Yurgon

Looks like the depressible pipper is fairly high in the HUD at 0 mils depression and is not visible with the default viewpoint aka the position of your pilot's virtual head.
When you bring the pipper down to around 35ish mils, you should be able to see the bottom of the pipper without changing your viewpoint, and around 60 mils it should be fully visible.

The 76vFS Battle Book contains a lot of data in this regard:
https://www.476vfightergroup.com/downloads.php?do=download&downloadid=511
You're looking for the MILS entry.

The ARC-210 is a multi mode radio. It can do the whole VHF and UHF ranges of the other radios, most of them both AM or FM.
So Mic Switch Forward should be neither FM nor AM (not exclusively, that is), and is better referred to as "ARC-210" instead.
If your Mic Switch Forward shows FM, as in ARC-186 FM, then that's certainly wrong. If it shows a frequency from the VHF FM range, that's well within the ARC-210 capabilities and may as well be correct. If you could double-check what it shows in the radio menu, that might clear things up in this regard.

Yup, seeing that consistently. When I select either the FMU-143 or the FMU-152 fuze, the laser codes don't load into DSMS (doesn't matter if the fuze setting is applied in the ME or in the rearming and refueling window, or if the aircraft is a hot start, or if the DSMS is loaded manually through the DTS UPLOAD page).
With the FMU-139, I see no problem at all.
I couldn't find any difference between loading a GBU-12 directly onto a pylon or using the BRU-42 TER; to me it looks like the fuze is the common denominator, not the pylon/rack.
I've reported this internally.
Note, I think I've read somewhere that FMU-143 and FMU-152 aren't even used for Paveway II series bombs, so maybe that's why it doesn't work. But then it wouldn't make much sense to offer these fuzes for these weapons.

Like TheGhostOfDefi said, you never once fired the laser/IR pointer. The L/P/B indication will be flashing when the Laser/IR Pointer/Both of them is/are being fired, and that didn't happen in your latest track (I stopped watching after about 2/3 of the same thing happening over and over).
Can you see the Pointer beam when you watch the attached track?
Yeah that looks to be a bug where the pointer doesn't switch itself off when it goes into masking. But then there's also the flashing "M" indication which means "the TGP is about to get masked, expect the laser/pointer to cut out any moment now", and we obviously can't tell a solid indication from a flashing one from a screenshot.
Why would area tracking be preferred over inertial tracking on this case?
100%, great advice! 👍
A-10C_II_IR-Pointer.trk

Once you're done with a marker, hook it in the TAD and cancel it with CNTCO ("Can't comply"), that should remove it.
I'm not aware of any prioritization between these target markers.

Good report, thanks!
I've filed an internal bug report.

That's odd, I'm not seeing that in the A-10C II module in 2.9.12, neither in SP nor in MP with SRS connected. The FM radio defaults to 30.000 for me.
AFAICT the two ARC-186s of the old A-10C were identical, just wired to different antennae, so it's correct that the FM radio can dial in the higher freqs, it just can't use them. According to the manual, it should be able to operate from 30.000 to 76.000 MHz, though in the sim I can go as high as 87.975 before the loud radio tone appears at 88.000 MHz and then all the way up to the max dialable freq of 159.975.
So just to confirm, do you get the loud noise/radio tone already at freqs between 30.000 and 76.000 MHz?
That's the emergency frequency preset and sets the radio to a fixed frequency, I believe 40.500 (check your SRS display, it'll show the actual freq). Anyone listening on that freq should be able to communicate with you, regardless of whether they tune it manually or also use the EMER FM preset.
Have you tried to run a DCS repair?
Is there any chance your slot has a borked default freq set in the mission file? Shouldn't be possible through the ME, but maybe someone edited the file manually and introduced an AM freq in the wrong lua table?
Also, I'd try to remove all mods and try with a blank config from Saved Games\DCS just to double check whether it's a local issue in your configuration data files.

