jaylw314

TLDR - you're using the wrong grid zone. The area used by the campaign is split right down the middle between 37T and 38T. You will often take off in one and fly to the other, so if you copy a waypoint from your flight plan without changing it, you'll be in the wrong grid zone.

Not that I can tell, but I noticed there's a tendency to start out with HCMS in night mode if it's anywhere near dusk or dawn.

The lever is an electrical switch. The actual hydraulic gear valve is driven by solenoids switched by the lever. The lever is actually locked in the down position by a third solenoid when the weight-on-wheels sensor is on, and unlocks to allow the lever up when weight is off the wheels.

You might have more luck giving feedback on the Mudspike forums. I don't know if chuck is active here

Mild bug on mission 1. When Davy tells you to fall in behind him and hit the target on the range, he does the drunken wobble around the sky trying to get on the correct attack heading, and it takes him several turns before he's in. I suspect starting him out a little farther away might help? Not a game breaker, and mission 1 was great otherwise! Tacview-20210423-165037-DCS-Persian Freedom TK 1 trimmed.zip.acmi

Oooh, nice word! I'll have to use that one more! Unfortunately, the Google lady provided no useful information in distinguishing sponsons from nacelles, but "sponson" does sound a lot cooler!

It's in your DCS install folder, not your DCS Saved Games folder

Maximum range occurs near best glide speed -- 140 KIAS +/- 2 KIAS for every 1,000 lbs +/- 30,000 lbs Maximum endurance will occur slightly below that speed

Yup. with high-bypass turbofans, turboprops and even piston prop motors, fuel flow is pretty good approximation of engine power output, and a good way to cross check your other engine performance instruments

Haven't checked it myself, but a buddy reported it is included, despite not being in the changelog notes

"Nacelle" is any enlongated structure attached to the typical airframe structure. In the case of the Warthog, the main landing gear are also stored in "nacelles"

Clarification--the diagram you're referring to is a FUEL FLOW vs velocity diagram. Fuel flow often used as a proxy for POWER, not force or thrust. Since Power = Thrust x speed, that means Thrust = Power / speed. On that graph, your thrust would be the slope of any straight line, and the Maximum Range point would be the point of minimum thrust required for level flight. In ideal conditions, the fan should produce thrust directly proportional to RPM. It probably doesn't work out that way in real life, though, and I don't know what it's supposed to look like in the A-10 Addend: Oops, formatting issue. I was referring to the second diagram (Power vs velocity). The first diagram is actually a Thrust vs velocity diagram, which further adds to the confusion

You can edit the throttle slew sensitivity in the lua file, that way you don't have to change it every time: Mods\aircraft\A-10C_2\Cockpit\Scripts\HOTAS\HOTAS_param.lua I usually set it to 8.0 Strangely, this does not seem to affect the MAV screen slew sensitivity, since that is a separate setting on the MAV page. The default MAV slew sensitivity is in: Mods\aircraft\A-10C_2\Cockpit\Scripts\Maverick\maverick_interface.lua I usually set this to 9.0

Chuck's guide just calls them that, you could call it anything you want I suppose The key is that the traditional "glideslope indicator" and "localizer deviation indicator" which show your position error are the arrow on the left and the CDI on the HSI. The yellow bars on the ADI are fancier electronic dojiggery stuff that is supposed to be a little more advanced and easier to follow than the traditional pointers. They show some combination of your position error and your rate error. So if you're left of centerline, but correcting to the right, the needle will start right of center. There's a point at which the steering bar will be left of center. That would cue you in that it's time to bank left to line up with the runway heading again. Maybe an easier way to describe them is "what would the autopilot do?" In fact, a lot of flight directors are just indicators for what the approach autopilot is doing or would do. IRL, there are ILS approaches that allow you to fly to lower minimums if you have a flight director, so they are seen as being functionally superior to the traditional GS and CDI indicators

At least according the flight manual, there's no reference to the ADI bank steering needle and the HSI CDItaking input from the course selector in ILS mode, just the localizer position. The source I have is not terribly definitive, though. Interestingly, it mentions the ADI bars can be used in FM ADF mode. The banks steering needle shows direction and the pitch steering needle shows signal strength as it rises. I'm guessing this is not modelled, anybody know?

