DCS Community a-4E-C Guide

DCS: Community A-4E-C
By Ali
Contents
1. Introduction
2. COntrols
3. Cockpit + Gauges
4. Startup
5. Takeoff
6. Landing
7. Sensors
8. Weapons + armament
9. Countermeasures
10. Autopilot
11. Navigation
12. Thanks and other resources
The Navy Model A-4E Designed as a high performance
Skyhawk is a lightweight attack aircraft, it
single-place mounts two 20-mm guns
monoplane with a internally, carries a variety of
modiﬁed external stores, and is capable
delta-planform wing of operating either from a
manufactured by the carrier of from a shore base.
McDonnell Douglas
Aircraft Company,
Aircraft Division, Long
Beach, California. It is
powered by a P&W
J52-P-6A gas turbine
1. Introduction
engine producing a
sea-level static thrust
rating of 8500 pounds.
Control Setup
To see this menu

select this option
To assign axis, click

on axis assign.
2. controls
Control Setup
To map flaps, use these two assignments. They will
As this is a basic jet aircraft, I increase/decrease flap angle while held. They have no
have a minimum of control default binding.
assignments, however, there are
a few oddities noted here.
I have mapped:
Zoom [num*, num/]
Speedbrake [LShift + B]
Landing Gear [G]
Tailhook [ LAlt + G]
Weapon Fire [Space]
2. controls
Weapon Release [LAlt + Space]

Release Countermeasures [Q]
Wheelbrake [W]
Trim [RCtrl + ; , . /]
Speed Hold Increase [LShift + 0]
Speed Hold Decrease [LShift + 9]
Speed Hold Toggle [LShift + 8]
Radar Hold Increase [LShift +7]
Radar Hold Decrease [LShift + 6]
Radar Hold Toggle [LShift + 5]
3. Cockpit and Gauges
1 2
3 4 5 1. Approach Power
6 7 8 9
Compensator
2. Angle-Of-Attack Indexer
3. Wheels (and Flaps)
Speed Warning
4. Low Altitude Bombing
System
5. Low Altitude Warning
System
6. Obstacle Warning
7. Identify-Friend-Foe
System
8. Low Oil Warning
9. Fire Warning
10. Radar Altitude Low
Limit Warning
11. CP-741/A computer
display lights
12. Fuel Boost, Control
Hydraulics, Utility
Hydraulics, Fuel
Transport, Speedbrake
and Spoiler warning
lights
12 10
11
Startup Procedure
1. Contact Ground Crew -

Ground Power On ( \ > F8
>F2 > F1)
2. Press Start Button
3. When Throttle RPM
reaches 5%, move throttle
to start (right click)
4. When throttle RPM reaches
15%, move throttle to idle
(right click again)
reaches 40%, turn off
4. StartUp
ground power ( \ > F8 > F2

> F2)
Ready To Taxi! 1
(Avoid fast taxi as carrier
script can kick in at around
4 kts, causing a runaway
taxi! Use your brakes)
Startup Procedure
3, 4
1. Contact Ground Crew - 2
Ground Power On ( \ > F8
>F2 > F1)
2. Press Start Button
reaches 5%, move throttle
to start (right click)
4. When throttle RPM reaches
15%, move throttle to idle
(right click again)
reaches 40%, turn off
4. StartUp
ground power ( \ > F8 > F2

> F2)
Ready To Taxi!
(Avoid fast taxi as carrier
script can kick in at around
4 kts, causing a runaway
5
taxi! Use your brakes)
Nav Setup Procedure : AN/ASN - 41
1. Set AN/ANS-41 DNS waypoint selector

to STBY and wait 5 mins
2. Set magnetic var (6°E for Caucuses,
12°E for NTTR, 8°E for Normandy, 1.6°
E for Persian Gulf)
To save waypoints:
3. Set waypoint selector to D2 (present

position will be set, and set as D1 and
D2 when dial moved off STBY)
4. Set waypoint coordinates via dials 2
5. Repeat for D1
4. StartUp
(Optional)
6. Set wind speed and direction (will be set

automatically if using with AN/APN-153 radar)
6
1, 3, 5 4
Nav Setup Procedure : AN/APN-153
2, 5 2, 6
1. Set AN/APN-153 Doppler Radar Set
to TEST and wait 5 min. (DO NOT
DO before power on)
2. After warm up time memory light 1, 3, 4
should extinguish and groundspeed
dial should read 121 ± 5 kts, drift
angle should read 0 ± 2 degrees
3. Turn to STBY
4. Prior to takeoff set selector switch
knob to ON-LAND or ON-SEA as
appropriate
5. Approximately 30 seconds after
aircraft has reached 150 kts and 40
ft of altitude, the memory light
4. Startup
should extinguish
6. After cruise altitude is attained,
ground speed and drift should read During flight:
within ± 50 kts and ± 10 degrees
respectively for known conditions of Bank and turns should be limited to 30 degrees left or right/type of
terrain being flown over, or memory light will ignite, indicating loss
flight
of tracking.
Climbs and descent should be limited to 25 degrees as this is near

operating limits. Memory light may ignite for no more than 3
seconds.
Radar Setup Procedure : AN/APG-53A
1. Mode Selector Switch to STBY and allow 3

mins for warm up
2. Mode Selector Switch to SRCH
3. Turn Gain Control Knob Clockwise until targets
appear 1, 2
4. Position Range Switch to SHORT - Confirm
flag indicates 20 miles
5. Mode Selector Switch to T/C - Confirm flag
indicates 10 miles, tilt control should zero.
6. Turn Gain Control Knob clockwise until targets
appear to be 5 degrees in vertical dimension
7. Turn Detail Knob clockwise until targets are
reduced to 1 degree in vertical dimension.
8. Observe terrain clearance line on scope.
4. Startup
Position Range selector switch to LONG -