That has to do with the Maverick boresight adjustment and can be used to change the Maverick "wagon wheel" position in the HUD. I find it fun to do every now and then for realism's sake, but it's not necessary in DCS.
CCIP consent-to-release is a submode of CCIP. In CCIP, you always fly the CCIP pipper onto the target and release your weapons on that pipper. CCIP CR allows you to do that even when the CCIP pipper is outside (below) the field of view and you wouldn't normally be able to attack the target using CCIP. That's typically the case for relatively shallow attacks, but depends on the weapon and your parameters like wind, groundspeed, altitude, dive angle and probably a few more.
So I wouldn't say there's an advantage or disadvantage per se using CCIP CR over CCRP. These are different use cases. CCIP requires visual target acquisition and CCIP CR expands the release envelope. CCRP requires the SPI to be on target, be it generated from the active steerpoint, a markpoint, the TGP or whatever else is available as SPI source.
3/9 allows to release a weapon when the CCIP pipper passes the 3/9 line of the solution cue. In other words, you could be dropping a mile to the left or to the right of the intended target and the weapon would still release.
5 mil only allows to release a weapon when the CCIP pipper passes through the small 5 mil solution cue and ensures relatively accurate targeting - the jet won't allow to drop a weapon when it knows the weapon would be too far off to the right or left. Of course this does not guarantee a direct hit, but it ensures a high level of accuracy based on all data available to the IFFCC.
Which one you choose is situation dependent; if targeting requires high accuracy, 5 mil is obviously the better choice so that the jet won't allow you to drop with bad aim, whereas when getting a weapon to release even with it being a little off is the priority, 3/9 would probably work better.

Took quite a bit of going through the track and trying the same myself to figure out what's (probably) going on.
I can't say with absolute certainty how setting the HMCS as SPI is supposed to work. But if you experiment a bit, you'll find that in DCS right now, setting the HMCS as SPI on an object like a waypoint won't stick, the SPI will reset as soon as the crosshair is moved away from the object (exactly what you're describing).
However, when you hook the object first and then hit the "Make SPI" HOTAS command, the hooked object will be SPI. You can then shift the SPI across the HMCS by hooking other objects (waypoints, EPLRS transmitters, your own HDC if it's uncoupled from the crosshair).
One of the things that I often get wrong is that you can also set the SPI on the HDC if nothing was hooked before. Hooking an object after doing so won't set the SPI on the hooked object. In order to set the SPI on the hooked object, the "Make SPI" HOTAS command needs to be pressed again with HMCS as SOI (and then it pretty much doesn't matter where the pilot looks at).
So the gist of it is, with the HMCS it's possible to designate the HDC as SPI when nothing was hooked prior to pressing the "Make SPI" HOTAS command. Or if any object is already hooked in the HMCS, then pressing "Make SPI" will make the hooked object the SPI, and from then on hooking other objects will make them SPI.
Pointing at a HMCS object to make it SPI without hooking it first doesn't work in DCS, and may or may not work in real life.

