ASAP

I'm not sure how much of a difference it will make, but here is something you can try. in the DSMS profile for the GBU-12 change one of the options from OPT to BAL (I unfortunately can't remember the name of the option, but it should be fairly obvious because its the only one set to OPT). Opt makes the bomb release at the ideal spot to find the laser, BAL (short for ballistic) makes the bomb release at the best ballistic trajectory to hit the target. See if that helps with it falling short at all. Additionally. If you are down low I recommend turning the laser on just prior to pickling and leaving it on until the bomb hits. Delay lasing would probably cause more issues than its worth.

The results you talked about sound reasonable and accurate. There's a lot to breakdown here: Perfect. Put your SPI at the base of the target, missing short is generally better than missing long because bomb impact angles and fragmentation patterns. CCRP is very accurate even from much higher up. The ballistics of a conical fin MK-82 are very well understood and the computer does an excellent job of putting a dumb bomb right where you want it. The limiting factor in a level CCRP delivery is YOU being able to get the pipper right on the ASL. Of course, the winds blow. The jet has its own wind table that you shouldn't (but can) mess with. Its possible they will push the bomb off the target especially if there is elevated terrain making the wind whip around and unusual velocities and angles through the bombs flight path, but in general the jet does a great job of calculating winds into the release parameters. IRL there is a minimum guide time for the GBU-12 to be able to hit its target which drives a minimum altitude you can release the bomb. Also the lower you get the more you have to deal with things like podium effect. If you drop the bomb in one spot and then fly over the target, 15 seconds later the laser might be pointed at the back side of the target where the bomb can't see the laser spot. The issue is not as pronounced up high as it is down low. Just like with your SPI, pickle at the base of the target. Factor in your reaction time between when you think "Time to pickle" and when the button is actually depressed. If you continually miss long, pickle shorter of the target. CCIP diving deliveries require some skill and know how to do correctly. Unfortunately there isn't anything official teaching you how to do that in DCS. There are some good videos out there that attempt to explain it. IRL any diving delivery is flown with specific parameters. Its not as simple as tipping in and killing something. You would do a specific delivery like a 30 degree dive bomb or a 45 degree high altitude dive bomb for instance. Those each have a very specific base altitude and offset, and then you roll in and point at a specific aim off distance from the target, and set the target at a "Initial Target Placement" in the HUD. You'd also set your desired release cue over the target, which is based on your desired time of fall which is also set by the delivery you are trying to do. All that is to say that CCIP deliveries are complicated and need to be practiced and you don't have the required data you need to do it correctly, so missing isn't surprising, and I wouldn't stress too much about it. CCRP is way more accurate than your average DCS user doing diving dumb bomb deliveries because CCIP is difficult to do correctly. As far as laser guided bomb accuracy, there are some nuances that might be causing issues trying to use them down low. Without seeing you actually use them I can't speak to why they are less accurate. The GBU-12 if unguided or not guided properly is draggy and I would expect it to fall short.

The A-10 never had a range advantage, you didn't lose anything. The AGM-65 and AIM-9 are two totally different weapons that are completely independent of each other. I'm not sure what you are getting at by saying they are tied together, no relationship exists. The 18Km range for an AIM-9M that you are expecting just isn't a thing. that is way beyond its actual range. The 3-4 range is fairly accurate under certain conditions, its actually a rather long range shot in most cases. There's no radar integration the AIM-9 needs to see a certain wattage of IR energy in order to get good lock. The missile can actually lock onto a target way beyond its kinematic range. The A-10 pilot has to look at the bandit and assess its relative size to determine if they are within the range. TLDR: I think your expectations are the issue, not the simulation.

In real life they do not. They process with any kind of aggressive maneuvering and need to be manually recaged.

Word of caution. The TGP B/S button does boresight the TGP to whatever mil setting you enter, but the A-10's systems and TGP DO NOT behave the same way as the F-16 CZ. My understanding is that when you slew around the TGP in the F-16 you are also moving all the steer points along with it and it is a very important habit pattern to CZ the TGP lest your bombs go who knows where. In the A-10 that is not the case. Your SPI and steer points are 100% independent of your TGP (unless your TGP line of sight SPI obviously, then wherever the TGP is pointed is your current SPI). In practicality, there is no real reason to need to boresight your TGP in the A-10. That is a different habit pattern, with different HOTAS, from a different jet, which was designed to function differently, for a different mission. The typical work flow in the A-10 is you get a target grid, dump it into a steer point on the CDU, and slave the TGP to steer point with CHINA HAT AFT LONG. Then you can slew the TGP around, find your target and either take a mark which you can make SPI, or use the mark to update a new steer point/overwrite your original steer point. OR (my personal least favorite option for a lot of reasons) you can make TGP line of sight SPI with TMS FORWARD LONG and then the dead center of the crosshairs is your SPI. The default state of the TGP is generally slaved to your steerpoint (Which should in all cases be at 0 AGL not floating uselessly in the sky somewhere like most mission designers like to make it). Typically if you need to move your SPI around rapidly the best way to do it is with HMCS and DMS RIGHT HOLD while looking over the rail at the area you want to get your pod into. Please note, new people very often confuse TGP line of sight SPI with taking a mark. When you hit TMS forward long you are not "making a SPI" of what your targeting pod is looking at when you hit the button, you do that by making a mark point. When you make TGP line of sight SPI, the center of the crosshairs is your SPI, so when you move the crosshairs around, or your pod is drifting in INR for instance, your SPI is moving around as well. If you want to capture the think you are looking and make it an enduring SPI, you want to take a mark.

