ASAP

Selecting BULL/CURS shouldn't impact what you have hooked at all. You should still be able to hook any object and your HUD should still point you to it. When you select BULL/CURS you will get a yellow dashed line form the bullseye to your cursor so you can slew around and plot out where something is if you are told for instance that a threat is active BULLSEYE 025/69. You can drag the cursor over to and drop a mark point, make mark SPI (or hook it and make TAD SPI and slave all). Hook and the BULL/CURS option are independent of each other... or at least should be. I haven't played around with it a whole lot, I'm usually either OWN/HOOK or HOOK/CURS Just to clarify, If you do not have anything hooked and you move your cursor over a TAD object it is "Soft Hooked" It has all the full functionality as if you slewed over it and hit TMS forward. Hitting TMS forward just "hard hooks" the object and you can slew off of it without it dropping the hook.

You didn't, I was agreeing with you.

The exact field of view of the system is classified, I'd certainly hope its not perfectly accurately simulated in DCS.

... it is... ??? What's the problem?

DMS right hold is SOI agnostic, it should slave the HMCS even if the Maverick is SOI.

Not really. You are correct it is showing Indicated Air Speed. However the EGI and CADC will take all the other factors you mentioned into account and give the pilot an IAS to hit the TOT without the pilot having to do any other guess work. IAS isn't better or worse than for the task it's just showing the pilot a number that is more useful to him. There are actually 5 speeds, and the EGI and CADC know all of them, it just displays the one to the pilot that is selected (in almost all cases indicated in the HUD.) Indicated airspeed > what the gauge in the cockpit is reading (All your ops limits like TO speed, stall speed, L/D max, maneuvering speed, final approach speed, and max air speed are based off of indicated airspeed so the pilot only needs to know one set of numbers and not interpolate based on pressure) Calibrated airspeed > IAS adjusted for installation error and other aerodynamic effects around the aircraft effecting the pitot system True Airspeed > Calibrated Air speed taking the effects of air pressure into account (Thinner air means you go faster for a given indicated airspeed, A-10's at tactical airspeeds hang out around 300 knots true even if the best speed you see in the HUD is 210 up above 20K your TAS is much higher). This is also why people tell a flight in the mission planner to fly 200 knots True at 15K feet and they are actually crawling along at a super untactical 170 knots indicated. << Again I think this is probably the source of the issues the OP is having. I bet the flght plan in the mission planner has a specified TAS to fly for a leg which is why the jet thinks it needs to be going 170 KIAS. Equivalent airspeed > ... Not really relevant to any conversation about A-10s speeds Its something to do with mach equivalent at ground vs at current pressure/temperature or something A-10s don't fly fast or high enough for this to ever matter (SR71 ops limits were in equivalent speeds) Ground speed > True airspeed adjusted for the effects of winds. What actually matters for the pilot getting to the target on time is Ground Speed. The Jet knows the indicated airspeed, and the ground speed, and the air pressure and temperature and it gonculates all that information to know exactly what speeds you need to fly. The R-speed is showing you required indicated speed, because that the HUD is set to show you. If you change it to show true airspeed the R-speed would show you the required true airspeed to fly to get to the target. If you set HUD to show ground speed the R-speed would show you the required ground speed to fly. They would all be different numbers, but they would all accurately show you the correct speed to fly to get to your target on time.

It doesn't. Which is a shame because it would let the Hawg get a lot lower at night.

I take it you live in a city... I've flown my own airplane at night a lot. I assure you the inky blackness is realistic on a moonless night. Even with NVGs picking out individual targets would be next to impossible. Using the TGP and strafing the diamond/IR marker is the actual solution that A-10 pilots use for this problem. You can go into the IFFCC menu and change the settings so the pipper does not occlude the TGP diamond. Also use the IR marker from the TGP. Also not all that unrealistic. your TGP shouldn't gimble unwind if you're attacking between 25-50 degrees of strafe. That might help. Also, lase the target and take a mark, make the mark SPI or a Steerpoint and slave the pod to it. that should keep it fairly close to the target. Or have a buddy lase/IR mark the target and strafe the LST or his IR marker.

Based on lunar illumination that is realistic to real world flying as well. Get your targeting pod on the target and use your IR marker. Strafe the flashing IR marker or the TGP diamond in the HUD.

