ASAP

I had the same issue. I flipped the switch out of man reversion and back to man reversion and the crew chief woke up and started going again

Yeah, I didn't think about the system just being turned off, but that would certainly do it too. As a pilot, unless the ILS is NOTAM'd down or out of service my assumption is that it would be on, even in perfect blue sky/calm wind conditions.

Sounds like the ILS freq is either wrong, or not working correctly. You can have TACAN and ILS selected at the same time. In fact its required for a lot of approaches. Having TACAN selected gets you the DME and having ILS selected gives you the needles to fly. What you described sounds like the ILS was not getting any signal which is why it was showing the red flags. When you deselected the ILSe, the steering bar that came back was for the TACAN. Double check frequencies, that the ILS receiver was powered on, and that you were in range. I wanna say the range is like 18 nm for the localizer and something closer to 10 nm for the glide slope. If that was all correct it's probably a game/frequency issue.

Tip: Before doing all that, create a mark, make last mark SPI with TMS RIGHT LONG and then when it jumps off you can china hat forward long to quickly recage it on the last target. Its a good habit even if they do fix the bug. I know I've accidently bumped the slew switch a lot. Even when the sensors are working perfectly I screw myself up.

Probably the best improvement from a user interface standpoint is the ability to change frequencies using the UFCP. If you want to change your front randio to the frequency 228.5 for instance instead of messing around with all the little nobs on the radio control nugget you can just punch 2285 on the UFCP followed by the COM1 button. It will also display on the HUD what your front and aft frequencies. Same for preset frequencies, push 4 followed by COM1/COM2 to got to preset 4 on the front/aft radio. For a FM freq you'd put in 0514 to go to 51.4 MHz.

Quick rant on that... I've seen this a couple of times, and I'm curious if anyone actually does this. It always sounds like people spitballing possible uses for IFFCC SPI, and saying how it might be useful. It just seems really far fetched to me. Does it work? I would argue this technique is massively putting the cart before the horse. While flying down final the pilots attention should looking outside and putting the CCIP pipper on the target. If you can't see your target accurately enough by looking outside to put your pipper on it, you're probably opening fire from too far out, or you should have done better target correlation before rolling in. Even against a tactical sized target like a tank, it should be big enough to just "put the thing on the thing" in the HUD. Staring at your TGP down final seems like a great way to 1) not be able to see/react to things shooting at you, 2) not be able to monitor your parameters like dive angle, asnd airspeed , and 3) blow through abort cue and floor mort yourself. If you are not able to see the target you are strafing (like at night) put the TGP on the thing you want to shoot before you roll in, then roll in and strafe the IR marker, or TGP diamond in the HUD. That way you know the HUD is stable on the target so you have something to aim at. Using IFFCC SPI to "fine tune" your aim sounds more to me like searching for a target down final. If you have time to actually use your TGP slaved to the CCIP pipper to line up a target like that, you either have a super human fast OODA loop, or you are spending waaay to long on final and just asking to be shot. Edit: I could be totally wrong. Use whatever technique works for you. As the old saying goes "if its stupid and it works, it's not stupid". I'm just curious if anyone REALLY does this. If you do and it works great, let me know. Better yet, link a video. I'd love to see it being used effectively in action.

Pretty sure the TDC does move as well when you slave all to SPI. At least it used to, and I'm pretty sure that's what happens in the real jet. Don't know about the HMD, I rarely every make it SOI or designate stuff with it. For someone trying to learn how to do bombing my advice is to chaff off the IFFCC SPI thing. It doesn't do anything that you can't do (at least in my opinion a lot easier) by using the other SPI modes. There's a TON of misconception about what it actually does for you, and I've yet to read anything that makes it uniquely useful. AND talking to the hawg drivers I know, it sounds like it is pretty much never used (one even said he couldn't remember how to get into it, and if he accidently did he'd get out of the second he realized it).

That's normal JDAM behavior/symbology. I can't tell from your question if you don't know how it works, or if you do know how it works and for some reason you're not getting what you expected. I'll try to answer both, sorry if I'm telling you what you already know. Just trying to be helpful. I'm assuming your talking about using GBU-54s since you said you are lasing? The HUD symbology and behavior of the 54 is the same as the 38, the laser just updates the coordinate the JDAM is flying to as the weapon is in flight. For JDAMS you'll get an azimuth steering line but you wont get a carrot that falls down that line as you approach a specific release point like with the GBU-10/12. Instead you get whats called a Launch Acceptability Region (LAR) depicted on the left side of the HUD. It looks like bar along the left side with a little bar inside starting at the bottom, and a range carrot that moves down the left side of those bars. If you are not seeing the LAR on the left side of the HUD, it most likely means you are too low or not pointed well enough at your target for the jet to calculate a good LAR. Try flying higher toward the target, I aim to be above 10K normally, but you can certainly go lower, you'll just have a smaller LAR. the ASL should be centered in your HUD (not between the pitch latters if there's a high wind) to give you best range bomb. Also, the LAR is calculated off of your SPI, so make sure you check that in the bottom left of your HUD. If you are trying to drop on a steer point directly in front of you but you have TGP LOS SPI and your TGP is looking off to the side, the jet wont give you a LAR because it thinks you want to bomb what your TGP is looking at. Unlike GBU-10/12s where there is one optimum release point, you can release the JDAM anytime you are "in LAR" denoted by the where the carrot is in relation to the bars on the left of the HUD. The big bar means you are in range and the bomb will have the energy to make it to the target. The smaller bar at the bottom of the LAR means that the bomb can make it to the target with the dive angle the weapon profile has set in the DSMS. I hope that helps. If I completley missed the mark and didn't answer your question, let me know.

