Manual Reversion
Doug, you're joking about the DC thing aren't you? If not, that's impressive and something I would never have guessed.
The way the flight controls work for the A-10 is that we have a dual hydraulic system, one off each engine. Each of the hydraulic system will operate the ailerons, elevators, and rudders. The feel on the stick is an artificial system created by pulleys and springs. Manual Reversion is a worst case scenario for us when we lose both hydraulic systems. Like Doug said about the direct cables, those cables go directly from the cockpit to the flight controls. You can control the aircraft, but it make it difficult. For example, when you push the power up the nose will really climb and vice versa. The aircraft trim will still work though. Like I said before, most people brief that they will eject instead of land in manual reversion. One of the problem with landing the aircraft is that when you pull the power back on landing, the nose will drop. Also, it's pretty difficult to counteract winds. For even a worse case scenario, landing single-engine manual reversion adds all sorts of control problems and is even "not recommended" according to the Dash-1.
Predominently, the A-10 community will use manual reversion to get out of badguy land so that we can eject. It was a pretty ballsy move on Cambell's part to land it. Good on her though.
-BJ