jaylw314

You can use Joystick Gremlin or the like to consolidate multiple USB controllers into one uber device (or at least fewer than four devices) for VA to read

I haven't tested it out, but here is a thread on this question. The gist of it is that the "CCIP GUN CROSS OCCULT" ONLy affects the gun cross in CCIP Master Mode, not GUNS Master Mode. The GUNS reticle and gun cross always occlude symbology, but in CCIP mode, the gun cross will not occlude symbology if the setting is set to OFF.

As a work around, why not just put the BRU-42 with 3x bombs on one side only? You can still put a TER of AGM-65's or some other bombs on the other side to balance them out initially

I was just speaking specifically to the GBU-54. The GBU-38 would never have to shift target mid-flight unless you ride along and hot-wire it mid-flight a la Slim Pickens But, of course, who knows how the GBU-54 works IRL...

I've been watching this issue with some measure of interest since I have no idea what's supposed to happen in real life. It SORT OF makes sense that the GBU-54 would try to first try extend its glide close to the target and come in as steep as possible. After all, there is the possibility the operator may switch targets, and gliding above the target would retain the most energy to move to a different target, even past the original target. If it came in shallow and the target changed to a larger slant distance, the bomb wouldn't have the energy to adjust. On the other hand, it does seem pretty outlandish that it would or could come in from straight above or even retrograde, so I'm guessing there is some measure of bug still, but I've recalled seeing such behavior since the GBU-54 first came out

Is this a common enough condition that there have been accidents or incidents specifically attributed to this phenomena? I did notice I neglected to include haze or fog as possible sources of pitot icing, but the requirement for visible moisture still holds. It requires liquid drops freezing on impact, unlike carburetor icing (which can and does happen in clear and warm air)

It IS simplified in regards to the matter of when it happens. Pitot icing only occurs in precip or visible moisture (in clouds). It does not occur in clear air. In DCS, it simply occurs after some arbitrary time. They did get the effect of pitot ice correct in theory, although IRL my understanding is it's common to get unpredictable effects when the pitot gets incompletely blocked with ice.

The clock is supposed to be controlled by the Flight Instrument Lights dial, but it isn't, so I'm assuming the answer is now. Not sure about the radio preset indicator

DCS models pitot icing in the A-10C in a simplified way. After a certain amount of time without turning the pitot heat on (I think 30-45 minutes?) your pitot ices over regardless of the outside weather. You probably don't notice it in the air because your airspeed indicator stays stuck at a constant altitude. Once you start changing altitudes (like descending to airport), the airspeed indicator decreases with altitude to near zero at sea level, which is probably when you started noticing it.

As far as I can tell from stock images, it looks like the 12 and 6 o'clock lines are actually painted on top of the glass and extend inwards a bit more to emphasize them. I could see someone not being able to see the 12 o'clock one if their seat position was too high in the DCS A-10

I see lubber lines at the 12 and 6 o'clock positions: @Stuka is talking about the black line painted on one of the glass face layers that floats in front of the HSI. You can see it in front of the white course arrow head and tail. There are white tick marks at the 12 and 6 o'clock position, but in DCS it looks the same as the other 6 tick marks around the compass, while in stock photos of the A-10, the 12 and 6 o'clock tick marks are extended compared to the others. Fortunately for us, there is still a tick mark there, the black lubber line, the airplane symbol and general spatial orientation to tell you which way is up, so that inaccuracy is largely cosmetic.

According to wikipedia, Canadian geese have been sighted up to 29,000' (!) Honk!

Yeah, it sort of sounds like getting a clearance from ATC. If you don't agree, you don't have to comply, but then they're probably not going to let you in their airspace

For the A-10, the rules are pretty easy: Every bomb or missile bigger than or equal to the AGM-65D will kill at least one tank with a "direct hit." This includes the JDAMS, LJDAMS, Mk-82 and so on. The only exception are the CBU-87 and CBU-103 cluster bombs. Anything smaller will work against anything other than a MBT (Main Battle Tank) type target (including the CBU-87 and CBU-103). You can take out those pesky AAA vehicles with either type of APKWS, usually in one hit. AFAIK, JTAC's only ever "request" ordnance type. The final decision on ordnance type is up to the CAS pilot, although I assume if you can't agree you wouldn't get cleared for the attack.

Perhaps, but most of the A-10's would not have been equipped with the Litening pod by then. I assume it would be like the guys who fly the FC3 A-10A--get close, use your eyeballs and your AGM-65's as a poor man's TGP, and pray nobody shoots at you. It's worth noting since 2003 no A-10 has been shot down in combat, and the A-10C was deployed a few years after. Compare that to the number of A-10's that go down in flames on PvE servers daily, and that'll suggest how differently it's flown in DCS

If you forget to turn the AC inverter on (STBY), the engine will crank and flood, since the igniters are powered by the AC essential bus. Then you need to motor the engine to clear it before running the start cycle again. Hard to imagine this is OP's problem, since it would fail on the second attempt if the inverter was still off, but it's another example I can think of that requires motoring to clear.