On the topic of learning your weapons step by step, I recommend learning to use the gun first. It's by far the most flexible option and has the lowest learning curve. Using it will also teach you the handling characteristics of the jet. Once you get comfortable rolling in on targets with the gun, it will be easier to translate that to CCIP dive bombing.

Thats realistic. In the real jet boresights are not perfect, although in DCS you can get away with it pretty often. Slave all to SPI gets you close but not 100% of the way there. You'd still have to slew the maverick onto the target to get it to lock on independent of the TGP.

When lasing to get coordinates aim at the base of the target not the top to minimize elevation errors. Also its always preferable for a bomb to fall slightly short rather than slightly long because it will throw all its frag in the direction its traveling. Force correlate is a real thing but its to pick an exact spot on a non-tactical sized target, you would still need there to be good contrast to use it though (something like the span of a bridge, or a specific window on a building). Like Yurgon said its not a long range sniper shot, it's just a different method of locking up a target. Once you use your TGP slave all to spi magic to get the maverick pointed at the target you still have to manually make sure the maverick is locked onto the target, don't assume that it locked onto the same thing your TGP is looking because it often isn't.

Like Paganus said, its tough to help with limited info... Here are my thoughts on CCIP/CCRP. CCRP - Remember that in CCRP the jet is always givin you a solution cue to drop on your SPI. You can tell what that is by looking in the bottom left corner of your HUD. It will say Mark, Steerpoint, TGP, or Hook. Tripple check that before you drop because it is easy to mess that one up. Also when you have TGP as SPI your SPI is wherever the TGP is looking in that instant, so if your TGP wonders off the target before you release the weapon, its going to go to the wrong spot - GBU-12s - You can drop these steerpoint, mark, or TGP SPI, but once the bomb is off the jet its going to try and guide on where you are lasing the bomb. What SPI you drop on is important because the bomb has to be able to find the laser energy while its falling, if your intended impact point and the laser aim point are off by too much it wont ever see the laser and fall ballistically. The simplest way is to drop in TGP LOS SPI. Put your TGP on the target and line up the HUD symbology. I start lasing just prior to pickle around the time the solution cue starts falling down the line toward your TVV until I see it impact the target. After dropping the bomb, make an aggressive check 30-45 degrees to the right and then level out and make sure your laser is firing and on the target. Big gotchas with GBU-12s: Laser code on your TGP has to match the bomb or it will ignore your laser (check the GBU-12 in DSMS matches whats on the laser control page). The laser has to be firing, you should see a flashing L on the bottom of your TGP page. Its possible to mask your laser, even if you can still see your target in the TGP. you'll know your masked if you see an M in front of the L and the L stops flashing. -GBU-38s - These are really simple. They are going to go to your SPI once you release them. Either make a mark on your target and drop last mark SPI (TMS RIGHT LONG) or make a mark and turn that into a steerpoint (On the CDU press the line select key next to the #? put the markpoint into your next available mission waypoint). Make sure you are firing the laser when you take your mark, or if you are dropping TGP LOS SPI because it will give you the most accurate coordinates for the weapon to guide too. With TGP LOS SPI the bomb is going to guide to whereever the TGP is pointing the instant you press (and hold) the pickle button down. -GBU-54s drop like GBU-12s with the HUD symbology from GBU-38s. If you don't lase them they are the exact same as a 38. CCIP - This is where skill comes into play. In real life weapons officers and some really smart people do a bunch of weaponeering to figure exactly what dive angle, airspeed, weapon time of fall and altitude you want to be at when you release the bombs to get the right weapons effects. Then they go and do a bunch of trigonometry to figure out how high above the target, and how far away from the target you need to be before you roll in and point your nose at the ground in order to put you on the correct "wire." This then gets turned into weapons profiles and pilots practice very specific diving deliveries (45 High Altitude Dive Bomb, 30 Dive Bomb, Etc...). If it seems way to hard in DCS, its because we don't have any of those smart people to help us out. As a general rule of thumb, when you roll in make sure you point your TVV long of the target, place the target on the green line coming up from your pipper, and hit the pickle button as the pipper passes through the base of your target. I find a good dive angle is somewhere between 30-45 degrees. Play around with different altitudes and distances from the target to roll in at. I try and drive to a point 90 degrees off of where I want to roll in (heading north for a west roll in). Just before the target is directly to my west in this case, I roll and pull my TVV long of the target. Then I line up the line like I said above. With guns its easier because you can just point your gun cross straight at the target get to within about a mile and a half and open fire. Hope that helps a little. If you have more specific questions I might be able to help

