jaylw314

I kind of get it for archetypal symbols, though, the kind that are intended to communicate something to everyone, no matter the language or culture. Once people starting seeing it elsewhere in the wrong context, it can culturally dilute out its meaning. Kind of like having a kids' game where you have to eat stuff with biohazard symbols on it, so the air force roundels wouldn't really be a good example. I know that may sound like an excessive Health & Safety take, but that's kind of what I do for a living

The TF-51/P-51 is probably not a beginner-friendly aircraft for those without a clear understanding of how ailerons/bank/turning relate to each other If anything, the A-10 is probably the most conventional aircraft, in terms of learning to fly, among the mainstream modules. Trim, roll/yaw coupling, and stall/spins are all pretty much what you'd see in any basic trainer, and everything is generally pretty docile and noob friendly. I'm not counting the C-101, I've heard that's brilliant too, but not as many have or use it AFAIK

If you select a waypoint that is a "target point" as the current steerpoint on the UFC, it will automatically slave the TPOD to it. Target points are in the format "X." instead of "X" Alternatively, you can press PB17 on the TPOD screen and it will cycle through all the waypoints and point the TPOD to them in turn.

You could use either or both for asymmetric loads, but chances are you'll just use one since it's usually temporary, and the FCS will compensate some for the other axis. For a long sustained flight, I suspect you'd use both to minimize drag from any asymmetry

I'd just drop the gear and flaps all at the same time. That way you have to make a big adjustment just one time, instead of a bunch of big adjustments at every step. Just drop them all, and anticipate the push forwards to keep the FPM on the horizon until speed bleeds off. Then start trimming for AOA and don't move the stick in pitch anymore, because you don't need to make any more big adjustments. FWIW, Case I patterns are easier because you only need to fly the glideslope for 20 seconds I'm kidding, of course, it's still all difficult!

Just to clarify, that statement 45 kN "when firing at its maximum rate" is deceptive. The "firing at its maximum rate" suggests its the sustained recoil force when the trigger is held down. That figure appears to be the maximum instantaneous recoil force, which would be the same whatever the firing rate was (or how many rounds fired). Since the round only applies an impulse to the plane's momentum for a fraction of the time between rounds, it doesn't change the momentum of the plane by 45,000 kg x m/sec every second. Instead, the sustained recoil force can be easily calculated if we assume each round is 0.3 kg, the speed is 670 m/sec, and firing 60 rounds/sec, the sustained force is more like 13.5 kN. That doesn't include some small additional force from gases being blown forwards, but still much less than 40 kN.

Urrrgh, you guys are killing me; you guys are talking momentum, not energy The momentum calculation is the correct approach, and luckily, the units don't really matter if you compare the two, but don't call them ft x lbs or energy! If you lose 1/12 of your momentum, you lose 1/12 of your speed, so that's a drop from 350 knots to 320 knots over 18 seconds (level with engines idle). That's pretty trivial compared to engine power and diving I think. Sorry OP -- waaaaaaaay OT

The MAV page can be a little confusing. If you move the seeker somewhere by slaving it to something else (like the TGP or TAD), the Maverick seeker stays pointing in that direction but is not actually tracking anything. In that case, you need to press TMS Up short to tell it to start tracking something, then you can fire. OTOH, if you move the Maverick seeker with the slew controls, it will start tracking something when you let go immediately. Of course, whether it tracks the correct blip on the screen is the source of much heartburn... @ASAP detailed this in his soliloquy above, it's worth a read again

Uh, so as a sanity check, are you SURE it was uncaged? The video is at night and not possible to see if the cage flag is up

@Rickshaw This is what the red dot should do. Brake pedal up: nullBrake pedal down: FYI, you need to move the pedal, otherwise DCS starts the tuning panel with this until you do: Because it's, well, DCS. Specifically, make sure the two "In" numbers go from -100 to +100 through the pedal range (if your Saturation Y is set to 100, the "Out" should also have the same range). If it doesn't, your hardware is reporting it wrong.

For future reference, it'd be good to show the movement of the red dot in the control axis screen as well, it should be able to move from full left to right (or vice versa) with the full travel of the brake movement. I suspect you've tried to calibrate the pedals with 0% at one end and 100% at the other. They should be calibrated (like all axes) as -100% to +100%, so your axes only goes halfway (to zero), then stops. I'm not sure how the TARGET software screws with the control calibration. For a sanity check, check the USB Game Controllers applet to compare

Screenshots or video with the controls display, RShift+ Enter, would be helpful

Typical airliner - 20:1 glide ratio Typical single-engine prop - 9:1 glide ratio Typical wingsuit maniac - 3:1 glide ratio JDAM - 4:1 glide ratio?? That does seem a bit optimistic, but it is from a fast starting speed, and I'm guessing there's not a lot of specific data out there.

I know, I've been trying to do that, but I admit I've cheated a few times because I like the Litening a little better

I've never seen any significant adverse yaw due to roll with the gear down, so I suspect that means the FCS cancels it out with rudder by itself. If that's the case, why would you use any additional rudder?

Aaaah, ok, that's a neat trick, thanks

Wait, what's waypoint 58?

The only thing I'd add is that because you're slightly below (and therefore outside) the turn of the tanker, your bank angle will be a tiny bit less than the tanker's. Definitely less of an issue than with boom tanking, where you're significantly below the tanker

IIRC if the plane thinks you won't make it to the HOME waypoint on the FPAS page, it'll also set off a caution when you advance the throttle

I can't say this behavior accurate, but it's interesting that the NATOPS suggests below 5deg AOA and above Mach 0.6 is an area where the Hornet is more vulnerable to out-of-control flight. I read that as excessive stick at low AOA could result in significant adverse (opposite) yaw, but I don't know if adverse roll with excessive rudder would follow Or it could just be a coincidence

FWIW in ESET, I needed to make an exclusion for both the DCS World folder and the bin-mt folder. IOTW, folder exclusions don't seem to apply to their subfolders, moronically enough.

IIRC, the bindings are in Settings->Adjust Controls->A-10CII->Cockpit Views and are something like "Move Camera Foreword/Left/Right/Aft/Up/Down". I believe the default key commands are RCtrl-RShift+Numpad (someone correct me if I'm wrong).

A screen capture of your axes assignment page would go a loooooong way to clarifying what you're describing. For that matter, a brief track recording would also clarify what the original problem actually is and is trivial to do.

Technically, it's your plane so you can use either Notso said DIRECT is more practical, since you can release at any time

Not only is that a great step, but that's a great attitude you have, and it inspired me to put some effort into trying to learn something new today. Congrats!