Confirm terrain clearance line moves to the left
and slightly up
9. Position Mode Selector Switch to A/G and
confirm horizontal line sweeps from top to near
bottom
10. Position Mode Selector Switch to OFF
3

mins for warm up
appear
4. Startup

and slightly up
bottom
4

mins for warm up 5
appear
4. Startup

and slightly up
bottom
10. Position Mode Selector Switch to OFF 6

mins for warm up
appear
4. Position Range Switch to SHORT - Confirm 7
4. Startup
Position Range selector switch to LONG - 8

and slightly up
bottom

mins for warm up
appear
reduced to 1 degree in vertical dimension. 9
4. Startup

and slightly up
bottom 10
Takeoff Checklist
1. Trim :
- Aileron: Stick Centered Tab Faired ±
1/5in
- Rudder: 0 degrees
- Elevator (field) 8 Degrees Up
2. Harness
3. Canopy
4. Flaps - Set at ½
5. Speedbrakes - Closed
6. Armament - All Switches off.
Emergency selector switch appropriate
setting
7. Spoilers - As desired (If ARMED,
5. takeoff
closed - power above 70%)

Takeoff
1. Complete Checklist
2. As engine accelerates through 90%,
release brakes to avoid skidding tyres.
3. Ensure acceleration is within
acceptable limits and engine
accelerates smoothly
4. Lift nose-wheel at 123 KIAS
5. Takeoff at 133 KIAS
6. Gear up at 40ft
7. Flaps up at 170 KIAS at safe altitude
8. Once climb speed reached switch
spoilers off.
Note:
5. takeoff
On rough runways nose-wheel bounce may

occur, forward stick pressure should be used
to counter this.
Landing Checklist
1. Armament - All switches off.

Emergency selector switch appropriate
setting
2. Spoilers - Off
3. Harness
4. Hook Up (field landing)
5. Wheels - Down
6. Flaps - Full
6. LAnding
7. Brakes - Pump before landing, gentle

pressure upon landing to avoid skid.
Landing
1. After break - Extend speedbrakes and

retard throttle to 70% (speedbrakes will
remain extended throughout approach
and landing)
2. As aircraft decelerates to 225 KIAS or
lower, lower landing gear and extend
flaps full
3. As aircraft decelerates to 170 KIAS or
lower, adjust power to maintain desired
airspeed.
4. Complete Checklist
5. Crosscheck airspeed with AOA indexer
indication
6. LAnding
Note: at gross weight of 14,000 lbs,

recommended approach speed is approx 125
KIAS at abeam position. Optimum AOA
indication is 17 ½ units. For each 1000 lbs
increase over 14,000, optimum approach
speed increases approximately 5 KIAS.
Upon Landing
1. Power to IDLE
2. Flaps as required by conditions
3. Apply full forward stick as necessary to
maintain wings level
4. Apply rudder as necessary to maintain
control
5. Use brakes as necessary
6. As rudder becomes ineffective, used
brakes for directional control
For minimum distance landing:
1. Maintain optimal AOA during approach

2. Upon touchdown let nose fall through and
use full forward stick
6. LAnding
3. Leave flaps extended unless excessive

crosswind
4. Apply moderately heavy braking
immediately upon nose-wheel touchdown
5. Maintain steady braking throughout rollout
to stop or desired taxi speed, increasing
pressure as speed decreases.
6. Landing roll may be reduced by shutting
down engine upon touchdown
Carrier Landing
1. Minimum Straight in of 3 miles on
starboard side, parallel to Base Recovery
Course at 800 ft and 250 KIAS.
2. Break should occur past bow
3. Speedbrakes out at break (may not be
desirable at heavy weights)
4. At 225 KIAS or lower, landing gear down
and flaps full
5. Descend do 600 ft after break
6. Complete landing checklist and maintain
optimum AOA airspeed at 1-¼ miles
abeam
7. Bank at approx 22 degrees
8. Maintain optimum AOA/Airspeed and 600ft
altitude on turn-in
6. LAnding
9. Intercept glide slope and descend

10. Upon touchdown, advance the throttle to
MILITARY and retract the speedbrakes
11. After arrestment is assured, retard the
throttle to IDLE and raise the hook and
flaps. The aircraft should be allowed to roll
back a short distance after arrestment to
permit the hook to disengage from the
pendant.
12. Hold brakes on carrier or carrier will slide
out from underneath you (SFM product)
Low Limit Indexer AN/APN-141 Radar Altimeter
The AN/APN-141 radar altimeter employs the
pulse radar technique to furnish accurate
instantaneous altitude information to the pilot from
0 to 5000 feet terrain clearance.
Control
Aircraft height is determined by measuring the
Knob
elapsed transit time of a radar pulse, which is
converted directly to altitude in feet and displayed
on the cockpit indicator.
The indicator dial face is marked in 10-foot

increments up to 200 feet, 50-foot increments from
7. Sensors
200 to 600 feet, 100-foot increments from 600 to

2000 feet, and 500-foot increments from 2000 to
5000 feet.
A control knob on the front of the indicator controls

power to the indicator and is used for setting the
low-limit indexer
AN/APN-141 Radar Altimeter
An OFF flag on the indicator face appears when
signal strength becomes inadequate to provide
reliable altitude information, when power to the
system is lost, or when the system is turned OFF.
At altitudes above 5000 feet terrain clearance, the

