ASAP

Sorry, I retract my snarky movie quotes then. I honestly couldn't tell because the last paragraph came across as super sarcastic and I couldn't tell if you were joking. The A-10's instruments are from the original A-10A, which was not actually built with an ILS because they never planned on it flying high enough to be able to use one, and if they really needed it they would just do a PAR approach. In other words, the jet isn't smart enough to know what you want to do. There's a limited number of ILS frequencies available and they are used by lots of different airports so the jet has no way knowing what airport you want to land at and what runway you are trying to fly to. TECHNICALLY, it does not matter what you have spun in on the needle, you will get accurate indications showing you left or right of course no matter what. BUT if the needle is pointing in some random direction and not aligned with the runway it is much more difficult for the pilot to interpret, the procedure is to spin in the inbound course onto the HSI. Generally speaking, you would never turn your TACAN off when you turn the ILS on. Even if you are using the paired DME on the ILS, you'd have the paired tacan channel tuned and you are still using the TACAN DME. In real life you have to fly a published approach which would show you exactly what to use. Just because the TACAN is not on the airfield doesn't mean you can't use it for an approach. There are plenty of approaches where a TACAN is located miles from the base and you still use a crossing radial or DME to identify the FAF. Or there's a paired DME with ILS you could use that. Or you can use GPS substitution for TACAN DME (DME only, not radial information). The real problem with a lot of the DCS instrument approaches is that there are not adequate published approaches to use. Nellis on the other hand can be flown exactly the way it is meant to be flown in real life per the published Hi-ILS 21L. It is simulated perfectly fine.

Trolling right? I'm torn about which movie quote fits best here.... "Amazing, not one word of that was correct." -Luke Skwalker or "Nowhere in your incoherent rambeling mess, did you come even close to a correct answer. I award you no points, and may god have mercy on your soul." -that guy from Billy Madison If you're not trolling, there's a lot to unpack there. Suffice to say that the instruments work fine, they are correctly simulated, and whatever issue you are having is most likely user error, or a lack of knowledge about instrument procedures. Also, looking back through the rest of this thread and holy cow people like to overcomplicate everything... Read the ILS approach plate and do what it says. stop trying to reinvent the approach. The approach says the inbound course is 209 (which you should spin into the HSI), and the DME is based off the TACAN of 12X. Which you should also read off the HSI...

If there's one feature the A-10 does not lack, its volume knobs. Every system gets its own volume knob and they are so well scattered around the jet.

there should be. menu button on the right, then somewhere in the menu pages there should be a volume I think

It is not

That is not accurate. The EPLRS radio doesn't care that it is on the ground and as soon as it is initialized it will try and time into the network. As long as there is line of sight to another SADL player it should work. If pilots don't see their other flight members on SADL prior to taxiing out of the chocks they call maintenance to come and fix the equipment. Obviously SADL is more complex than the game and there are valid reasons why it might not work until after takeoff, but it is by no means the norm. You should have SADL in chocks while taxiing around.

check the position of the motor switches, if you have a key binding that has it in the motor position the light would stay on. IRL that would be an emergency procedure and you'd have to shut the APU off followed by the engines.

Lets get nukes too!

Moreover, the AF has had them loaded on A-10s operationally less than a year. I don't expect DCS will be getting an update any time soon. Also the SDB's flight logic is an entirely different animal from other PGMs. I can't imagine that programmers will get enough info to be able to accurately sim them.

It very likely isn't modeled making the whole thing academic. I'd suggest going to the extremes if you really want to test it out. Try dropping it at 3,000 feet and 23,000 feet and see if there's a difference. I'm out of town and not able to test it myself. I am curious what the game does though. If I had to guess Id think the difference would be more pronounced at lower altitudes, but that's just my hypothesis.

That was the explanation I got from a pilot. It's very possible DCS doesn't care and doesn't accurately simulate the difference. Out of curiosity what was your altitude and airspeed for each drop? It's possible that the ORP and BAL solution are almost identical depending on parameters.

You're right, I miss ID'd the button. I'm not at my home computer so I couldn't look it up. I believe you're right and it's the SOLN option that should be set to ballistic (which is basically referring to the release point). You are either telling the jet to drop the bomb at a point where even if the bomb never finds the laser it will still impact close to the target (drop the bomb on a BALlistic trajectory, just like when you drop a mark 82 CCRP), or you are telling the jet to release the bomb at the OPTimum spot to grant the highest probability of laser acquisition (OPT) which means it's trying to give the bomb a better look angle when it releases. This means the bomb (Which is already prone to falling short due to excessive energy bleed) is dropping further out. Since it's not dropped ballistically, if it doesn't find your laser for whatever reason, Newton is taking the bomb to the ground somewhere short of your target. when it does find the energy, it has a lot more work to do to make it to the target. In either circumstance, the bomb is still going to fall away from the pylon, the all the lanyards are still going to pull the pins on the CCG and the tail fins, and the bomb is still going to look for the reflected energy of the properly coded laser and it's going to do its bang-bang guidance to maneuver towards it. the SOLN setting doesn't affect what the bomb does after it leaves the jet AT ALL. It only effects where the jet wants to release the weapon. TLDR: OPT gives you an insignificantly better chance for the bomb to acquire the laser at the expense of a MUCH higher risk of missing the target. Lasing the bomb from the time you pickle all the way through impact makes the chance of it not seeing the laser pretty much null.

This tends to get way overcomplicated because people like to use auto-lase and misinterpret a lot of different sources about how long you should actually lase, and they make things harder than it should be. There is no need to delay lase the bomb. That only makes since if you are at 30,000 feet doing .95 mach. The GBU-12 profile (in the profile page, not the M/profile) should be changed to the following: - CCRP - Auto-lase: OFF - Release point: BAL To drop the bomb do the following. 1. select the GBU-12 profile, there are three ways to do it, none of them involve selecting the station in DSMS 2. Have your SPI on the target, doesn't matter how you do that. I prefer strpt or mark, TGP SPI is the easiest to screw up because most DCS players don't understand what TGP SPI actually means 3. Use HUD symbology to fly the jet to your release point 4. Turn the laser on 5. pickle at the release point 6. Keep the TGP on the desired impact point. 6. bomb impacts target 7. turn off your laser. You were most likely getting CCRP invalid because your SPI was something bogus or you had your profile set to something the bomb wasn't going to be able to do based on aircraft parameters and where your SPI was.

That's just because of wind. If it is bad enough that it is impacting your ability to employ weapons then you need to change up your run in heading to be more into or out of the wind. Otherwise for navigation, line up the arrow at the bottom of the hading tape with the captains bar for a wind corrected heading to your next waypoint.

I never noticed that before. Probably only heard from outside the jet. I bet all the pilot is hearing is the chopped tone when he's reefing back on the stick like that.