ASAP

Might be a sim issue in which case, who knows... To rule out human error... What was your SPI? was it a steer point, TGP LOS, a mark point? Any CCRP delivery is going to go to your SPI, so if the bomb is falling somewhere other than expected it's possible your SPI is either A) not what you intend it to be (remedied by checking the bottom left of your HUD, it will say STPT, MARK, TGP, TAD before you drop) or B) You have the correct SPI but it's not as accurate as you need it to be. If you are dropping on STPT SPI a good technique is to verify you have the right STPT called up, and CHINA HAT AFT LONG to slave your TGP to the STPT. If the TGP is not on your target when you do that, it means your STPT is not where you want it to be. If your dropping TGP LOS SPI make sure you are lasing when you release so that you are dropping with the most updated coordinate possible. If you want to drop a 54 like a 38 you can immediatley cease lasing after the bomb leaves the jet. If you are dropping on a markpoint, make sure you were lasing when you took the mark to get the best coords. Also weapons have required times of fall so make sure you aren't really low when you're trying to drop your PGMS, mid-teens should work.

what stations are you putting a TER of GBU-12's on? I could be wrong about this but, If you have them on station 5 or 7 they will drop all 3 off station 7 before going over to station 5. If they are on any of the other stations they should step between symmetrical stations (8 center, 4 center, 8 left, 4 left, etc...). The imbalance between stations 5 and 7 should be pretty negligible becasue they are so close together.

In the actual A-10 the only way to boresight the TGP straight ahead like the old functionality is OSB 4 on the TGP window. I don't think that's currently simulated. That said, there isn't much of a use for it being boresighted straight ahead like that anyway. Generally the dwell state for the TGP is going to be slaved to your steer point. Use your HMCS with DMS R LONG to quickly get your HMCS onto something if you see something that needs investigating.

Looking at the video you posted it looks like you are masking your laser. Looking at the bottom right of the TGP video there's a "L M" the "M" means the laser is masked. Something that helps is paying attention to the white square that's drifting around your TGP video as you manuever the SA cue is showing you where the TGP is looking in relation to your jet. In the video it's all the way over near the edge of the screen which means it's probably masked in the laser mask zone. Try to manuever closer to the target, get higher, or keep the target forward of your wing line to keep the laser from masking.

The point track mode is just what the TGP is doing and is completly independent of the AGM-65. The Maverick seeker head will still needs to be locked onto the target. Slaving all to SPI doesn't do that. The targeting pod and the maverick seeker head don't really communicate with eachother that way. When you slave all to SPI the jet is essentially going to tell every sensor to look at the coordinates of your SPI. Both the TGP and missile aren't really "locking" onto an object like a radar would, they are tracking on areas of high contrast on an image. The slave all to SPI command is just there to get the missile looking in the right vicinity. If you slave all to SPI before you roll in on the target you will still need to make Mavericks SOI, find the target on the MAV video, go to narrow field of view and lock the maverick onto it. You'll know the maverick is locked when the crosshairs "bound" on the target, they should close in around it. Once you've done all that you need to make sure the cross isn't flashing (making sure its near the center of the maverick screen helps). Once you have a steady cross you can rifle it off. The maverick doesn't really care if the target is moving or not.

Like you said, it depends on temperature and weight. Use the chart that desert fox posted above, but start your rotation at single engine rate of climb speed (SERC). For most temperature and weights it will be somewhere around 140ish as a good wag if you don't feel like looking it up and computing it. Real world A-10C pilots use SERC because if you rotate at that speed and your engine compressor stalls/you take a bird/catches on fire/just quits, you'll already be at your best climb speed and gives you the best chance of getting away from the ground. Also, I'd definitly reference your ADI on take off and climb out at 10 degrees until you accelerate to 200Kts then adjust pitch to maintain. Obviously don't stare at the thing, but your control instruments should always be a part of your cross check. Outside visual references are great to get you in the ball park, but then glance inside and refine before looking back outside.

If you are talking about the switch in the aft left console it is probably labled the HICU power switch, if you're talking about turning the HMCS symbology off and on then DMS left long like Zodiacc said.

1) Korea 2) Afghanistan 3) The Barry M Goldwater range complex in southern AZ with DM and Luke AFBs so I can fly the Viper and Hawg the AF does their initial training.

Like the title says, they should make a map for southern Arizona similar. Similar to the Nellis Test and Training Range, the Barry M Goldwater Range Complex (BMGR) is where the Air force does a lot of intro training for the F-16, A-10C and F-35 pilots. It would be awesome to get to fly the Hawg and learn how to use it where the pros do. It also has a number of conventional ranges and tactical ranges that people could use. I don't know about everyone else, but I'm tired of going to that X shaped closed runway in Georgia to practice diving deliveries.