jaylw314

It sounds, then, like it is similar to other instruments I've seen where it's full bright with the light rheostat off, then goes full dim when you turn it on, then brighter again as you turn it clockwise? That would make sense if it were that way

That does seem to be the case for the clock, not sure about the UHF repeater. Hopefully somebody knows if the clock goes back to full brightness when the dial is turned to OFF, like some instruments I've seen, though. The pinky switch is the master EXTERIOR light switch

The repeater and clock are supposed to be controlled by the Flight Instruments dial on the lighting panel AFAIK. Not sure about the actual radio I suppose you could make the edits into a OVGME mod folder, that would make it easier to change between missions, but you'd still have to quit out of DCS to change it

I will say that it wasn't clear in the news today that it would be fixed for the upcoming update, if that's correct that's good news!

Oooh, nice find, thanks!

It doesn't fix it, the DISP setting is not accessible via the lua config file. It does what people have been doing before, turning down the SYM, BRT and CONT settings, which are modestly helpful, though. Also, check the ED news from earlier today Thanks for putting that together, I'd also point out you can put the edited lua in a mod folder and use OVGME to add and remove it from the DCS install folder. Useful since the edits will be returned to default if you repair or update (assuming it's not fixed at the next update) and if you have MFCD settings you'd like to keep as default

When the plane is rolling slowly the nosewheel will caster freely. At more than taxi speed, though, aircraft with free-castering nosewheels are stable and will self-center, since the main gear is behind the center of gravity. As long as the main gear are not sliding a la Initial D, letting go of the brakes while rolling out really should center the nosewheel. @zamboni FWIW, you can use the free castering nosewheel to your advantage while parking. If you press one toebrake while NWS is off, the plane will turn much tighter than when NWS is on.

Can you please clarify what you're saying and how it's relevant to the topic? I suspect you might have posted in the wrong topic

Cool beans, I figured 180 or so was best climb, if it's around 160 that makes sense and is good to know! For the final approach per the flight manual's recommendation, I think of it as a "partial" slip, just enough to get the runway in the HUD (or at least to get it out from behind the HUD pillars). Then on short final the full wing-low sideslip to align with the runway.

as @Yurgon noted above, no, leave the rudder alone. The plane is flying fine, although I question whether it's smart to climb at 167 KIAS, a little faster might be better. The crosswind effect on the FPM and pitch ladder will be most noticeable when the plane is flying slower, too. If the crosswind is more than 1/6 your forward true airspeed, the FPM will be more than 10 degrees left or right, which will be off the HUD. You'll notice also the symbology for a FPM that is off the HUD--there's a little arrow pointing left superimposed over the FPM

Just to clarify, BRT, CONT and SYM switches all work, but the all-important DISP does not still

I've found the best indication of EXACTLY when the throttle moves into afterburner is to simply watch and listen to the throttle handle. When it hits the MIL stop, you'll hear a loud and audible "clunk." From there, if you move it forward into afterburner, you'll visibly see the throttle handle lift to move over the MIL stop. So now, you just futz with the throttle curve in DCS and/or the WinWing SimAppPro calibration to get it so that when you feel the throttle detent, you hear the "clunk." All the other visual and audio indications seem to be a bit imprecise, but that "clunk" is what you're looking for.

There's an A-10C flight manual from 2012 that has a specific description of the throttle and does not mention a detent, but does refer to the hard stops. I don't want to quote it or post a link since it's not for public release, but if you ask the Google lady it's not too hard to find.

I should qualify my statement that it would work with a FFB stick, since I don't have one I'm not sure exactly how the implementation in FFB works, but @Frederf's description above sounds pretty believable

Well there's you're problem, get cracking BD!

Hadn't checked this forum for a while, thanks!

No, just hard stops at OFF, IDLE and MAX (AFAIK you need to lift the throttle handle to move from OFF to IDLE, or IDLE to OFF). I have a Winwing Orion which has an afterburner detent at 80%. I just adjust the axes so that they reach 100% at that detent, I don't want the detent messing up throttle movements in formation or aerial refueling.

Ha! You're absolutely correct, of course! I'm just so used to getting blown up on a regularly basis that I forgot that people need to practice it!

LOL, I think you're right, I might have had that backwards in my head. Either way, I suspect it's an excessively modelled aileron "float-up", but that's just speculation on my part.

Some clarification the elevator channel is automatically switched into manual reversion on dual hydraulic loss, so flipping the manual reversion switch does nothing to pitch control, it's already in manual reversion. The pitch feel changes significantly, but of course you won't notice this in DCS unless you have force feedback In DCS, flipping the switch DOES seem to reverse pitch trim control. Nobody has been able to clarify to me if this is true IRL or not, so not sure if it's a bug. The aileron channel is NOT automatically switched into manual reversion. This is controlled by the cockpit manual reversion switch. When switched, you're supposed to keep the ailerons neutral for about 4 seconds during the transition, otherwise the ailerons can abruptly release, presumably causing roll transients. Unfortunately, in DCS this seems to be overmodelled, and almost impossible to prevent if you have outboard stations heavily loaded The aileron trim should be disabled during manual reversion TL;DR -- the "Manual Reversion" switch actually means AILERON Manual Reversion

What DOES the CB in CB UHF stand for anyway?

Good lord, I can't imagine how all those airline pilots out there manage to land their jet aircraft in crosswinds without a FPM or even a HUD! Imagine the carnage! FWIW, the HUD was never certified as a primary flight instrument

I hadn't noticed the difference in look-down Remember that the second missile will arrive faster because it has less distance to travel. Maybe a more intuitive way to think about it is that is can keep its speed up because of a steeper dive angle than the first missile Remember that the laser designator only goes out to a spot 8+ miles out, so the calculated TOF is to a point 8 nm slant range away, not actually at the target in your TGP (if the target is farther than 8 nm).

Er, actually, the AI wingman doesn't actually go into trail when given the instruction, it remains stubbornly off my wing until I'm on final.

The Mission 3 kneeboard datasheet looks to be the wrong one, from Mission 2