Not taking it the wrong way at all, the point of a forum is to discuss the issues. 1) Having the multiple snapshots in time are better, but a trackfile would be ideal. 2) Is it just on this one mission? Or are you seeing consistent issues across multiple missions? I didn't have any issue when I tried hitting a TTT or TOT like what you are seeing. 3) Was this part of a flight plan with a series of TOTs? 4) (I'm guessing the real problem) in mission planning did you specifiy a set speed to fly? It likes to default to a set TAS in the mission planner and then the jet thinks it needs to be flying something stupid regardless of the TOT. (i.e mission planner says the leg needs to be flown at 200KTS TAS so the jet thinks it needs to fly at 170 KTS IAS).

Based on the typical irreverent humor of every fighter pilot I've ever met, I'd bet that word was very deliberately chosen for its double meaning. Sure the fuselage of the aircraft is cigar shaped, that's a great justification for us to refer to our primary air-to-air adversary by and insulting term. Not saying it was correct, but there's no way a room full of fighter pilots accidentally came up with that name not realizing it was also insulting. Different time.

Neato! Much more applicable to the conversation at hand though, they are also two completely separate switches on the A-10 throttle, which you are incorrectly referring to as though the names are interchangeable. One is where your index finger naturally rests (coolie switch) and the other is where your thumb rests (china hat). The coolie hat literally just means "laborer hat" taken from the Urdu word "Kuli" for labor. They call the switch that because that's what it looks like. Calling someone a coolie is pejorative and insulting. I'm sure political correctness was at the front of fighter pilots minds when they named them. If you really want to get upset about political incorrectness look up the NATO designation for Chinese radars or the Mig-15

DMS left long will turn it off no matter what your SOI is... and its coolie hat, not china hat that selects the SOI. I'd guess you dimmed it with the DMS without realizing it was SOI.

yeah the computer is predictive, and taking its own internal wind table into account. it is also stupid. It's telling you what you need to fly at to fix that deviation RIGHT NOW. You could dampen out your control input over the course of those 47 NMs to arrive on time. Did you fly 195 the whole way in? how far off if of the DTOT were you? Unless you flew 15 knots faster than what it calculated whole way and still shacked the TOT I don't see any reason to think the computer was telling you the wrong speeds.

The R-speed is trying to get you there +- 0 seconds. It's actually telling you that you are going to get there 7 seconds off your DTOT and it it wants you to slow down in order to get back on time. The jet is trying to get you there at exactly 18:26:31, and its 18:13:11 right now with another 13:25 at your current speed. That will put you there at 1826:36. It's also trying to account for winds. Did you adjust to fly the R-speed and see what time it put you over the steerpoint? The single snapshot in time really doesn't provide any information because the jet is doing a lot of math to calculate the R-speed, and it's predictive.

An engine just quitting, or catching fire randomly is ALMOST unheard of. There are occasionally issues where the pilot will shut down an engine because of an oil leak or something and bring it home single engine. They are very reliable though and most pilots will go a whole career without anything significant like that. They practice all those emergency situations all the time in the sim though.

