ASAP

Try setting impact angle to 90. The steeper the bomb come in the less elevation errors will impact it. If all your misses are short/long and not left/right with a shallow impact angle it sounds like there is an elevation issue (I.e. the bomb/jet thinks it’s trying impact above or below the target so it misses). If the bomb is coming straight down that won’t matter

Yeah if that’s a sim it absolutely puts DCS to shame. Looks real to me. The jet being in SIM has no bearing on anything. If real it is obviously footage from a training mission based the fact that the gun never fires and the targeted jet never explodes.

Just an interested and curious nerd who did a lot of googling.

You're partially correct. Its definitley not a parking brake. The emergency brake handle does not dump hydraulic pressure into the left hydraulic system like you said, it reroutes pressure from the right side, or the emergency brake accumulator. Hydraulic pressure from the right side charges the emergency brake accumulator when the #2 (right) engine driven hydraulic pump pressurizes the right system. Under normal conditions the left hydraulic system provides all hydraulic pressure to operate the wheel brakes. The emergency brake handle is used in the event of the aircraft losing normal braking due to a loss of left side hydraulic pressure (i.e. left engine/hydraulic pump not operating, hydraulic leak, damage to the left system, etc...). If the emergency brake handle is pulled and the right hydraulic system is operational, the wheel brakes will use right hydraulic pressure and the pilot wil have unlimited wheel braking (but not nosewheel steering or anti-skid). With the emergency brake handle pulled and no right side hydraulics are available, the wheel brakes will use the pressure in the emergency accumulator which has enough pressure to give the pilot five full applications of the brakes. During normal operations the emergency brake handle should be pushed in. The only time it should be pulled out during normal ground ops is if the pilot had to start the right engine first for some reason, then you'd want the emergency brake handle pulled so you can use the brakes with right side hydraulics before the left engine and associated hydraulic pump is started... Short of wierd maintenance issues, I'm not sure why a pilot would start the right engine first. Normal procedures is engine #1 then #2.

Ha! that's fair. Its an absurdly expensive time piece. But still, I think its the same old clock the A model had and doesn't communicate with the EGI. I could be wrong.

When you go to that IFFCC menu doesn’t it start with “autoscroll Yes” if you use the data rocker I think you can change yes to no and then hit enter to scroll through page by page

are you talking about the time on the clock on the bottom left of the panel? That’s just a clock. I don’t think in the real jet it communicates with the EGI. The time that matters is in the bottom right of the HUD. Is that not updating when you do the local time adjust?

The mid radio works off the DC bus so the battery is all you need. The other two are AC powered so you’ll need either the APU or engine with the respective generator running to power the

I don’t think the fuel flow switches have ever been accurately modeled. IRL they are there for an emergency when you need more thrust at the expense of overheating your engine. Like if you lose an engine on takeoff and you need more power to get away from the ground. Playing around with it in DCS I haven’t noticed any difference if the fuel flows are norm or override. TLDR: you can probably bind those controls to something else.

The changes were made to reflect how the jet should be when the pilot arrives at the jet to accept it from maintenance.

TN is for Track number. It’s basically the datalink ID of the aircraft you have hooked or the aircraft that sent the thing you have hooked. It’s useful if there are multiple aircraft sending info over the link so you can make sure you are looking at the right planes data. It’s also the “address” you’d send a message to on the message page.

No idea what the problem is but if you already have the TGP called up you can click TGP on OSB 15 (bottom left) again and it should make the TGP SOI

Looking at that video I’d say the root cause is a lazy break which put you wide on downwind. pull harder, should be 2.5-3G pull. When you roll out on downwind your missile rail should be on the runway (assuming no wind). You also perched late which made you drug in on final. Like others said, cross check the runway more. it’s obviously easier with VR or track IR but your cross check should be 80% runway 20% inside. The runway is your primary reference as you play out the final turn. I only look inside to cross check airspeed and “half way down at half way around” the final turn.

The delay isn’t a bug, it’s a feature! In an effort to be as realistic as possible DCS is following real world timelines for getting updated equipment on the jet. Congress has approved funding, it’s gotten through testing and development, now it’s waiting on inspection phase inspection cycles on the jet to align conveniently for maintenance to install them… but oh wait the air force is trying to kill the jet again and took away our budget to do the installs so standby on any new updates, put the parts in a warehouse and stand by for words until we forget the part is there… DCS is crushing the realism of the USAF acquisition timeline!

The NVGs are focused on infinity, so IRL everything inside the cockpit is completely blurry and unreadable through the goggles . The NVGs are only good for looking outside the cockpit. Pilots have to look under their NVGs to look inside. It’s kinda like flying with bifocals. Wish they would set it up so the NVGs only covered the top 2/3rds of the screen so you could look under them.

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With asymetric stores the most likely culprit isn't roll trim, its rudder trim. Trim the rudder and make sure the ball is centered, then evaluate if you even need roll trim. A lot of time the rudder being out of trim will cause a slight rolling motion, using roll trim to correct it will just start making you more uncordinated.

As the pedals move forward and backward when you use the adjustment handle (opposite the alternate gear extension handle) an arrow moves up and down that scale to tell you the position of the pedals. It’s just so the pilot can quickly set them to the same spot every time in every jet they fly for consistency sake. It’s important for muscle memory and repeatable habit patterns I guess

Mil power is probably what they use single ship and VFR the vast majority of the time. If they are doing a trail departure through the weather everyone would set FTIT at 750 degrees so they are all getting identical engine performance. Or if the lead needs to give wingmen an energy advantage. Otherwise everything you said sounds correct as I understand it.

Yeah but Ukrainians are successfully employing the SU-25 in Ukraine and that’s a worse attempt at making an A-10 type capability. Russians still haven’t achieved air superiority.

Doctrinally air superiority also doesn’t mean a completely permissive environment with no threats. The A-10 needs local air superiority where it’s operating for the time it’s operating. That means SEAD and air cover to give it the time and space it needs to get in and do it’s job which could only be a few minutes before it gets back behind friendly lines and out of range of short range SAMS. The A-10 was built for a relatively high threat environment but the Air Force is designed around force packaging with lots of other support assets.

The night switch just slides a red filter over the HUD projector. It's function is to make the HUD symbology easier on the Mark 1 eyeball. For the NVGs it should be left in day mode. Real world it works just fine with the NVGs automatically, the only issue is that the NVGs gain up and down based on ambient light and as it does that the pilot has to adjust the intensity of the HUD because it is either too dim and unreadable or too bright and makes it difficult to see whats behind it (i.e. the target). In the I think its too bright so I lower the intensity at night, but to each their own.

The intensity rocker is on the bottom right side of the UFC. That said there are a number of brightness issues and NVG compatibility issues with night flying in the DCS HAWG right now….

You should offset your flight path slightly into the wind and crab to keep your ground track parallel to the runway. Goal is to find a perch point that allows you to be able fly the same final turn mech. So if you are landing on runway 01 with a left hand pattern and the wind is coming from 100 at 20 (right to left when your coming up initial/on final), you’d want to fly a tighter pattern closer to the runway because the wind will be blowing you away from the runway while you are in the final turn (undershooting wind), if the wind was 280@20 you want to fly wider spacing because you’ll be getting pushed closer to the runway (overshooting winds), in actuality you’d want to do that to account for headwind/tailwinds if they are strong enough by moving your perch point into the wind as well. As far as how much to move into the wind and what that looks like… I recommend using the wingtip missile rail. For No wind I’d put it on the runway, overshooting winds I’d put the rail just outside the wing, for undershooting just inside the rail.

My understanding is that is realistic behaviour