It's a little disingenuous to be comparing pilot technique in DCS vs real world for a large number of reasons. A major one is that the typical mission in DCS is almost always fundamentally different from how the A-10 was actually used. Most DCS pilots have never, ever performed CAS as it is intended. The AI JTAC functionality in DCS just isn't up to snuff, and most scenarios and servers are not intended as such. For the sake of gaming, we are generally hitting known targets from a distance because of some kind of AAA threat. That's precisely not the way the A-10 has been used in the last 30 years AFAIK.

I assume @icemaker meant to say "elevator" instead of aileron. the elevators automatically drop to manual reversion, which I think means bypassing the hydraulics since it is always mechanically connected. Since the hydraulic actuator is bypassed and the elevators are still connected to the stick, I suppose it could flop around in the wind. The ailerons are always mechanically connected through the hydraulic actuator and can't be bypassed, so the ailerons lock without hydraulic pressure. As such, the stick would be locked in roll, and it would not flop around in the wind. Manual reversion is not automatic, and when selected, the stick is disconnected from the aileron entirely and reconnected only to the aileron trim tabs (mechanically, I believe). All this is interpretation and speculation on my part, not having seen the real thing and only going on some pretty poor quality illustrations. There is someone claiming to be a former A-10 mechanic who's on the forums and might be able to clarify details, but I can't recall his name.

AFAIK when you buy the A-10CII, you are able to download the A-10C as well separately. The A-10CII and A-10C are completely separate modules, though. I think you should be able to trial the A-10C separately, but I've never confirmed that (since I have both).

AFAIK: When both hydraulic systems are out, the pitch control automatically bypasses hydraulics and goes to mechanical only, so you should be able to move the stick forwards and backwards without them running. I don't know about the spontaneous movements, though. The roll controls do NOT have an automatic drop on loss of hydraulics to mechanical only, and the only way to free them up is manually turning on manual reversion, which instead connects the roll control to the aileron tabs.

RCtrl+RShft and the numpad, / and * translates your viewpoint in the cockpit. It's worth it spending a half hour or so playing with all the view controls so you get an idea of what's possible

Argh, I have my contacts in and can't read too well. Here's my setup. Under Tools->Mange Modes, I created a new mode called "Shift Button 3" I have TWCS Button 3 set as the modifier. In this case, I added the "Temporary Mode Switch" function, which changes the mode from "Default" to "Shift Button 3" when TWCS 3 is held down. The mic hat switch is TWCS Buttons 7-10, which normally fire off DirectX buttons 38-41 respectively. Notice my setup also has TWCS 3 firing off DirectX 34 so I can use it as an actual function as well, but that's optional. Now change the dropdown in the upper right to "Shift Button 3" to view the button binds while TWCS 3 is held down. You can see in this mode that TWCS 7-10 fires off DirectX 58-61. Now there is no ambiguity with the mic hat switch in the two different modes that you can send to different apps. You could go crazy and make additional modes with other modifiers to make completely distinct and unambiguous button binds in different modes. I should also point out that while you can tell DCS what device you want it to detect DirectX buttons from, SRS and apps that recognize keybinds will often associate it with the DEVICE output (which you don't want) rather than the vJoy output (which is what you want). If you accidentally bind it to the DEVICE output, all your best laid plans get bypassed and are for naught. Three workarounds: Use HID guardian to remove the hardware devices from your USB list like the TM TARGET software does (I don't use it, so not sure how well this works) Use Tools -> Input Repeater. This repeats your output on vJoy after you press a button. That way, if you tell SRS to listen for a button press, it will catch the later vJoy output instead of the initial hardware output. Don't forget to turn this off before you fly again!! Use keyboard outputs instead of DirectX buttons. Kind of defeats the purpose of doing this.

Use Joystick Gremlin. Set up your mic switch to output one set of 4 DirectX buttons, and a different set of DirectX buttons when you have the modifier button held down. That way there's no ambiguity when you're trying to get SRS to NOT listen.

IIRC, the A-10C interface was designed much later than the Hornet's interface. Ergonomics has become much more of a thing since the Hornet came out! Also, consider playing around with Joystick Gremlin. You can employ similar button functionality (modes and long-presses) as well as other functionality (button double-taps) to make your controls more capable flying other modules like the Hornet!

Not sure what your level of familiarity is, so forgive me if this sounds condescending-- Aside from ensuring your bindings are correct, you do realize the main indication that TMS Forward Long worked is that whatever is currently SOI will show up in the lower left of the HUD. If your TGP is SOI, and you do TMS FL, TGP should appear on the HUD. Sure, the wedding cake icon will appear where the TGP is currently pointing on the TAD and in the HMCS, but the HUD label is your main cue as to what is doing the pointing. Likewise, China Hat FL will only work if your TGP is not set as the current SPI (since there not be another pointer to slave it to). As to the key bindings, make sure you're not running the joystick through the TM TARGET software, and view the DirectX inputs through a joystick monitor or the window "USB Game Controllers" window to make sure you're not having a noisy button. If it's flickering when held down, it may not be read as a long press, but it's hard to imagine you would have TWO separate buttons doing that.