I can't see If you have your NMSP on ILS? While I don't know if this is the cause of your problem, be aware the steering bars on the ADI are a "flight director", not guidance bars. Left/right tells you to ROLL left and right, it's not just a course deviation indicator. Likewise up/down tells you to pitch up/down. It essentially tells you what to do with the stick, and it will adjust it to get you back on the proper course/glidepath. Think of it as the kindergarten version of the CDI (which is on the HSI) and the GS indicator (the arrow at the left of the ADI). I noticed on your HSI the course arrow is turned the wrong way, but the CDI is to the right of the arrow as it should be.

Oooooh, I thought you were talking about VR, not TrackIR, never mind!

IIRC, you can switch the HMCS display to your left eye or both eyes in the A-10C settings from the main menu. If your eyes have different acuity, it might help?

The way I think of it, whenever you slew the TGP to a new direction, the TGP defines a point on the ground based on LOS and known elevation from the digital terrain system. That location is retained even when the TGP is masked, which is why it can recover after most gimbal limit or masking problems, and it's that location that's shown in the HMCS (even if the TGP has been masked or gimbal rolled). The one gimbal problem it CAN'T seem to recover from is that damn dead zone directly ahead. I suspect you had the TGP aimed at the tank as you went in for a gun run. Gun runs put the target very close to that TGP dead zone, so it probably jumped off the tank as you rolled in, but you didn't notice because the gun pipper occludes the TGP diamond on the HUD (and you were probably target focused). The gist of it is, put your TGP in INR mode (TMS Aft short) if you want it to stay on your target during a gun or rocket run

Trim is more helpful IRL since stick and rudder forces are higher can be pretty darn tiring after a while, so it's considered good airmanship. With our sim stuff, significantly less crucial, but still good airmanship. Rudder trim might be useful to neutralize asymmetric loadout or a damaged engine, but I've never needed it with CH rudder pedals. I suspect IRL I would kill for rudder trim Operations above MGTOW are restricted by regulation, not by physics, and it's common--or at least not unheard of--to get waivers for those regulations. If you need to ferry a plane across the ocean, you can apply for flight above MGTOW to accommodate the necessary fuel and survival equipment. Whether the FAA approves it is probably related to what else you propose to mitigate risk. IIRC some commercial ops in Alaska can fly above MGTOW to carry survival gear under some circumstances. The important part to learn in those ops is that while your performance may only be marginally reduced, your margin for structural failure may be significantly reduced.

Takeoff trim and neutral trim mean the same thing in the A-10. There no system for adjusting for weight/balance. From the A-10C flight manual: "When the T/O TRIM button (Figure 1-18) is depressed, the pitch and roll trim motors and the two elevator tab trim motors are driven to neutral" Edit: oops, Skip beat me to it!

FWIW, max gross weight is a structural limit, not a power limit. If you pull max rated G at max gross weight, you have some percent safety margin before any structural damage. I can't recall any of these numbers off hand, but the upshot is you could probably take off at 120% of max gross weight fine, but if you hit some turbulence you might be in for a very bad day.

The Takeoff Trim button just neutralizes all the trims. It's just a fixed setting, it doesn't compensate for anything. It's simply the trim setting that makes the trim tabs flush with their control surface, so expect to have to trim the plane once you're established in the climb.

REMEBERING to do it is a whole other thing, though

On an ILS, turning the COURSE SET knob does not affect the localizer needle (although it changes its orientation, obviously). Haven't tested this in DCS, though. Of note, the yellow bars on the attitude indicator are NOT the localizer and glideslope indicators! They are "flight director" bars, which give roll and pitch instructions to get back on the localizer and glideslope. The glideslope indicator is the small arrow on the left edge of the attitude indicator, and the localizer indicator is the Course Deviation Indicator (the white needle) on the HSI. The difference between the traditional "needles" and the flight director is subtle, but significant. With the flight director Bank until the vertical bar is centered Add or decrease power until the horizontal bar is centered Scan the localizer and glideslope needles to ensure this is keeping you on (or correcting you towards) the proper approach