tgt pod on left or right?

[Snoopy]

The one thing I always make sure of is the TGP is next to the aim-9s. They don't mask the pod near as much as the ECM pod and how we hang them real world.

[Frogisis]

A right-hand orbit gives me that kinda icky, antsy feeling like holding the phone in the hand you're not used to, so I think I'll try putting it on the left wing a few times and see if it helps with avoiding masking and just generally having better SA while peering into the thing. It seems like you have to turn much tighter if it's on the other wing to still keep the ground in view, and so if I'm setting up weapons I usually end up doing more of a level "away and back" pattern than a nice circle that keeps me looking at what I'm going to attack. I won't give up on doing it right-handed, though - I did it for batting, shooting, and golf, I can do it for Hawgin'.

[Fleshpiston]

TGP is next to the aim-9s.

It's how I roll :thumbup:

[leafer]

Can you even get MAV video to display on the left MFD?

[Fleshpiston]

Can you even get MAV video to display on the left MFD?

The pod can go either side of the plane innit. The mav IIRC can be shown in either panel too.

[wess24m]

Can you even get MAV video to display on the left MFD?

 

Of course, do the whole hold down the mfd button where you want it and release and you can assign the mav or whatever where ever you'd like.

[159th_Viper]

Can you even get MAV video to display on the left MFD?

 

Coolie Hat Down Short [J]

[-NFlight-]

The left engine is the critical engine due to P-factor, which isn't as strong in a TF34 as opposed to a propeller-driven aircraft, but is still there. Therefore when the left engine quits, the asymmetrical yaw is harder to overcome due to the power being generated from the right engine in addition to the p-factor torque.

[y2kiah]

The left engine is the critical engine due to P-factor

 

Source? I've never heard of P-factor or torque with a ducted turbofan. Not saying you're wrong, I'm honestly curious if you have a source.

 

If the accepted wisdom is that the right engine is critical, I think it would be due to asymmetric drag. Both the pave penny pod and nose gear strut are off axis to the right.

[BlueRidgeDx]

The left engine is the critical engine due to P-factor, which isn't as strong in a TF34 as opposed to a propeller-driven aircraft, but is still there. Therefore when the left engine quits, the asymmetrical yaw is harder to overcome due to the power being generated from the right engine in addition to the p-factor torque.

 

False.

 

The right engine is the "critical" engine, for the reasons I stated above.

[leafer]

Thank you, all. "J" it is then.

[bluepilot76]

Without wanting to tread on the toes of the experts here, Im not sure that the P factor does not affect ducted fans as well. (I am definately not an expert!)

 

But I was thinking the A-10 engine looks like a relatively high bypass engine, (ie trending towards ducted fan end of the scale as compared to turbojet) and a ducted fan is basically a propellor in a tube, so the propeller physics should still apply.

 

I cant imagine it is the main cause of the effect of the critical engine in this case though for the more obvious reasons already stated by people who know considerablly more about the A10 than I do!

[-NFlight-]

 

1) In terms of aircraft performance and controllability, a right engine failure is worse than a left engine failure. I don't know why, but it is.

 

 

 

My source is my 33 years of military and non military flying fixed and rotary wing aircraft. But I am sure the armchair experts are correct. I bow to the greater knowledge.

[Eddie]

My source is my 33 years of military and non military flying fixed and rotary wing aircraft. But I am sure the armchair experts are correct. I bow to the greater knowledge.

 

In this case he isn't an 'armchair expert'.

 

EDIT: Apologies Blue, my memory failed me.

Edited December 7, 2011 by Eddie
Incorrect info

[BlueRidgeDx]

Oops, Eddie, slow your roll! I'm not an A-10 pilot! For the record, I am a simulator and ground instructor.

 

@Nflight: I'm perfectly aware of how P-factor works...on a propeller driven airplane. The problem is that P-factor has nothing to do with jet engine performance, and more specifically, it has nothing to do with why the right engine is critical on the A-10.

[Snoopy]

My source is my 33 years of military and non military flying fixed and rotary wing aircraft. But I am sure the armchair experts are correct. I bow to the greater knowledge.

 

Blue (and my) comments are always pulled directly from real world experiance and/or directly out of A-10 specific technical data.