Not a bug. If you are trying to drop a JDAM and you interrupt the release process by quick pickling you have a few seconds to mash the button again and hope you are still in LAR for the bomb to come off. If you don't depress and hold the pickle button before leaving the LAR you are now the proud owner of a 500/2000lb paperweight.

In the sim, it's probably a key binding issue if I had to guess. TO start with, check the bindings for the eng operate switch. If they are moved to motor somehow or placed in iGN it would cause the light to come on. If its an actual airplane issue... If the engine is below a specific RPM (I think it's 56% but I might be wrong), which is well below min idle RPM, and the throttle is placed in idle the start cycle will initiate automatically. what are the engines idling at? That would mean that your engines have some other bigger underlying issue.

Re-cage it and uncage it. That SAI is trash and has resulted in numerous mishaps because it has a tendency to process pretty badly. Pilots have to become slightly neurotic about re-caging it especially if any weather is in the AO. Otherwise you'd find out it's processed exactly when you need it the most.

That part is accurate. If for instance maintenance asked a pilot to leave the flaps down when they shut down because they need to inspect something, the next pilot should make sure the flap lever is in the correct position that matches the physical placement of the flaps. That way they don't start moving on as soon as the the hydraulic system pressurizes during engine start which could potentially be hazardous.

This is inaccurate. The correct position for the flaps is UP when the aircraft is shutdown. As the pilot pulls into the parking spot after a flight they open the speed breaks and lower the flaps for the crew chief to inspect them. Unless the crew chief asks the pilot to leave them down after checking them, the standard procedure is to raise the flaps and close the speed breaks prior to shutting down the engines.

Hell yeah brother!

IRL the altimeter will always start in pneumatic. It should allow you to switch it to electric once AC power is applied to the jet. checking that pneumatic and electric altimeter matches withing 75' of each other is one of the startup checklist items.

I realize this can't be used as the evidence that ED is looking for, but literally every A-10 pilot I have ever spoken with has said the opposite of what you are saying here. They have to fight the tendency to ride the brakes to keep it under the 25 knot taxi speed. They pretty much all say that the A-10 will taxi at 40 knots under idle power if you let it. I get what you are saying and I fully appreciate that you need fact based evidence before committing to a change. Grand scheme of things, this is a really small thing that doesn't really effect anything... But the sound difference between idle and even slightly pushed up is significant and noticeable, as any maintainer who has done an engine run could tell you. The aircraft I see do it routinely are on a level flat apron and their taxi weight is around 41K.

Are you sure you closed your AR door? that would prevent autopilot. EAC kicking off after landing would do the same.

it sounds like you have the 4K wind corrected gun cross selected, or you are looking at the Gun Bore Line (GBL) vs the actual gun pipper. in guns mode try using the select rocker on the UFC to see if you can cycle through the guns modes. You should find one that has a gun cross that floats around the bottom of the HUD and has a range numeric underneath it.

I've always consistently heard that the "The only thing this jet does fast is slow down, and taxi". As a piece of real world evidence, they definitely taxi around at idle after a sortie. They need to have their engines in idle for at least 5 minutes prior to engine shutdown and they always idle into the chocks. You can tell by the sound of the engines, and the fact that you see the nose constantly dropping indicating brakes are being applied. On taxi out too for that matter, A lot of pilots clearly just release brakes and the plane starts moving slowly at first and accelerates without any increase in engine noise.

Generally core and fan speeds are more used for making sure the engines are healthy and you are getting expected performance. For instance, pilots have to check they have at least a predicted fan speed at a certain point on their takeoff roll. Additions to what Yurgon said: Pilots will set a specific ITT for something like an instrument trail departure where it's important that everyone has equal performance. They all set 800 ITT and they control speed with pitch to climb out at 200 knots. That should give everyone roughly equal climb performance, and nobody should be out climbing the other. In most cases pilots set engine power based off fuel flows because it makes fuel management a lot easier. If you want 250 KIAS 1800 PPH per engine is a good starting point, 230 -> 1500 pph, 200 -> 1200 pph. Those are all ball park estimates to give you a starting point. From there you just adjust the throttles to hold speed. Its particularly useful if your loitering in a hold while talking to a JTAC, everyone set 1500 PPH per engine and now everyone in the formation is burning gas at the same rate and (roughly, wingmen will have to adjust from that to keep formation position, but it helps them to know what lead is doing). Also if you are cruising along at FL 230 and you set 1500 PPH per engine it's easy math for fuel burn rates: 1500pph x 2 engines = 3000 lbs per hour. if your destination is an hour and a half away you know you'll need 4,500 lbs of fuel to get there. That works for any fuel flow rate you pick. Again, if everyone in the flight has something similar then the flight lead can calculate how much gas the flight member with the lowest gas will have at the destination and adjust the plan accordingly.