Nope. As MAXsenna already said, this is for ED's own Voice Chat. It's always been ED's stance that DCS doesn't care for non-licensed mods and certainly won't include default bindings for tools like SRS. This stance might change in the future, but currently that's just the way it is.
This depends on a bunch of options and settings.
If I understand correctly, SRS will use the DCS "HOTAS Mic Switch Aft/Down/Forward (VOIP)" as PTT when:
SRS -> Settings -> Controls / Cockpit Integration -> ALWAYS allow SRS Hotkeys if set to OFF SRS -> Settings -> Controls / Cockpit Integration -> Allow INCOCKPIT DCS Controlled PTT is set to ON In this scenario, you will not be able to use the HOTAS Mic Switch for both SRS and the in-game radio menu. Obviously, the same is true when using DCS' own Voice Chat.
You could still use a modifier like any of the Shift or Ctrl keys or define one of your joystick or throttle buttons as a modifier and bind the in-game radio menu accordingly.
The alternative is to ignore DCS' VOIP buttons and define your radio PTT keys within SRS.
SRS will use its own Controls Configuration as PTT when:
SRS -> Settings -> Controls / Cockpit Integration -> ALWAYS allow SRS Hotkeys if set to ON SRS -> Controls -> Radio 1 is set to your HOTAS Mic Switch Forward (or whatever button you intend to use) SRS -> Controls -> Radio 2 is set to your HOTAS Mic Switch Down (or whatever button you intend to use) SRS -> Controls -> Radio 3 is set to your HOTAS Mic Switch Aft (or whatever button you intend to use) So in this scenario, SRS doesn't care for whatever VOIP keys are set up within DCS, allowing you to leave the VOIP ones unconfigured and bind the HOTAS Mic Switch Aft/Down/Forward commands (without the VOIP-addendum) to an appropriate switch on your HOTAS.
All that said, I've got the setup from the second scenario, and recently unbound the in-game radio overlay from the PTT-keys, because I find it rather annoying to get the overlay pop up whenever I talk to anyone via SRS (or more precisely, I now use a modifier for the in-game radio overlay with my HOTAS Mic Switch). Muuuuuuch better for my taste. 😉

As far as I'm aware, the airspeed indicator is fed by the pitot-static system and is completely independent of the CDU and the jet's more modern functions and systems. A CDU warm start, the INS alignment status, EGI and EAC - none of these should have the least amount of impact on the airspeed indicator (both the steam gauge and what's shown in the HUD).
In fact, if you take an air start machine like in the Instant Action Free Flight missions and switch off all the fancy avionics (EAC, CDU, EGI), the airspeed indicator should be entirely unaffected.
My first guess was that this might be a case of pitot tube icing, but the second screenshot shows PITOT HEAT ON.
That leaves us with probable damage to, or blockage within, the pitot static system. If you have a track or a recording, I wouldn't be surprised to see the pitot tube missing or bent on the right wingtip.
This is further backed up by the lack of any caution on the caution light panel and the fact that EGI is selected on the NMSP, plus you do have a TVV visible in the HUD.
The only way to get the airspeed indication back in such a case would be to repair the jet on an airfield.
However, provided that EGI is up and running and aligned, you could switch the IFFCC menu to the test position and there select the HUD airspeed indication to show GS or ground speed, then switch IFFCC back to ON. This speed readout in the HUD is then fed by the GPS/INS and should be fairly accurate. Especially when you have a somewhat accurate weather report and know the prevailing winds at various altitudes, you should be able to fly at a suitable airspeed based purely off of the ground speed readout. Just be super careful because wind will have a massive effect here; if you're used to flying an approach at, say, 150 knots, and now you're desperately trying to maintain 150 knots groundspeed, your actual airspeed, depending on wind, might be as high as say 200 or as low as for example 100 knots (if there was a very, very strong head- or tailwind), meaning you'd either have a very hard time to land, or have an even harder time staying airborne. 😂

Duplicate. Also, wrong forum, this refers to the A-10C II module and is not specific to the legacy A-10C module, where this was posted.

The best way is to prevent it from developing in the first place. 😉
Fly really smooth. Absolutely no sudden changes in any direction. Everything needs to be super chilled.
Barring issues with the way DCS handles external loads, they will only start to swing when given an impulse, and this impulse is almost always caused by pilot input.
When the load starts to swing, you can simply fly straight and level and wait for the load to stop swinging. With "side to side 10", that should take no more than maybe 15 to 30 seconds of straight flight where the load is not given any additional impulse.
You can also try to anticipate where the load is swinging and try to actively give it a counter-impulse. Of course if you do it wrong, the oscillations might get even worse. 🤪
Another idea would be to enter a level turn with maybe 15° or 20° angle of bank. I'd say it's probably the centrifugal force that has the biggest impact in stabilizing the external load then, but don't quote me on it, I'm a layman at best when it comes to physics. 😉
If all else fails, you might want to map the hook emergency release - it's there for a reason, and I guess you'd rather drop whatever is hanging under your helicopter than be ripped apart by it. 😄
If you can recreate the issue in a short track, we might be able to give more specific advice - the video doesn't show how the load started to swing.

