavier inboard or outboard stores reduced this effect, but I can't remember which (practically, I've usually jettisoned all stores by that point). Again, no idea if this is accurate to real life, but I'm guessing not entirely.

Now that you mention it, you're right, I think it started earlier when the AH-64D came out and the FLIR system was first reworked

IIRC, the infrared MAV crosshairs turned grey when 2.8 was introduced. I assume it was related to the changes in the graphical engine. Before that, IR contrast had seemed to be better for most, but not all vehicles. Now it seems that most, but not all vehicles, have incorrect IR textures (completely black in WHOT mode, for example)

If a pilot started LSS with the TGP as SPI, it would make ergonomic sense to return the TGP to SPI--after all, why were they doing LSS in the first place? Of course, since all this was probably designed when people were still using Windows 95, that might have been too much to ask...

Ergonomically, it would make more sense for the SPI to change to STPT temporarily during LSS, then switch back to TGP automatically. No idea how it works IRL though.

For reference the ONLY datum in the cockpit that identifies the SPI sensor is in the lower left of the HUD, there is no indication anywhere else. The wedding cake symbol denotes where that sensor is looking, but if you have multiple sensors looking there, it can be ambiguous which one is doing the pointing.

True, but people at the beginning of the learning curve need to have a mental framework to hang that practice on to improve from session to session. Practice doesn't make perfect. Perfect practice makes perfect.

The Scorpion HMCS is a generation newer than the JHMCS in the Hornet and Viper. It adds much more awareness in comparison. For starters, it can see friendly units that use locator beacons (and is the only aircraft able to do so AFAIK). The A-10 can remain over a relevant area for hours, while the Hornet and Viper will need to constantly go back to the tanker or airfield. The module itself is well developed and flies well.