OFF flag will appear and the pointer will move
behind the masked portion of the indicator dial. The
pointer will resume normal operation when the
aircraft descends below 5000 feet.
The radar altimeter operates normally during 50-

7. Sensors
degree angles of climb or dive and 30-degree

angles of bank, right or left. Beyond these points,
the indications on the radar altimeter become
unreliable but will resume normal operation when
the aircraft returns to normal flight.
Low Altitude Warning System
The low altitude warning system is used to warn
the pilot of impending danger due to low altitude.
The warning system consists of two warning lights

and an aural warning tone heard in the pilot's
headset that operates in conjunction with the
AN/APN-141 radar altimeter.
One warning light is located under the glareshield,

and the other, which is the radar low limit warning
light, is located adjacent to the radar altimeter.
When the AN/APN-141 radar altimeter indicator

pointer drops below the preset low-limit indexer
altitude setting, both warning lights come on and
7. Sensors
the aural warning tone is activated for 2 seconds.

Warning
Lights
The warning tone is an alternating 700- to
1700-cps tone with a repetition rate of 2 cps.
In addition, a reliability warning signal sounds for 2

seconds when the radar altimeter acquires or loses
its lock-on. The reliability warning signal has the
same frequency range but a repetition rate of 8
cps.
AN/APG-53A Radar System
The ANI APG- 53A radar system provides the pilot
with search or mapping capabilities for navigational
purposes, two modes of terrain clearance for
obstacle avoidance in either the azimuth or
elevation plane, and air-to-ground slant range for
weapons delivery.
Automatic fire control is not provided.
Operating controls are provided on the radar

control panel located on the right-hand console, on
a small radar switch panel installed near the center
of the bottom edge of the instrument panel, and
around the perimeter of the
azimuth-elevation-range indicator (scope) mounted
7. Sensors
in the instrument panel
Four modes of operation are available for pilot

selection; standby, search, terrain clearance, and
slant range. In search mode the B scope
presentation is utilized, in terrain clearance mode B
scope presentation is used for PLAN and E scope
presentation is used for PROFILE, while slant
range mode is presented as a vertical sweep range
bar.
The search mode presentation displays range
versus azimuth. Either 0- to 20-mile range or 0- to
40-mile range in nautical miles may be selected.
The range in use is shown by a flag-type marker in

the plan-view aircraft at the bottom of the scope.
The indicator face is divided by horizontal lines,
each representing one-fifth of the total range.
This gives a calibration line every 8 miles for LONG
and 4 miles for SHORT.
In SRCH, the radar antenna is programmed to

sweep 60 degrees in azimuth using a 5 degree
cone of radiation at the elevation angle (antenna
7. Sensors
tilt) selected by the pilot. Vertical marks on the zero

elevation line of the reticle show the approximate
bearing to any point on the display. The marks
represent 6, 18, and 30 degrees each side of
center. The antenna elevation is set by the pilot and
may be varied from 10 degrees above to 15
degrees below the flight path (angle-of-attack
switch ON).
TERRAIN CLEARANCE - PLAN MODE
With the profile-plan switch in the PLAN position,

the rotary mode selector switch in the TiC position,
and the angle-of-attack switch ON, the indicator
(scope) provides a B-scope (range-versus-azimuth)
presentation of obstacles in the projected flight
path of the aircraft. The terrain clearance PLAN
display is provided to enable the pilot to maneuver
around obstacles rather than over them. Azimuth
scan is 60 degrees using a beam width of 5
degrees and a vertical beam width effectively
reduced to 1 degree by means of the detail control
on the scope.
The vertical width of the beam is determined by the

setting of the detail knob. With the knob fully
7. Sensors
counterclockwise, beam width is approximately 5

degrees; fully clockwise, beam width approximates
1/2 of 1 degree. The scope will display only those
obstacles that are within the beam. If the antenna
tilt control is at zero degrees and the
angle-of-attack switch is in ON, the objects shown
will be in a plane that contains the projected flight
path and is parallel to the lateral axis of the aircraft.
With the angle-of-attack switch OFF, the objects will
be in the plane of the armament datum line. Only
radar return from the near slope of mountains is
received so the presentation is usually patchy
TERRAIN CLEARANCE - PLAN MODE
The pilot may examine terrain above or below the

flight path (or ADL) by manually adjusting the tilt
control to the desired setting (from plus 10 degrees
to minus 15 degrees). However, the tilt control knob
is spring loaded in the TiC modes and will return to
zero when released. Available for selection are
ranges of 0 to 20 or 0 to 10 nautical miles (LONG
or SHORT). The range in use is indicated by a
flag-type marker in the plan-view aircraft at the
bottom of the scope as in SRCH mode.
The horizontal lines on the indicator face each

7. Sensors
represent one-fifth of the total range, giving 4 miles

in LONG and 2 miles in SHORT.
Azimuth markings are identical to search mode; 6,

18, and 30 degrees to the left or right of the aircraft
heading.
7. Sensors Terrain Clearance - Plan Mode
TERRAIN CLEARANCE - PROFILE MODE
With the presentation switch at PROFILE, the

indicator (scope) provides an E-scope (range
versus antenna depression angle) display of the
terrain profile ahead of the aircraft.
The radar beam automatically locks in azimuth and

sweeps in elevation from plus 10 degrees to minus
15 degrees using a beam width of 5 degrees and a
vertical beam width effectively reduced to 1 degree
by means of the detail control on the scope.
The elevation zero is normally referenced to the

