jaylw314

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

I think you are correct. There are a couple twists, though In INR-P mode, the TGP continues to track a point in 3d space PLUS it's calculated movement before it got masked. If you're in POINT tracking a moving vehicle, when it goes to INR-P, the crosshairs will remain centered on the vehicle, but if it turns or changes speed, the crosshairs will drift off. In inertial modes, there can be ambiguity due to terrain, e.g. the TGP doesn't know if you're pointing at the hillside or the valley behind it because its line of sight hits the terrain in more than one place. POINT and AREA are unambiguous, in theory, so the TGP should know you're pointing at the hillside in front. This can cause some wonkiness going from POINT/AREA to INR-P/INR-A, the TGP can start tracking the wrong terrain location

NP, you can find all sorts of things poking around the cockpit script lua's.

The TGP has a dead spot directly forwards where the lateral gimbal hits its stops. If you watch your HUD, you'll see the TGP diamond spin around that point as the longitudinal gimbal tries and fails to track. Try not to pull your TGP target through that dead zone when you roll in. I've been making a habit of rolling in with the HUD centered 5-10 degrees above the target, which is fine for Mavericks.

You are looking for the Mods/aircraft/A-10C_2/Cockpit/Scripts folder. In there is the HOTAS/HOTAS_param.lua and the Maverick/maverick_interface.lua. The default slew sensitivities can be set there.

It should be worth noting that Baltic Dragon's "The Enemy Within 3.0" has been updated to natively include the A-10C II, so no editing required and it shows up under the A-10C II campaigns. I'd also note that Baltic Dragon has stayed quite active updating his old campaigns to keep up with DCS updates, so reported bugs are usually fixed reasonably quickly. TEW 3.0 was one of the few campaigns I could finish without getting stuck.

Doesn't seem to be. If you carry APKWS rockets, make sure you switch to other weapons by changing weapons profiles rather than pressing the master mode button.

Argh, stuck on Mission 10. After the destroying the first set of vehicles, nothing happens. I've tried 3 times, but no success. Off to the ME for the next mission, I suppose...

The TGP has a blind spot directly in front. It's not at the TVV, which moves around, but it's fixed about 5 degrees below the boresight circle, which, not coincidentally, is about where you would place targets to fire the cannon at them. A buddy suggested when using the TGP and rolling into the target, to roll in with the nose ABOVE the target area rather than THROUGH the target area (which is how I learned to roll out). That way, when you roll out, the dead zone stays above the target. It seems like a dumb design decision, they could have moved the gimbals to make the dead zone off to the side or something, but oh well.

I was surprised to find out this is modelled. Various checklists and publications for AA refueling in the A-10C indicate you are supposed to press the Line Check button a few minutes prior to AAR. This pressurizes the closed refueling port over the next few seconds. Once it reaches a certain pressure, the AAR Ready light comes on and should stay on for a minute or two. This acts as a leak check--if there is a leak big enough, the light won't come on, or will turn off quickly. The manual suggests the Line Check button has no function, but it does indeed work this way. After refueling and closing the refueling port, the port is pressurized again automatically to push fuel in the refueling lines into the fuel tank. During this time, the Ready light will again turn on for a minute or two, which also acts as an indication the port has closed correctly. Both of the above are actually modelled, and if you've ever wondered why your AAR Ready light was on despite the port being closed, now you know! What an amazing module!

You don't have frustrum culling turned on in your autoexec.cfg, do you? Floodlit objects are not rendered in the right eye (IIRC)

In this track: I look to the right and set a SPI I look away and back a couple times to confirm the HDC is remaining on the SPI I look away and press TMS Up Long a few times. Since the HDC is on the previous SPI, this should not change anything, but each time it moves the SPI and HDC to the edge of the display I press TMS Down Long to reset the SPI to STPT, and the HDC remains in place as it should. When I press TMS Up Long again while the HDC is in the display, it correctly sets it to SPI again. If the HDC is out of the display, it sets a point at the edge of the display as SPI (and moves the HDC there) HDC Bug.trk

Not sure if this is a DCS bug or a real life bug, but if the HDC is off the HMCS display, and TMS Up Long is used to set SPI, the SPI is created not at the HDC location but at the point on the edge of the HMCS display towards the HDC.

I do not know if this is intended behavior, but I suspect it is not--there is no way to safe countermeasures other than turning off the CMSP now. You cannot start a CMS program while the CMSP is in STBY, as should be correct.

That's worth a +1. Most important for boom tankers

IIRC, there is an arrow next to the GIMB ROLL warning. However, when I tried rolling in that direction, I don't recall it fixing the problem.

I'd vote for that to, especially if it gets you more sleep :)

For whatever reason, I think it's much more noticeable in dim or dark environments (like night flying) than in bright environments