BlueRidgeDx

So you like doing it incorrectly. Noted.

I answered the OP's question. He didn't ask for opinions about tactics. That discussion is separate from the OP's issue. But since you think it's so important, the reason is because Pitch SAS has to compensate for speedbrake extension using its trim authority. If you intend to shoot the gun, the PAC system also uses the SAS pitch trim to compensate for recoil. The combined effect of speedbrakes and gun recoil can exceed the capability of the SAS pitch trim system. There is no tactical value in flying even slower than the A-10 already flies, and no tactic or technique calls for using the speedbrakes when employing weapons. Soooo.... Don't use speedbrakes during diving attacks. Not that it has anything to do with the airspeed indication error described by the OP. You're welcome.

That's like saying "One train of thought has it that driving on the wrong side of the road is incorrect." There's a right way and a wrong way.

Feature Request: An "event" marker that is displayed in the timeline, and in the 3D/HUD views. The marker should persist in the timeline, but only be displayed in the 3D/HUD view for as long as the key is pressed. An event should be recorded any time the pickle switch or trigger is pressed. At present, we can only see an event if an actual weapon is released. I'd like to be able to assess "dry" passes too.

Turn on the Pitot Heat.

No pardon required. Perhaps I misunderstood what you were asking? I didn't reference a specific source to provide the answers, I simply wrote them from memory since I've spent a lot of time familiarizing myself with them over the years. The concepts are applicable to all airframes, as are the terms and definitions. The only thing A-10 specific in my answer was about the ZSL/GBL relationship, and I'm pretty sure that information can be found in the DCS A-10C manual somewhere. The type of information you're talking about is normally found in "Dash 34" Non-Nuclear Weapon Delivery Manuals but those are not publically accessible. I wasn't being crass when I suggested googling "Initial Pipper Placement". There are some very informative pubs there from CNATRA for the T-45C that contain the all of the same bombing theory used by the A-10 (and all other airframes).

I think if you google the term "initial pipper placement", you can find some open source information about the bombing triangle and related weapon delivery terms.

Can Oleg or another developer confirm whether or not IFFCC - as modeled in DCS - modifies the RTSE abort cues (VSI, MRS,MRC,DRC) depending on the Fuze Arm times entered in the DSMS Inventory? In other words, assuming a given set of weapon delivery parameters, will increasing the fuze time cause an earlier (higher) abort cue? Or have the cues been modeled accurately for only one nominal fuzing option? If I can avoid having to test this in-game, I'd appreciate it. Note: I am aware that fuzing is not modelled, but that is not what I'm asking.

According to the header, the planned delivery is for a 38,000lb jet, against a target located at Sea Level, with a 5 second wings-level "track" time, at either 10° or 30° Celsius (I can't tell due to the scan quality). Column 1 is the Fuze Setting. It sounds like you know what this one is, so I won't get into it. Column 2 is the Fuze Time. It is the length of time that it takes the fuze to arm after release. If the Time Of Fall (TOF) is less than the Fuze Time, the weapon will impact before arming, and will dud. Column 3 is Dive Angle. It is the desired flight path angle during track/release. This is where the TVV should be, not the nose or GBL. Column 7 is Total Sight Setting. Total Sight Setting is the required angular depression of the pipper at release, given the aircraft's planned parameters. It is measured in mils from the Zero Sight Line. For reference, the GBL is depressed 34 mils from the ZSL. If you're fast/slow, high/low, steep/shallow, then this planned number is wrong and your bombs will miss. But unless you're delivering in HARS using the Depressible Pipper, this number is largely meaningless. IFFCC constantly updates the pipper's depression based on current aircraft parameters. Hence the "CC" in CCIP. Column 8 is the Stick Length. It's the distance between the impact points of the first and last weapon released in a ripple. To achieve a desired spacing for a given dive angle, airspeed, and release altitude, you would have to consult a table for the appropriate Release Interval, measure in milliseconds (see column 6). Now, all you have to do is put the desired impact spacing into DSMS, and the release interval is automatically calculated/used by IFFCC. AOD is measured in feet, and sometimes in nautical miles too. Yes, IPP is in mils. Was that a question?

Wingmen are presented on the TAD as Precise Position Location and Identification (PPLI) "tracks" through either the Situational Awareness Data Link (SADL) network, or the Link-16 network via a "gateway". (Link-16 is not presently simulated in DCS, to the best of my knowledge.) For wingmen, the PPLI track symbol contains the flight position number, eg. "1", "2", "3", etc. The voice callsign - as entered in the NET settings page - appears only in the left side of the data block that appears when the track symbol is actively or passively hooked with the TAD cursor.

