Hi All,

I've been practicing the start up procedures and have searched the net for checklists and procedures for the A-10. I currently use the Startup Manual that was created by MemphisBelle for my procedures. I compared it to a few other procedures and have noticed that there seems to be some variations in the startup sequences. Is there a universal procedure that is accurate to actual ops or does it come down to preferences set by squadrons or pilots? If there is a universal (most accurate) procedure, can someone point me in that direction. I'm striving for realism and accuracy in the start up department.

Thanks,

--T

If there are 200 pilots flying Warthogs there are probably 200 variations on the start-up procedure...

No, but seriously, yours is a good question. I'm sure the answer to that is there is an SOP (probably the aircraft flight manual checklist), but like aircraft I fly in real life we have specific checklists tailored to our operation (most King Airs/Citations don't have four extra AC inverters like we do to run all the medical equipment).

Be interested to hear the responses to your question..

Even our real pilots don't follow the 1A-10C-1CL (checklist) perfectly...that being said, the A-10 Aircrew Checklist I developed for the 476th vFG mirrors the 1A-10C-1CL with a few exceptions for items not modeled in DCS A-10C. They are available in our downloads section (if you click on the link in my signature).

EDIT...here is the direct link to the checklist if you want to check it out. http://www.476vfightergroup.com/downloads.php?do=file&id=29

I edited one and reversed steps 1 and 2 so my Inverter is on before the Battery switch to prevent the Master Caution. I was gonna ask if that was legit or would blow up the jet or something.

Thanks for the responses guys. I see the idea of specific SOPs based on operations.

BTW Paul, I've seen the document you designed and it is awesome. In fact I'm looking at it to help me with a problem I've recently encountered. During my last two start ups, my right engine would not start. I see in your document there is a procedure for Engine Start After Failed Attempt. Hopefully my problem is not some sort of hardware glitch or something I busted while setting up specific controls. I use a HOTAS Cougar, btw. We'll see what happens on my next attempt.

--T

Don't forget to switch on the boost pumps for the fuselage and wing fuel tanks. From my observation, you can start the APU and one engine without the pumps enabled, but for the startup of the second engine, you need the fuel pumps on.

I did switch the boost pumps (all four switches). I suspect it was something else I overlooked. In fact, I just finished another start up and all went well. Still, thanks for the input.

--T

I say the most accurate startup procedure is the one you can do that gives you a 100% functional aircraft in the shortest possible time. In real life, they do a lot more and coordinate with ground crew to verify movement of control surfaces and such but we don't have that in the sim so some allowances have to be made in terms of "realism" and "accuracy."

Tech Data only has you start the APU with the inverter off in extreme cold temperatures. The Master Caution light was a bug in 1.1.1.1 and has been corrected in DCS World.



It's not about the shortest possible time, that's how pilots forgot switches and call Red Balls only for us maintainers to fix their problem by turning a switch ON. But you are correct, we do a lot more than just flipping switches, the checklist I made and referenced above has an appendix (A) showing the most of the flight control checks and how we accomplish them with the pilot. There are a few items that we check on the ground i didn't include because there isn't a way to verify in DCS.

The best checklist is on the status panel. I uses it as the template for what has to be done. I believe The only major items not on it are oxygen, and pitot tube.