7. Sensors
flight line by including an angle-of-attack correction

in the servo loop. This provides for an extended
antenna sweep up to a maximum of plus 11
degrees to minus 19 degrees from the armament
datum line (antenna sweep limits).
The antenna tilt control does not function in this

mode .
The LONG-SHORT range switch provides either

20- or 10-mile ranges for sufficient detail under
various conditions. Vertical marks on the horizontal
zero-degree elevation line divide the display into 2-
or 4-mile segments according to the range in use.
A flag-type marker in the aircraft silhouette at the
left of the scope shows which range is in use.
A solid line representing an imaginary plane 1000

feet below the antenna zero-degree elevation line
is electronically displayed on the indicator as an aid
to low level navigation. This is the terrain clearance
scribe line (see figure 1-20) and is synchronized
with the elevation sweep. The zero-degree
7. Sensors
elevation line of the indicator reticle represents the

instantaneous forward projection of the aircraft
flight or armament datum line depending on the
position of the angle-of-attack switch. Since the
vertical calibration is in degrees of antenna
depression angle rather than in feet of altitude, the
resulting expansion of the conical radiation pattern
into a rectangular display causes the 1000-foot
marker and radar target return to curve downward
at the low range end of the indicator. (See diagram
later)
An irregular line display is the radar return.
Assuming level terrain and by flying so that the

radar return presentation is parallel to the 1000-foot
marker, it is possible to fly at a constant altitude
above level terrain.
The PROFILE function also incorporates both

visual and aural warning to the pilot when
obstacles protrude above a horizontal plane
positioned 1000-feet below and parallel to the
antenna zero-degree reference plane.
The obstacle alarm consists of both the obstacle

7. Sensors
light and the pilot's headset signal, warning the pilot

that a potential hazard exists.
The alarm is controlled by the same circuits that

control the 1000-foot terrain clearance scribe line
and warns if any obstacle appears above it. A
rough indication of the range to the target is
provided by the percentage of time that the alarm is
actuated. Targets near maximum range will give
short blinks and as the target comes closer, the
light will remain on for longer periods.
The PROFILE display also provides an aid to

letdown under conditions of reduced visibility.
The letdown is accomplished simply by descending

at the desired schedule until the radar return
intersects the 1000- foot terrain clearance scribe
line at a range of 5 miles when operating on LONG
range.
The dive angle is then continuously readjusted to

maintain the intersection of radar return and T/C
scribe line at 5 miles. This results in a gradual
7. Sensors
reduction in dive angle (and rate of descent) until in

straight and level flight 1000 feet above the terrain.
7. Sensors Terrain Clearance - Profile Mode
AIR-TO-GROUND MODE
With the mode selector switch in the A/ G position,

the indicator (scope) shows the distance to the
ground dead ahead.
The antenna is automatically fixed in the azimuth

zero position and is parallel to the armament datum
line in the elevation coordinate. When the antenna
bore sight line and the sight line are made parallel
(zero mil lead), the range indication will show the
distance to the point on the ground at which the
sight is aimed.
7. Sensors
The angle between the ground and the antenna

boresight line should be at least 10 degrees to
provide adequate radar return for ranging lock-on
. If the distance to the ground exceeds the radar

lockon range, the horizontal line will search from
the top of the scope to the bottom.
AIR-TO-GROUND MODE
When ground lock-on occurs the line will stop

cycling and, as the slant range decreases, the bar
will move downward.
The solid horizontal bar gives the pilot the

approximate slant range in yards. The total
maximum range in A/G mode is 15,000 yards
(approximately 7 1/2 nautical miles. The aircraft
relative position is at the bottom line on the scope
7. Sensors
(minus 15 degree elevation line).
After range lock-on of the horizontal bar, slant

range can be read by reference to the horizontal
lines etched on the reticle each of which represents
a range increment of 4000 yards.
Approach Power Compensator
The APC controls the fuel control and is designed

to maintain the optimum angle of attack of 17.5
units resulting in an optimum approach speed on
the glide slope and during normal maneuvers in the
landing pattern at any landing gross weight.
The APC is designed to command throttle position

between an approximate 70 percent rpm and an
approximate military rated thrust (MTR) in response
to angle of attack.
The angle-of-attack signal is modified by normal

acceleration and elevator control stick position. If
the APC is engaged or operating when aircraft
angles of attack are greater than or less than
7. Sensors
optimum, the APC will compensate by increasing or

decreasing throttle position accordingly.
At angles of attack greater than optimum, the APC

will command an increasing throttle position until
MRT (approximate) is attained or the angle of
attack returns to optimum. Conversely, at angles of
attack less than optimum, the APC will command a
decreasing throttle position until 70 percent
(approximate) rpm is attained or the angle of attack
returns to optimum.
When the APC is in operation (power switch -
ENGAGE), the system will disengage if any of the
following occurs:
1. Throttle friction is applied.
2. Throttle pOSition is below 70 percent

(approximate) rpm.
3. Weight is applied to the main landing gear.
NOTE It is possible to manually hold the APC

engaged and override features 1, 2, and 3.
7. Sensors
4. An override force of 25 to 30 pounds is applied

to the throttles.
5. Power switch is manually returned to STBY

position.
APC POWER SWITCH
The APC power switch, labeled OFF, STBY, and

ENGAGE, controls electrical power to the APC
system. When the switch is in the OFF position, the
APC is de-energized.
Placing the switch in STBY position energizes the

APC but does not engage the system.
After the power switch has been positioned in

