vertical speed indicator is inaccurate

[Inseckt]

I think we should use the HUD more, and instruments as back up. the HUD provides more information, more accurately and faster.

 

Yes, but in this track the HUD is showing the exact same as the VVI, (the TVV? is slightly below the artificial horizon, and "we" still appear to be climbing in relation to the tanker). It goes for the same thing...

 

Edit: Is it really possible to get the tanker to descend during AAR in DCS? If so, we can simulate the beloved A-10 "toboggan" maneuver.

 

It would seem so. What is this maneuver?

[BlueRidgeDx]

I know bud, that is why is hard to relate to the way they do it on other aircraft for me I guess, I'm still a 16 guy.

 

I wonder when the F-16's OFP got the signoff? The specific version numbers are listed in the Vol 3.

 

I remember "back in the day" that the HUD wasn't certified, and there was a good discussion about the issue in Code One magazine. I'm sure the article can be found in the archive somewhere. I think the chief test pilot's opinion at the time is that the HUD was so reliable, that he couldn't understand the restriction...if I recall correctly. It was an intersting article.

 

Anway, at some point obviously, the necessary approvals or waivers were signed and, presto! Still, it's interesting that Block 42/52 vipers aren't approved, and the other block approvals are contingent upon specific OFP loads.

Edited March 11, 2012 by BlueRidgeDx
spellin'

[BlueRidgeDx]

It would seem so. What is this maneuver?

 

At altitudes above optimum; when the A-10 is heavy; when it's warmer than standard; etc, the A-10 can't always keep up as fuel is onloaded during AAR. If the tanker is operating in an altitude block, say 10-15k, you can start at the top of the block, and "toboggan" downhill during the transfer.

 

Otherwise, the A-10 will be at MAX power and will fall off the boom.

[Tailgate]

At altitudes above optimum; when the A-10 is heavy; when it's warmer than standard; etc, the A-10 can't always keep up as fuel is onloaded during AAR. If the tanker is operating in an altitude block, say 10-15k, you can start at the top of the block, and "toboggan" downhill during the transfer.

 

Otherwise, the A-10 will be at MAX power and will fall off the boom.

 

Interesting, does the Tanker operate so close to stall speed when refueling the Hawg that it can't slow down?

[Inseckt]

I would guess slowing down for any airplane that has another in close trail is a no-no...

[mvsgas]

I wonder when the F-16's OFP got the signoff? The specific version numbers are listed in the Vol 3.

 

I remember "back in the day" that the HUD wasn't certified, and there was a good discussion about the issue in Code One magazine. I'm sure the article can be found in the archive somewhere. I think the chief test pilot's opinion at the time is that the HUD was so reliable, that he couldn't understand the restriction...if I recall correctly. It was an intersting article.

 

Anway, at some point obviously, the necessary approvals or waivers were signed and, presto! Still, it's interesting that Block 42/52 vipers aren't approved, and the other block approvals are contingent upon specific OFP loads.

 

Are sure about the blocks?

[mvsgas]

Yes, but in this track the HUD is showing the exact same as the VVI, (the TVV? is slightly below the artificial horizon, and "we" still appear to be climbing in relation to the tanker). It goes for the same thing...

It would seem so. What is this maneuver?

Yep, got it.

[BlueRidgeDx]

Are sure about the blocks?

 

From AFI11-2F-16V3:

 

"4.1.1. Head-Up Display (HUD) Use. Regardless of Block or OFP, do not use the HUD to recover from an unusual attitude or while executing lost wingman procedures except when no other reference is available. The HUD in F-16 Block 25/30/32 aircraft and Block 40/50 aircraft with Operational Flight Program (OFP) 40T5/50T4 (TV Code 117/115) and later OFPs may be used as a primary flight reference in night/IMC conditions. The HUD in all other F-16 Blocks and OFPs may be used as an additional instrument reference, but not the sole reference, in night/IMC conditions."

[BlueRidgeDx]

Interesting, does the Tanker operate so close to stall speed when refueling the Hawg that it can't slow down?

 

No, 220 knots is standard, which is well above stall speed for the KC-135.

 

The problem is that is can be difficult for the A-10 to push through the jet wash that exists behind and below the tanker in the astern position. Sometimes MAX power isn't enough to break through this area and into the contact position.

 

This area of disturbed airflow is also responsible for receiver altimetry errors mentioned at this beginning of this thread, but I don't think that's modeled in DCS.

 

Then there's the issue that additional thrust is required as gross weight increases during transfer. As a result, there is less and less excess thrust available to the A-10 pilot when taking a large onload at high altitude/warm temps.

 

The preferred method of dealing with the A-10's lack of thrust is simply to refuel at a lower altitude (or tobaggan). Slowing down causes unnecessary complications like differences in control feel, changes in aircraft handling characteristics, timing issues, etc.