Correct in DCS. AFAIK its not realistic to the jet. Im pretty sure there can only be one hook in the real jet and it's shared between both systems (i.e. you hook something on the TAD your HMCS will show a yellow line to get your head pointed at it, hook it with your HMCS its also hooked on the TAD)

The video shown with the big ship was of a "Red carpet" sim sortie. Thats what they set up for friends/family/non-pilot guests who want to try flying the hawg. It's a pre-built sortie with nothing classified and targets that even someone who's never touched an airplane can find and shoot.

It only goes over the right eye, there is no left eye option in real life.

I know this is an old post but I'm curious how you were handling the aircraft when it happened. In the real aircraft If you are pulling hard on the stick and getting the chopped tone above certain airspeeds, especially if you are yawing the jet its possible you could have been in the engine distrubance envelope. That could lead to compressor stalls/fires/flameouts. I have no idea if that's simulated realistically or not. It would be really cool if it is.

No it isn't, and no it doesn't. The before engine start checklist specifies that both the main/wing boost pumps should be on and the AC generators should both be in PWR, which is how the crew chief has the switches set up. It's the pilots job to verify that those switches are exactly where the crew chief should already have them. If they are out of place the pilot would just put them in the correct position and tell the chief he missed something. The AC generator busses are checked during during and after engine startup with the switches in PWR. The pilot checks to make sure the APU light comes on as the left engine passes 52% and indicating the left AC generator has taken over the electrical load from the APU. After both engines are started the pilot turns the left generator to off/reset, verifies there is a good AC crossover, and that the right AC generator picks up the electrical load then switches the left generator back on. Thats all out of the -1 normal operating procedures. Unless the pilot's bad habit is that they ignore checklists and normal operating procedures there's no issues, but if that's the case there are bigger problems than where the crew chief positioned the switchs in question.

If you ever want to know what LUU-2s look like... https://www.12news.com/article/news/local/arizona/mysterious-ufo-above-phoenix-remains-a-mystery-24-years-later/75-02f15bff-e161-4a67-9874-9e8c87ce7c9e The famous Arizona lights incident in the 90s was actually an A-10 kicking out a bunch of LUU-2s out on the Barry M Goldwater Range complex back which is just south of Phoenix. They are pretty strange looking to someone who's never seen them before, and apparently when they burn out they sorta wink out in a way that apparently reminds people of Star Trek ships going to warp. Sorry, it was neither unidentified, nor was it extra terrestrial.

Oh. That was a bad assumption on my part, I've seen a lot of posts where people complain that they can't see it on the ground, therefore the sim must have it wrong which is incorrect. Yeah the TVV might be higher than what other fighters have. It's a surface attack aircraft, you have a better view of stuff out in front of you below your flight path than other fighters. That's important because of the mil depression of the pipper during most diving deliveries. That realistate below the TVV is more important than whats above it, and the HUD is optimized for diving and killing stuff.

Not sure why people are calling the HUD small. From what I've heard the the A-10 HUD is pretty big when compared to a lot of other aircraft. The TVV being above the top of the HUD on the ground is because the jet is at 0 AOA (and it's completly pointless on the ground anyway). Once airborne the TVV is in the center of the HUD.

I know it used to be completly out to lunch and point off to the 3/9 o'clock position, but I think that's fixed. At least I haven't seen it in a while. If the line is angled and not straight up and down its most likely because of winds. Place the target on the bomb fall line and the pipper will track up along that line to the target. pickle once the pipper gets to the base of the target and you should be good to go. If you have the steerpoint page called up on the CDU (FUNC then 9 on the UFCP) you can look at the winds in the bottom right of the screen to get an idea of what direction they are blowing from. Try rolling in into or out of the winds and the bomb fall line should be more vertical in the HUD.

The seat is set to default to the way the A-10 3-3 says it should be (front top right bolt on HUD bisecting the back top right bolt). Any canopy rail references people talk about assume that specific seat position (i.e. place the target a fist and a thumb above the rail to roll in for 30 degree strafe only works with that seat high). The TVV wont be visibile on the ground normally unless you slouch forward. Once airborne it will be close to the center of the HUD because you'll have a higher AOA. Do what you want with your seat hight, but the way it is now is realistic.

They actually use a saddle bag that's made to lay over the top of the glare shield that holds all that stuff for them now anyway. you can see it in the picture above. The bungee cord is obsolete.

You would just slave the TGP. The CCIP pipper is determined by simple physics and triganometry showing you where the bomb would fall if you pressed the pickle at any given location.

In the real jet that's used to take a screen shot of what your TGP is seeing, or your TAD (I think). You can access them in the MSG page and send them over the data link.