STBY for a minimum of 15 seconds, and the status
light (located on the AOA indexer) comes on, the
APC will function when the power switch is placed
in the ENGAGE position.
7. Sensors
TEMPERATURE SWITCH
The air temperature switch, labeled HOT, STD

(standard), and COLD, provides a means of
compensating for variation in thrust due to outside
air temperature changes. The HOT position should
be used for temperatures above 80°F (27°C), STD,
from 40° = to 80°F (5 to 27°C); and COLD, below
40°F (5°C)
APC STATUS LIGHT
APC system status is indicated to the pilot by the

APC status light attached to the AOA indexer
above the instrument glareshield.
The light comes on when the system is in STBY

and goes off when the APC is engaged. The light
comes on when the system is disengaged and/or is
returned to STBY.
7. Sensors
Procedure
Normal Procedures for Landing:
1. Complete Landing Checklist

2. Throttle Friction - OFF
3. Air Temperature Switch - SET
4. APC Power Switch - STBY (Observe APC
Light ON)
5. APC Power Switch - ENGAGE (Observe
APC Light OFF)
6. Throttle - Observe movement
7. Sensors
7. Angle-Of-Attack/Airspeed - Cross-Check
After Landing:
1. Throttle - Position as required

2. APC Light - ON
3. APC Power Switch - Check for STBY
position.
Technique
The technique required for an APC approach
differs from a manual approach in that all
glideslope corrections are made by changing
aircraft attitude.
Since this technique violates the basic rule that
altitude is primarily controlled by the throttle,
practice is required to develop the proper control
habits and coordination necessary to use APC.
Smooth attitude control is essential for the

satisfactory performance of the APC. Large, abrupt
attitude changes result in excessive thrust
changes. Close-in corrections are very critical. A
large attitude correction for a high close-in
condition produces an excessive power reduction
and can easily result in a hard landing.
7. Sensors
If a high close-in situation develops, the

recommended procedure is to stop meatball
movement and not attempt to recenter the
meatball. A low close-in condition is very difficult to
safely correct with APC and usually results in an
over-the-top bolter. The recommended procedure
for a low close-in condition is to override the APC
and complete the pass manually. Throughout the
approach, the pilot should keep his hand lightlyon
the throttle in case it becomes necessary to
manually override the APC.
8. Weapons and Armament
Weapons and Armament

The A-4E is a versatile jet, capable of supporting
a wide array of air-to-air and air-to-ground
munitions across five hard points, including
bombs, rockets, missiles and gun-pods
It played a key role in conflicts around the world,

including the Vietnam War, the Yom Kippur War
and the Falklands War, as well as serving as a
training aircraft for the F-14 and an adversarial
aircraft for the US Navy.
It was capable of carrying a bomb load

equivalent to that of a World War II-era Boeing
B-17 bomber
Guns
The A-4E has twin 20mm cannons built in and
has the option of employing up to 3 MK4 HIPEG
20mm gunpods.
2
20mm Onboard Cannon
1. Master Arm to ON
2. Set GUNS switch to READY
3. Set gunsight range using dial to side of
sight
4. Pull trigger to fire
3
3
Mk 4 HIPEG 20mm Cannon Pods
1. Master Arm to ON 4
2. Set GUNS switch to Safe (So internal don’t
fire as well)
3. Select pod pylon (Left, Center or Right)
4. Set Pods to Charge
5. Set gunsight range using dial to side of
sight
6. Pull trigger to fire
1
Introduction
Due to the sheer amount of munitions available for
the A-4E-C I will be breaking them down by type.
BOMBS
WEAPON TYPE WEAPON TYPE
AN-M30A1 100lb. General Purpose Mk-77 Mod 0 750lb. Fire bomb
AN-M57A1 250lb. General Purpose Mk-77 Mod 1 750lb. Fire bomb
AN-M64 500lb. General Purpose Mk-81 250lb. General Purpose
AN-M65A1 1000lb. General Purpose Mk-81SE (Snake Eye) 250lb. General Purpose -
Retarded
AN-M66A2 2000lb. General Purpose Mk-82 500lb. General Purpose
AN-M81 260lb. Fragmentation Mk-82 Snake Eye 500lb. General Purpose -

Retarded
AN-M88 220lb. Fragmentation Mk-83 1000lb. General Purpose
M117 750lb. General Purpose Mk-84 2000lb. General Purpose
Mk-20 (Rockeye) Cluster Munition. 247

Dual-Purpose AP shaped
charge bomblets
Bombs
The A-4E carries it’s weapons on 5 pylons and has

a number of deployment methods, which I will
cover here.
It is able to release bombs in single, pairs or as a

salvo, in step or ripple mode.
That is, it can release bombs individually, as a pair,

or in a salvo of any number from 1 to a theoretical
maximum of 400.
This is all controlled from the panel shown below.