LOL... One way to improve fps would be to not ripple 9(!) cans of CBU on 11 vehicles. Technique only.

The maximum character count is 4. It may be shorter. Your callsign should appear to anyone who hooks your SADL track - Active or Passive. It used to work as advertised, so perhaps it was broken recently?

To test it properly, you can only change one variable at a time. You cannot isolate the effect altitude has on aerodynamic range if you don't fly a constant TAS or Mach. It's just the way it is. Besides, maintaining the same TAS isn't difficult, simply select TAS from the IFFCC settings menu to read it directly on the HUD, or just go here and use the calculator. TAS/Mach has a significant effect on the aerodynamic range of the Maverick.

This is a terrible idea. What's the purpose of modelling different systems if, in the end, they all have identical capabilities? Better give the A-10 some turbo boost, because the MiG-29 is faster, and it isn't "fair"...

I'm afraid I don't understand the King's English very well, because I have no idea what you're trying to say. ALL Mavericks have Correlate Track mode. During missile fly-out, the seeker Centroid tracks the target. Once the target's bounding box grows to certain proportions, Correlate Track mode takes over and tracks the entire scene instead of only what's underneath the tracking gate. The G/G2/H/K model mavericks have the added feature of Forced Correlate, which simply forces the missile into Correlate track prior to missile launch. The modes are identical to previous variants, they're just invoked at different times. As far as the flight testing of the Maverick in DCS described in the link, I think you've forgotten that a constant CAS yields an increasing TAS with increasing altitude. 250KCAS at Sea Level is also 250KTAS, but at 20,000ft, 250KCAS is approximately 350KTAS. Since you tested with zero wind, TAS = GS. You're imparting more kinetic energy on the missile by flying faster at higher altitude. If you want to remove that variable in order to measure only the effect of altitude, you'll need to fly the same TAS, not the same CAS.

OFF MAP means that you're outside the DTSAS map coverage area, and DTSAS cannot determine the terrain elevation. Without the elevation, IFFCC cannot determine a ballistic solution for weapon delivery. To fix it in the jet, you can press the DATA rocker on the UFC to manually set a "hot elevation" which IFFCC will then use for ballistic computations. To fix it in the mission editor, place your targets on the populated portion of the map. If you fly too far northwest toward the Crimea; southwest into Turkey; north into Russia, or east toward the Caspian, you will find yourself in the land of "flat earth".

If you mean mean publicly available, no.

The A-10C-1 specifically says that you must calculate an approach speed which must be respected regardless of AoA indications. If the indexer shows "on-speed" at or above the calculated approach speed, fly the indexer. If the indexer still shows "slightly fast" or "fast" at the calculated approach speed, you may not fly slower than the calculated speed. Easy.

Nope, I never "tested" the game documentation. As near as I know, the manual also still says that the Mav pointing cross is supposed to flash when lock criteria have been met, which is wrong too.

If that's the case, it's wrong (again). I personally reported the bug and provided the documentation to the relevent developer that shows that higher numbers equal slower slew speed, and you can check the patch change log to verify that the behavior was corrected in v1.0.x. I also flew last night and, having screwed with the TM Warthog's slew axis sensitivity, needed to adjust both the System and Mav slew rates to 8.0 in order to reduce the sensitivity. It worked exactly like it's supposed to. I don't know what you're talking about, but the behavior you describe is consistent neither with the real airplane, nor with the expected behavior in-sim. I suggest you try it again.

No it's not. Higher numbers equal slower slewing for both Mav and System rates.

And this is why I don't post here anymore.

Yeah, I don't think the OP was looking for a discussion about the differences between speedbrakes, decelerons, spoilers, roll spoilers, flight spoilers, ground spoilers, multi-function spoilers, Ground Lift Dump, Dynamic Lift Control, Load Alleviataion Function, spoiler intermix, etc... Just use the big switch under your thumb to push 'em out manually after you land. Per the real A-10.

Speedbrakes are limited to 80% extension unless there is weight on wheels. It is not a function of speed. Approaches should be flown with the Speedbrakes at 40%. Upon touchdown, manually extend the speedbrakes fully.

There are a lot of airplanes where you can arm the spoilers to automatically deploy on landing, but fighters don't typically have such a system. The A-10 specifically does not either.