Super old thread being resurected, but the quick map feature will set the map to a predefined setup that you'd set in the units mission planning software and it would get saved in the DTC. When you hold DMS UP LONG it changes your map to those settings. Usually zoomed to a specific desired layer where there's imagery or a specific type of map. When you get a 9 line and input the grid you can then quick map it figure out where it is, what funneling features there are to get your eyes onto the target, and then you can hold DMS UP Long again to get back to your normal map. It's just a shortcut so you don't have to scroll over find the target and manually zoom in on it.

There are many different combinations of fuses and bomb builds that are tailored to specific situations and aircraft so I cannot speak smartly to all of them, but for A-10 dumb bomb stuff... well there are still a lot of options, but a commonly used version is what I talked about in my last post. When talking about nose/tail fusing in DSMS specifically for older dumb bombs, the DSMS is really referring to how the pylon will function at weapon release not necessarily the fuze mechanism of the weapon itself, although the two are related. The only way the jet has to communicate with any bomb other than a GBU-38/54 is by pulling the lanyard rigged to the nose or the tail. The pylong has a forward and aft clamp that holds a retaining rings. The bomb has lanyards that connect to the nose fuse or tail fuse/kit. Those lanyards are routed through the retaining rings and typically mounted to the bomb lug. That way when the bomb falls from the jet, if the retaining ring is held by the pylon, the lanyard will be pulled from the fuse. If the pylong doesn't hold onto the retaining ring, the wire will not be pulled and just falls as is with the bomb. When talking about the nose and tail fuzing in DSMS all you are telling the jet is if the clamp holding the retaining ring should stay clamped down, or release the ring. That will in turn either pull, or not pull the arming wires on the nose and tail fuse in the bomb. Those options apply even if you don't have an actual fuse in the nose or tail because you'd still need to pull the lanyward to deploy the tailkit.... hopefully that made sense, its easier to understand if you see a picture of it. With the GBU-38/54 on a 1760 bus the jet's computers are actually communicating directly with the bomb while its on the wing so that's different. Buuut, there is still an aft explosive fuse in the back of AIR kit. If you drop the bomb with the AIR deployed or not would dictate different arm and fuse times than the m904 nose fuse in the nose so you can get safe seperation and still have it arm before impact. The tail kit would need a much shorter arming time because it will get safe separation faster, and it is going to impact the ground faster than a free fall dumb bomb. generally you'd have a nose and tail fuse for redundancy in case the nose fuse is destroyed on impact. Typically, if you are going to delay a bomb, it's going to be a GBU-38 or a 54 with an FMU-152 fuse which is in the rear. But the OP was talking about airbursting, which requires something like an FMU-113 or DSU-33 which are essentially radar altimeters in the nose of the bomb. Alternatively the really old school method is to have the nose fuse on a long tube that extends a few feet out in front of the bomb which causes it to burst a few feet above the ground. But those are not used anymore.

MK82/84 AIR is referring to Air Inflatable Retarder tail kits on the bomb, not the proximity sensing FMU-113. it is not short for airburst. the pilot can select Nose, Tail, or Nose/Tail in the DSMS for fusing, If tail is selected the AIR will deploy, if only nose is selected it will be a free-fall bomb.

just a thought, check and make sure there's no other control conflicts or unintentionally bound buttons to the paddle switch or the emergency brake handle. Both of those being activated would disengage anti-skid.

Well yes... but actually no. It's possible this was tested, but it certainly was not fielded. At least the reserve A-10's don't have parking breaks, and to the best of my knowledge none of the guard ones do either. I know there are a ton of maintainers for the A-10 on these forums, has anyone ever seen an A-10 with a parking break?

This is where the art of the maverick comes into play. In actuality the pilot has to be very deliberate about slewing the maverick onto the correct target and verifying the quality of the lock before pressing the pickle button. From what I've heard DCS is a lot easier than real life in that regard.

Found this quote from a Col that flew the Hawg: One retired Air Force Col. Steve Roehl once said, "I have fired as many as 500 rounds in one trigger burst, that takes just about seven, eight seconds, and it had no impact on the airspeed of the aircraft. It boils down to simple physics: Force = Mass x Acceleration. Working all this out, the bullets are only about three-quarters of a pound. The airplane, in a typical combat mission, is 40,000 pounds. When you got 40,000 pounds moving at 350 knots, that's a lot more momentum than a three-quarter pound bullet moving at 2,000 feet per second. Momentum of aircraft approximately = (530)*(40,000) Momentum of bullets approximately= (.75)(65)(2000) That's 21,200,000 ft/lbs of energy vs 97,500 ft/lbs of force.

If you were in force correlate mode (In the screen shot above the maverick was not) the cursors gap would be filled and the lines would come together and intersect in the center of the crosshairs. The TMS up short is actually superfluous, you just need to slew it over a target with good enough contrast and it will auto lock. Your indication that you have a lock is the crosshairs will close in on the target. No. The gun firing has no real effect on the airspeed of the aircraft. that is a myth.