2
3
Bombs - Step Release
1. Master Arm to ON
2. Select hardpoint with desired bombs (2 and
4 in this case)
3. Set desired fusing (Nose & Tail in this
case)
4. Weapon selector dial to Bombs & GM Arm
5. Select delivery number (in this case step
pairs)
6. Pickle when on target (weapon release)
4
1
5
2
3 2
Bombs - Ripple Release
1. Master Arm to ON
4 in this case)
case)
5. Select delivery type (in this case ripple
pairs)
6. Set Desired Interval
7. Hold Pickle for duration of weapon drops
4
6 1
5
3 2
Bombs - Salvo Release
1. Master Arm to ON
4 in this case)
case)
5. Select release type - salvo ripple
6. Select salvo number
4
To set more per salvo, use the x10 switch
6 1
7 5
Bombs - Depression Tables
Up until now I have been unable to find depression

tables for all the bombs employed by the A-4E,
however, it seems that a lot of the munitions
behave very similarly to the Mk 82 Low Drag
Bombs - For which I do have depression tables, I
will include some indicative values below.
For reference purposes, at 0 ft distance on the

reticle, each line away from the centre represents
10 mills
Sourced from the F-5E Weapons Manual

Up until now I have been unable to find depression

tables for all the bombs employed by the A-4E,
however, it seems that a lot of the munitions
behave very similarly to the MK82 Low Drag
Bombs - For which I do have depression tables, I
will include some indicative values below.
For reference purposes, at 0 ft distance on the

reticle, each line away from the centre represents
10 mills
Sourced from the F-5E Weapons Manual

The same tables for the Mk82 SE now follow

Cluster Munitions
WEAPON TYPE
CBU-1/A Anti personnel cluster munition
CBU-2/A Anti materiel cluster munition
CBU-2B/A Anti materiel cluster munition

2
Cluster Munitions - Salvo Release
1. Master Arm to ON
4 in this case)
4. Select release type - salvo ripple
5. Select salvo number
To set more per salvo, use the x10 switch

3
5 1
6 4
Rockets
WEAPON TYPE
LAU-10 - 4* Zuni MK71 5in High Explosive (?)
LAU-3 - 19 * FFAR M156 2.75in White Phosphorus
LAU-3 - 19 * FFAR Mk1 2.75in High Explosive
LAU-3 - 19 * FFAR Mk5 2.75in High Explosive Anti Tank
LAU-68 - 7 * 2.75in Rockets 2.75in Parachute Illumination

M257
LAU-68 7 * 2.75in rockets MK5 2.75in High Explosive

2
Rockets - Pairs Release
1. Master Arm to ON
2. Select hardpoint with desired rockets (3 in
this case)
3. Weapon selector dial to ROCKETS
4. Select release type - step pairs
5. Pull trigger when ready
Note: Be sure to set GUNS to SAFE to prevent

firing both rockets and guns simultaneously
3
Note: Single/Pairs/Ripple/Salvo operate the same
as with bombs.
1 4
Rockets - Depression Tables
The depression tables for the 2.75’ FFAR Rockets

follow
Air-to-Air Munitions
WEAPON TYPE
AIM-9p5 Short-range, all-aspect annular

blast-frag missile
GAR-8 Early model AIM-9 with USAF

Nomenclature
2
AA Missiles
1. Master Arm to ON
2. Select hardpoint with desired missile(2 and
4 are available)
3. Weapon selector dial to BOMBS & GM
ARM
4. Select release type (In this case single)
5. Pull trigger when tone changes to high
pitch
Note: Be sure to set GUNS to SAFE to prevent 3

firing both missile and guns simultaneously
Note: Single/Pairs operate the same as with

bombs.
1 4
Air-to-Ground Missile
WEAPON TYPE
AGM-45A “Shrike” Anti-Radiation Missile

2
AA Missiles
1. Master Arm to ON
2. Select hardpoint with desired missile(1 and
5 are available)
3. Weapon selector dial to BOMBS & GM
ARM
4. Select release type (In this case single)
5. Pull trigger to launch
Note: Be sure to set GUNS to SAFE to prevent

firing both missile and guns simultaneously
Note: Single/Pairs operate the same as with 3

bombs.
Note: The Shrike has an off-bore viewing angle of ±

3 degrees, so consider boresighting or lofting
accurately
1 4
Countermeasures
The A-4E-C comes equipped with an AN/ALE Chaff
Dispenser loaded with two banks of
countermeasures loaded with 30 chaff(flares?) as
standard, located fore and aft.
9. Countermeasures
Countermeasures
9. Countermeasures
To arm countermeasures:
1. Turn power on to unit

2. Press countermeasaure release to
dispense
1
Autopilot - Systems
The A-4E-C has several autopilot measures
available to the pilot, these are contained within the
AFCS - the Automatic Flight Control System.
10. Autopilot
Autopilot - Systems
Standby
Switch
Movement of the standby switch to STANDBY
provides electrical power to the AFCS for warmup
and automatic control synchronization to prevent
engage transients.
This switch should be in STANDBY at least 30

seconds prior to engaging the stability
10. Autopilot
augmentation switch or the AFCS main engage

switch.
When this switch is placed in the OFF position, all

toggle switches on the panel return to the OFF
position.
Engage
Autopilot - Systems Switch
Movement of the engage switch to the ENGAGE

position turns on the AFCS in one of two modes;
attitude hold or heading hold, depending on flight
attitude.
In addition, the pilot can further select anyone of

three modes: control stick steering, altitude hold,
and/or heading hold.
10. Autopilot
The switch may be placed in the OFF position at

any time.
The switch should not be placed in ENGAGE

position until the standby switch has been in
STANDBY position for 30 seconds.
The AFCS will not engage until the all attitude

indicator OFF flag disappears. All attitude
indicator flag
Autopilot - Systems
Engage
When this switch is placed in the OFF position both Switch
the heading select switch and the altitude switch
return to the OFF position.
An abrupt lateral stick force of 40 pounds causes

the aileron servo to bypass, which effectively
disengages the AFCS lateral controls.
The engage switch does not move from the