No, why would I?
I created a copy of the mission, edited the copy in 7Zip, and then ran the copied mission.
Errr...
Please upload a track.

I must confess I've never read the manual in its entirety, only sections that were of particular interest to me.
What you describe sounds like a good summary of the entire manual (as far as I've read it). It hardly ever explains how to achieve a specific task and rather serves as a reference.
The flight school chapter is maybe the closest to a training aid, but there I'd say the manual is actually overly superficial.
However, with the in-game tutorials, with the huge A-10C and A-10C II forums sections, and with an enormous amount of videos on YouTube, I personally think it's okay to have the manual as a reference rather than a training aid. It does go into a lot of detail regarding most systems, and writing it must have been an absolutely enormous task already. Adding new training chapters that almost no one reads (especially for a module that's 10+ years on the market, if we take the A-10C module as a basis) might actually lead to confusion, when the same content is presented twice in different chapters.
All things considered, while I don't disagree that a training manual would be a good thing, I don't think we'll see any major updates to the manual.
All that said, reading the entire manual will give you a very good understanding of the aircraft's systems, even if you don't fully understand everything while reading it. At the very least you'll know where to look up the details when specific questions arise.

No, it doesn't. What makes you think that's the case? Are you following any tutorials or guides that say these weapons are in any way linked or tied together?
Like the others already said, there is absolutely no link or tie between Maverick and Sidewinder. The Mav is a dedicated air to ground missile, the other is a dedicated air to air missile.
Not a clue. I only responded because you posted in the A-10C section of the forum.
However, with the A-10C, I feel confident in saying that many of the instant action missions are located in fairy tale land and have nothing to do whatsoever with real life employment. I suppose the A-10A missions might be similarly, shall we say, "liberal" with the setup they propose. Maybe look at the user files to see if there are better missions.

I understood this a bit differently. The transition from Huey to Chinook sounds like just the backstory and wouldn't mean the player actually has to fly the Huey (though it would actually pretty cool to have such mixed campaigns).
And going to Afghanistan could be a second, but separate campaign.
At least that's what Baltic Dragon is aiming for with Iron Flag. And players who play several of his campaigns might recognize characters appearing in more than one campaign. 😉

You've been closing in already. 😉
I believe it's:
CH-47FBL1 (Upper- or lowercase shouldn't matter)

I've literally just installed it via the Launcher; that worked okay. Can you try the launcher instead of the Module Manager?
(Of course the Module Manager should work as well, but it's worth a try.)

Yeah, this issue has been introduced with 2.9.6 and is already reported internally. Let's hope it'll be fixed soon.

Done, I've filed a bug report.

Seeing the same, I've filed a bug report.

It's a bit odd that only one trim direction isn't working, but assuming you don't use a force feedback stick, make sure "Force Feedback" is unchecked in the game's options - that sometimes causes issues with trim when using non-FFB sticks.
If that's not it, can you please recreate the issue in a short track?
I find it a bit nauseating to watch tracks that were recorded in VR. Watching a whole startup sequence to wait for an event that takes place 10 or 15 minutes into the track, sorry, not gonna happen.

Following up on your previous thread, this gets weirder and weirder. In the track I saw you shoot 3 rockets in quick succession, then another 3, and after a while a seventh.
Since you said you already ran a DCS repair: Do you use any mods? If so, remove all of them.
As a test, I would rename C:\Users\{Your Windows Username}\Saved Games\DCS and try again with a bare minimum config. If the problem persists, I'm out of ideas. If that works okay, you'll know that something within that directory causes a conflict that affects your DCS gameplay.
Keep us posted!