Drift C/O Switch

[Flagrum]

Drift C/O Switch - the pitch ladder on the HUD is usually aligned so that it is centered on the flight path marker. If the aircraft is in a situation where the nose of the aircraft is pointed in a significantly different direction than the actual flight path (for example, during a steep turn) the pitch ladder could be partially off the display or not visible at all. However, if this switch is set to DRIFT C/O, the pitch ladder will always be centered in the HUD, regardless of the position of the flight path. (C/O stands for "cutout" by the way).

 

(source: http://falcon4.wikidot.com/avionics:icp)

We don't have an equivalent function in our A-10C, right?:(

[hreich]

No, there is no DRIFT C/O switch. A-10C is slow aircraft used for ground weapon delivery, and as such it is imperative that pilot knows if any drifting form planned course is presented so he/she can employ ordnance precise on the intended point on the ground.

[Flagrum]

No, there is no DRIFT C/O switch. A-10C is slow aircraft used for ground weapon delivery, and as such it is imperative that pilot knows if any drifting form planned course is presented so he/she can employ ordnance precise on the intended point on the ground.

 

It would help in sharp turns, though. Often I have no clue where to end my turn as my HUD is completely empty ...

[hreich]

Thats why i use it in f-16 Bms all the time when flying

[PFunk1606688187]

This is probably part of why the A-10's HUD is not considered a primary instrument. You have an ADI and a VVI next to each other right below the HUD. I also think that maybe the F-16's HUD actually is considered a primary instrument itself. Not sure on that, but I know that the book says you shouldn't fly exclusively by your HUD in the A-10.

[OttoPus]

This is probably part of why the A-10's HUD is not considered a primary instrument. You have an ADI and a VVI next to each other right below the HUD.

 

This.

 

If you ever tried a high-g turn (4g at least), which is pretty usual in a CAS environment, and you have realistic head movement option enabled, seeing the hud becomes very difficult because of g forces.

 

Learn to read analog instruments :thumbup:

[PFunk1606688187]

There's also the fact that the VVI lags heavily when pulling high G turns so you can't just fly by it, you have to have some sense of what the plane is going to do so that you can unload the wings somewhat near your intended attitude. The HUD is much better at telling you whats going to happen in low G or unloaded states.

 

Consider this. The HUD doesn't tell you your bank angle. If I want to fly formation with someone and we have to do a standard rate 30 degree turn to keep that formation, the HUD isn't going to help you ensure you're on that. Meanwhile the guy following me has to keep his eyes on me and fly without instruments.

[NoCarrier]

I also think that maybe the F-16's HUD actually is considered a primary instrument itself. Not sure on that, but I know that the book says you shouldn't fly exclusively by your HUD in the A-10.

No. At least not at the time Joe Bill Dryden wrote his famous Semper Viper series of articles in Code One magazine. There's an article in there in which Dryden is lamenting the fact that the HUD of the F-16 is not a primary flight instrument, even though it's very suited for that.

[WildBillKelsoe]

beat you to it: http://forums.eagle.ru/showthread.php?t=110184

 

no, there isnt. And FYI, if there was, the HUD drift is needed in dynamic weather to establish a centered ladder headings for passes. The arrow coming from the FPM also helps to know where the wind is blowing (specially valuable in dynamic weather campaign).

[Flagrum]

"it's important feature", "it's by design", etc.

 

Yeah, yeah, I got that ... even before posting here! ;P

 

The question was simply if there is an OPTION to turn that behaviour off, temporarily. But anyhow, thanks for all your input, much appreciated! <3