ENGAGE position. Lateral control of the aircraft is
then provided by the normal control system.
10. Autopilot
To re-engage the lateral servo, cycle the engage

switch to the OFF position and then return to the
ENGAGE position. This operation may be
performed at any time.
Pressing the AFCS override button (AP) on the

control stick causes the mode switches to move
automatically to the OFF position. The AFCS can All attitude
be re-engaged by moving the engage switch to indicator flag
ENGAGE.
SET Knob
Autopilot - Systems
Heading Select
Switch
HEADING SELECT SWITCH
Movement of the heading select switch to the HDG

SEL position starts the aircraft turning by the
shortest route toward the heading selected on the
heading select indicator by use of the SET knob.
10. Autopilot
The heading select switch may be placed in the

OFF position at any time. If placed in the OFF
position prior to the completion of a turn, the
aircraft will roll smoothly to a level attitude and
maintain the compass heading indicated at that
time.
Autopilot - Systems SET Knob
If the SET knob is used to change the heading on

the indicator while the switch is in the HDG SEL
position, the following can occur:
1. If the aircraft is in level flight, sudden SET

knob movement will result in abrupt aircraft
lateral movement. If the SET knob is
Heading Select
moved very slowly, small heading changes
Switch
can be made satisfactorily.
2. If the aircraft is already in a preselect

heading turn, the SET knob may be moved
at any rate if the new selected heading is in
the same direction as the turn and is less
10. Autopilot
than 180 degrees away from the compass

heading at the time of selection. Selection
of a heading reciprocal to the present
aircraft heading will cause the aircraft to
reverse the turn abruptly.
The HDG SEL switch will automatically move to

the OFF position if the control stick steering mode
is engaged.
Upon engaging the HDG SEL switch, the

approximate pitch attitude will be maintained during
the turn. If a level turn is desired, the altitude hold
mode should be engaged by moving the altitude
switch to ALT.
Autopilot - Systems
ALTITUDE SWITCH
Movement of the altitude switch to the ALT position

causes the aircraft to maintain the barometric
altitude at actuation.
If the mode is engaged in a climb or dive, the

aircraft will return to the barometric altitude existing Altitude Switch
at the time of altitude switch engagement.
10. Autopilot
The altitude switch cannot be engaged in climbs or

descents in excess of 4000 feet per minute.
The mode cannot be engaged if any force is being

applied to the control stick.
The switch will move automatically to the OFF

position whenever control stick steering mode is
engaged.
Aileron Trim
Norm-Emergency Switch
Autopilot - Systems
STABILITY AUGMENTATION SWITCH
Yaw damping action is provided when the engage

switch is in the ENGAGE position or the stability
augmentation switch is in the STAB AUG position.
AILERON TRIM NORM-EMERGENCY SWITCH
The aileron trim switch has two positions NORM

and EMER. This switch is usually in the NORM Stability Augmentation
10. Autopilot
position, but may be placed in the EMER position Switch

to provide aileron trim after the AFCS is
disengaged, if aileron trim is not available in
NORM.
Movement of this switch to the EMER position also

disengages and prevents reengagement of the
AFCS, except stability augmentation, while in the
EMER position.
The AFCS can be re-engaged after placing the

switch in the NORM position.
Autopilot - Modes of Operation
Modes of operation:
CONTROL STICK STEERING (CSS) MODE
The CSS mode provides for longitudinal and

lateral control of the aircraft through the AFCS by
pilot movement of the stick as in normal flight.
10. Autopilot
This mode is engaged regardless of other modes

selected or in operation by applying a force on the
control stick grip of 2 pounds or more.
Preselect heading and altitude hold modes are

disengaged by use of CSS and they must be
re-engaged to be used again. The AFCS reverts
from CSS mode to either attitude hold or heading
hold mode when pilot force on the control stick is
reduced below 2 pounds.
The aircraft is controllable in all attitudes in CSS

throughout the AFCS flight envelope, which is
4±1/2 positive-g, 1-1/2±1/2 negative-g, and
one-half aileron deflection left or right.
10. Autopilot
If these limits are exceeded, the AFCS disengages.
The AFCS will not switch out of CSS at bank

angles exceeding 70 degrees or pitch angles
exceeding 60 degrees nose-up or nose-down
unless limits of acceleration or aileron deflection
are exceeded.
ATTITUDE HOLD MODE
With an aircraft bank angle between 5 degrees and

70 degrees and a pitch angle less than 60 degrees
nose-up or nose-down, the aircraft lateral and
longitudinal attitude at time of engagement of the
10. Autopilot
AFCS or reversion from the CSS mode will be

maintained.
HEADING HOLD MODE
If the pitch angle is within 60 degrees nose-up or

nose-down and the bank angle of the aircraft is
less than 5 degrees upon engagement of the AFCS
or reversion from CSS mode, the aircraft will be
rolled to a level attitude and the heading and pitch
angles at that time will be maintained.
Autopilot
PRESELECT HEADING MODE
Upon engagement of this mode after the heading

has been preselected on the indicator, the aircraft
will roll into a smooth turn to the preselected
heading and then roll out on this heading.
The turn will always be in the direction of the