It is to correct errors between where the wagon wheel is showing in the HUD vs where the actual maverick is looking. think of it like matching your rifle scope up to where it is actually pointed. If you lock onto a target with the maverick and look outside the wagon wheel should be right on top of the target you locked onto. If the wagon wheel is a mils ofset to the left for instance, you'd press adjust, move the wagon wheel onto the target using the DMS buttons, and then hit enter on the UFC to reset the new wagon wheel location. When a new maverick is installed on the jet, the missile is boresighted looking straight ahead of the missile and not ahead of the jet. the wagon wheel is not going to be in the center of the HUD where the pilot wants it it will be low and left/right depending on which side the missile is on. Additionally, until a maverick is boresighted properly it CANNOT be slaved to SPI because the jet doesn't really know where it's looking. Just prior to takeoff in arming, pilots run the depressible pipper in the HUD down to the desired mil depression where they want the reticle to be and turn their maverick EO power on. Shortly after takeoff before getting into the working airspace the wingman normally locks the maverick onto the flight lead, sets coolie switch to the center position which puts the missile in boresite mode, flies to put the aircraft exactly at the location of the depressible pipper and hits TMS forward, they then move the coolie switch back to forward/aft as applicable. That boresites the missile to where the jet wants it to look. THEN the pilot presses the ADJ button, and uses DMS to make sure the wagon wheel is exactly where the maverick is pointed. (i.e. if the maverick is locked onto the flight leads left engine, the reticle should be moved over the left engine). DCS skips all that because its a lot, its technical, and it would be more difficult to sim. in DCS everything always has a perfect boresight and shoots straight. Real A-10 pilots also treat mavericks like a visual delivery and fly the reticle onto the target prior to looking inside and slewing the maverick around to make sure they have a good lock on the target vs the standard DCS slave all to spi, hit TMS forward, trust that it worked (IRL it would not) and RIFLE. CCRP is for level deliveries when you have a good steerpoint, markpoint, TGP LOS on the target and you want to fly straight and level and drop the bomb on that SPI. most PGMs are employed like that. CCIP CR is just a submode of CCIP. CCIP is when you want to look outside, put the pipper on the actual target and drop bombs on them. typically free fall dumb bombs and forward firing ordinance. CR comes into play when a pilot does his normal delivery, but generally because of winds, the actual release solution is below HUD field of view. The pilot does his dive bomb normally, except when his pipper gets to the target and the pilot hits the pickle button, the bombs don't fall off the jet, they wait until the release cue falls through the pipper before the bombs come off. Generally with most deliveries the CR is an extra second or two. how accurate do you want your delivery to be? Should the bomb fall of the jet when the release cue falls below the pipper? (3/9) or do you want to make sure the release cue is lined up within five mils of the pipper in order to release, and if the pipper is outside that you abort? (5 mil) For a PGM that is going to navigate itself to the target, 3/9 is fine, because I don't have to be percise. If I'm doing dumb bomb deliveries I probably want to make sure I'm actually pointed very accurately at the target (5 mil). If I'm going to fly in very low far into bad guy land with a heavy draggy can of CBU I want them to come off the jet no matter what when I'm over the target area, if they miss I still need them for suppressive effects, now maybe I'm thinking 3/9 again.

I don't think any real world pilots want obogs either for that matter

No it doesn't. You are thinking about the F-16's dive toss. The A-10 can't do that. The CCIP solution assumes that the flight path marker stays frozen. You need to continue your dive until weapons release. It is not a dive toss mode. The CR is more for situation where you have a low mil depression because of the delivery you are doing and because of winds the solution is pushed out of the bottom of the HUD. You put the pipper on the target and you continue down the same wire until weapons release. It should only take an extra second or two for the solution. Times you'd see it is a low altitude level delivery of CBU or something with a low mil depression and winds force you to have to basically be over the top of the target, or a 30 HADB type delivery where the mill depression is like 300 mils and near the bottom of the HUD in a no wind condition. The CCIP pipper is doing the trigonometry based on the jets current parameters. If you hit the pipper and then start your 4 G safe escape you are going to invalidate that solution and lob the bomb well long of the target.

I wonder if it has anything to do with the fact that you're 10 miles away from the thing you are looking at vs 5 like in the first picture and your SA cue is all the way to edge of the screen in all of them....

It would be great if we could actually display the laser mask zone like in the real aircraft and use the SA cue to stay out of it.

How far away is the thing you are trying to put your HMD SPI on? The SPI will switch to STEERPT whenever the current SPI becomes invalid. I'm not sure what the range requirements are for the jet to be able to make a valid HMD SPI but I don't think its infinite. Does it work if you look at something close in? The behavior you are describing sounds like the jet is deciding the SPI is not valid and reverting to steerpoint though.

It is accurately simulated for an A-10 thats pre suit-10. You can load it as a different type of rocket... but that just puts the rocket on a ballistic profile assuming no guidance at all. It probably isn't going to put the rocket initially at an angle where it is going see the laser spot either.

It doesn't work the same way because the CCRP solution for all the other rockets is to loft an unguided rocket. APKWS is guided and would require a different solution that presents a LAR. Current A-10's have a CCRP AGR-20 HUD mode, it did not have it for a long time, and its not currently simulated in the game.

The top screen shot is the HUD in EGI mode, the bottom is in HARS. HARS is a backup mode if the EGI fails. you should basically always be in EGI mode. You select which mode you are on the NMSP on the center console. After you get your EGI alignment in startup you need to manually select EGI because it defaults to HARS. There are a lot more differences between the two modes other than just the TVV though. You can't do computed deliveries in HARS mode.