jaylw314

AFAIK EGI degraded accuracy is not modeled, just alignment time. As long as you align the EGI long enough to get your systems running, the EGI accuracy is still perfect. As such, there's no disadvantage to in-flight or fast alignment in terms of EGI accuracy.

The rotational mass of the fan blades is a lot smaller than a comparable propeller, and the diameter of rotating parts is generally small--the fan might be big, but the faster spinning core blades have a pretty tiny diameter. There's still an effect, but it's not like it'll help you do snap rolls or anything...

The only major built-in bug I know of is the left panel console lighting always stays on, even if you turn if off, but I haven't checked if it's still there in 2.7. Also, in VR with the experimental frustrum-culling turned on, flood lighting does not render in the right eye, but that's not really fair.

There is not a master caution alert when you pull the throttles to idle. Are you talking about the landing warning horn? That goes off if your gear is up, your airspeed is below a certain speed and you throttle is below a certain position (I can't remember any of the details off the top of my head).

My guess is EGI as range source

Yes, although it will still move forwards at the same speed as the plane, IIRC

Go to the MFCD STAT page, press the HCMS button at the top, and make sure DAY is highlighted instead of NIGHT on the right side

I should point out that for me in mission 3, the cloud cover is a low overcast, so it's a little incongruous when Davy and Mono start calling out explosions on the ground when it's a solid layer under us! I fly in VR, not sure if that matters

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!