10. Autopilot
shortest route to the preselected heading. The

bank angle will be maintained at 27±5 degrees
under all conditions.
NOTE: The fixed bank angle of 27 ±5 degrees may

cause the aircraft to buffet in an approach to stall if
the preselect heading mode is selected below
airspeeds ranging from 160 KIAS at 10,000 feet to
200 KIAS at 40,000 feet.
STABILITY AUGMENTATION MODE
The stability augmentation mode provides rudder

yaw damping action which is that of pilot movement
of the rudder pedals.
The mode can be selected at any time without

other AFCS functions. It is also in operation
automatically during all other AFCS functions.
10. Autopilot
The pilot must trim the aircraft directionally while

using the AFCS in the same manner as he would
when on the normal flight control system.
If the aircraft is out of trim directionally, the
following will occur:
1. A lateral engage transient will occur during
change to the control stick steering mode.
2. The aircraft will be in a steady heading

sideslip in the heading hold mode.
ALTITUDE HOLD MODE
The altitude hold mode may be engaged when the

rate-of-change of altitude is less than 4000±500
feet per minute.
10. Autopilot
The aircraft will maintain the altitude at

engagement. The aircraft automatically will pull out
of its climb or dive and return to and maintain the .
engage altitude.
Nav Setup Procedure : AN/ASN - 41
1. Set AN/ANS-41 DNS waypoint selector

to STBY and wait 5 mins
2. Set magnetic var (6°E for Caucuses,
12°E for NTTR, 8°E for Normandy, 1.6°
E for Persian Gulf)
To save waypoints:
3. Set waypoint selector to D2 (present

position will be set, and set as D1 and
11. navigation
D2 when dial moved off STBY)

4. Set waypoint coordinates via dials 2
5. Repeat for D1
(Optional)
6. Set wind speed and direction (will be set

automatically if using with AN/APN-153 radar)
6
1, 3, 5 4
BDHI
Distance
Indicator
BDHI Heading
Navigation : AN/ASN - 41
Once waypoints are set in the AN/ASN-41

system, the Bearing-Distance-Heading
Indicator (BDHI) can be set to NAV CMPTR
11. navigation
(Navigation Computer) and the distance and

bearing to the selected heading can be seen
on the BDHI and manually switched between. BDHI Switch
Power
Switch Volume
control
Navigation : TACAN
Channel
To tune to a TACAN station: Selector
1. Set power switch to REC

2. After 3 mins switch power to T/R for
ground use or A/A for air-to-air use.
3. Set channel on channel selector
4. Use volume control to confirm TACAN
is tuned to active station
11. navigation
5. Set Bearing-Distance-Heading
Indicator (BDHI) to TACAN BDHI BDHI
Heading Distance
Indicator
The distance and bearing to the selected
heading can be seen on the BDH, on pointer 2
(two bar pointer, pointer 1 is for UHF/VHF use
- Not active currently)
BDHI
Switch
12. Thx and Extra Resources
Thanks to the A-4E-C team for creating one of the
best mods I’ve ever seen:
● Gospadin (In Memoriam)
● Gyrovague
● Plusnine
● Kryb
● Merker
● Jones
● Farlander
● Dr. Manius
Thanks to Chuck for his amazing guides and

okaying my blatant rip-off.
For more information see:
NATOPS A-4E/F/G Skyhawk Manual NAVAIR

01-40AVF-1
Weapons tables from the F-5 Non-nuclear weapons

manual

DCS Community a-4E-C Guide

Uploaded by

Copyright:

Available Formats

DCS Community a-4E-C Guide

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

DCS Community a-4E-C Guide

Uploaded by

Copyright:

Available Formats

DCS: Community A-4E-C

To see this menu

To assign axis, click

Weapon Release [LAlt + Space]

1. Contact Ground Crew -

ground power ( \ > F8 > F2

ground power ( \ > F8 > F2

1. Set AN/ANS-41 DNS waypoint selector

3. Set waypoint selector to D2 (present

6. Set wind speed and direction (will be set

Climbs and descent should be limited to 25 degrees as this is near

1. Mode Selector Switch to STBY and allow 3

Position Range selector switch to LONG -

1. Mode Selector Switch to STBY and allow 3

Position Range selector switch to LONG -

1. Mode Selector Switch to STBY and allow 3

Position Range selector switch to LONG -

1. Mode Selector Switch to STBY and allow 3

Position Range selector switch to LONG - 8

1. Mode Selector Switch to STBY and allow 3

Position Range selector switch to LONG -

closed - power above 70%)

On rough runways nose-wheel bounce may

1. Armament - All switches off.

7. Brakes - Pump before landing, gentle

1. After break - Extend speedbrakes and

Note: at gross weight of 14,000 lbs,

For minimum distance landing:

1. Maintain optimal AOA during approach

3. Leave flaps extended unless excessive

9. Intercept glide slope and descend

The indicator dial face is marked in 10-foot

200 to 600 feet, 100-foot increments from 600 to

A control knob on the front of the indicator controls

At altitudes above 5000 feet terrain clearance, the

The radar altimeter operates normally during 50-

degree angles of climb or dive and 30-degree

The warning system consists of two warning lights

One warning light is located under the glareshield,

When the AN/APN-141 radar altimeter indicator

the aural warning tone is activated for 2 seconds.

In addition, a reliability warning signal sounds for 2

Automatic fire control is not provided.

Operating controls are provided on the radar

in the instrument panel

Four modes of operation are available for pilot

The range in use is shown by a flag-type marker in

In SRCH, the radar antenna is programmed to

tilt) selected by the pilot. Vertical marks on the zero

With the profile-plan switch in the PLAN position,

The vertical width of the beam is determined by the

counterclockwise, beam width is approximately 5

The pilot may examine terrain above or below the

The horizontal lines on the indicator face each

represent one-fifth of the total range, giving 4 miles

Azimuth markings are identical to search mode; 6,

With the presentation switch at PROFILE, the

The radar beam automatically locks in azimuth and

The elevation zero is normally referenced to the

flight line by including an angle-of-attack correction