ASAP

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.

There's a couple of issues with what you said. I'll step through them, hopefully it will help. The maverick is a very finicky weapon and the tutorials do an abysmal job of explaining how to use them... First issue. TMS forward short is not "Locking your TGP" onto anything. the TGP does not actually "Lock on" to anything. when you slew the TGP around, its using a lot of internal logic to stabilize and track the scene that it has in its field of view. It's doing that by freezing the scene in place and looking for points of contrast to enable that. The TGP doesn't know or care that there is a tank or a building under the crosshairs, it cares that there is a contrasting image that it can hold stable in its field of view. In point mode it is essentially doing the same thing, it looks for the sharp outline of a vehicle and it slews the crosshairs to keep it in the center of the screen. Also if you are hitting a stationary target, you should stay in area track, because it's a more accurate tracking method than a point track on a stationary target. Unless you are slaved to a SPI (more on that in a sec) the pod will easily wander off on thin wispy clouds, explosions, contrails, etc... anything that interferes with the pods ability to keep stable on that contrasting scene that it's got a track on. When the pod is slaved to a SPI the the pod uses it's INS to point where it believes the coordinates/elevation of the SPI are. the TGP uses it's own INS to do that, but it is getting told where is by the EGI in the jet. When you TMS FORWARD LONG, you are not getting a lock, or in any way capturing any info about the target to pass to other weapons. All you are doing is telling the jet that its new point of interest is at the coordinates and elevation of where the target pod is looking RIGHT NOW. so if you TMS FORWARD LONG on a tank, and then slew your targeting pod off the tank to something else, your jet doesn't know about or care about that tank. Its only looking at the 3d position of where your TGP (thinks) its looking. This is very often confused and I'm sure there will be a ton of comments telling me I'm wrong because the training does a terrible job of conveying this concept. That's fine and a good way to get the weapon looking in the area, nothing wrong there at all. I prefer to fly the reticle in the HUD to the target. From all the real world A-10 pilots I've talked to that's the norm, but that's technique only. One of the big benefits of doing that is that you have matched up where the weapon is pointed with an outside reference as opposed to just slaving all to SPI (What if you screwed up the HOTAS and your SPI isn't where the target is?) It's a more deliberate and safer way to verify you are pointing your weapon at your intended target. (Off my soap box, like I said, that all technique) Force correlate is not the normal mode of operation and under most circumstances it's probably the worst way to use the weapon. Force correlate is only used if you are trying to hit a specific part of a large target (that has to have good contrast kinda like the TGP issue above). If you need to hit a specific span of a bridge, or put a maverick through a specific window, maybe its the way to go, otherwise don't use it. What you should use for any tactical CAS target like a tank, APC, vehicle is leave the boat switch either full forward, or full aft. The Maverick video is always going to be white hot for an IR mav or CCD. If your target is light compared to the background, use the boat switch aft to make the crosshairs white, if the target is dark, use boatswitch forward to make the crosshairs dark to match your target. This is the root cause of your problem. You are using ground stabilize and equating that in your mind with a lock. You are getting the no lock launch inhibit because you are telling it specifically not to lock onto anything and essentially do something similar to an AREA TRACK in the TGP. the missile doesn't look at whats at the center of the crosshairs, it just looks at the entire field of view and tries to stabilize itself on the scene. You have to do something else to actually get the missile to lock onto your intended target. This is where most people get lost actually. Slaving all to SPI got your maverick pretty close to your TGP SPI (and hopefully the intended target) but now you have to actually look at your maverick video, and slew the crosshairs onto your target to get a good lock on the target. The easiest way to do that is to use DMS UP and HOLD to space stabilize the missile so you can slew the missile seeker onto the target. You also should be in narrow field of view to get a good lock. To actually get a lock all you need to do is slew the crosshairs to the target, and release the DMS UP and HOLD. If you get a good lock the crosshairs will "bound" on the target and they will snap in and be stable on the target. This is how you know you have a good lock. The other technique people use in DCS, that probably wouldn't reliably work in real life is to slave all to SPI and then TMS UP SHORT to just tell the maverick to lock onto whatever is in the center of the crosshairs. That MIGHT lock onto the intended target, it might lock onto something else like the targets shadow, or a tactical sized bush. In DCS it usually works ok, but i've seen it fail a lot too. Lastly.... lets look at the photo you posted I just want to point out a couple things. 1) You are in wide field of view, so you wont be able to really see how good a lock you have. In training the AF would call that an unassessable shot. and it might guide, it might also go stupid. 2) I can't tell if you're trying to target the airplane in the center of the crosshairs or the building... and neither can the maverick. The dark crosshairs means the maverick will attempt to lock onto the dark parts of that building though. 3) The maverick isn't bounded on anything. The crosshairs have not moved and are not actually tracking anything, which is why you are getting the launch inhibit. Ok, that's the best maverick academics I can give. I hope that helps. go play around with it and let me know if your results improve. cheers mate.

Sorry, I retract my snarky movie quotes then. I honestly couldn't tell because the last paragraph came across as super sarcastic and I couldn't tell if you were joking. The A-10's instruments are from the original A-10A, which was not actually built with an ILS because they never planned on it flying high enough to be able to use one, and if they really needed it they would just do a PAR approach. In other words, the jet isn't smart enough to know what you want to do. There's a limited number of ILS frequencies available and they are used by lots of different airports so the jet has no way knowing what airport you want to land at and what runway you are trying to fly to. TECHNICALLY, it does not matter what you have spun in on the needle, you will get accurate indications showing you left or right of course no matter what. BUT if the needle is pointing in some random direction and not aligned with the runway it is much more difficult for the pilot to interpret, the procedure is to spin in the inbound course onto the HSI. Generally speaking, you would never turn your TACAN off when you turn the ILS on. Even if you are using the paired DME on the ILS, you'd have the paired tacan channel tuned and you are still using the TACAN DME. In real life you have to fly a published approach which would show you exactly what to use. Just because the TACAN is not on the airfield doesn't mean you can't use it for an approach. There are plenty of approaches where a TACAN is located miles from the base and you still use a crossing radial or DME to identify the FAF. Or there's a paired DME with ILS you could use that. Or you can use GPS substitution for TACAN DME (DME only, not radial information). The real problem with a lot of the DCS instrument approaches is that there are not adequate published approaches to use. Nellis on the other hand can be flown exactly the way it is meant to be flown in real life per the published Hi-ILS 21L. It is simulated perfectly fine.

Trolling right? I'm torn about which movie quote fits best here.... "Amazing, not one word of that was correct." -Luke Skwalker or "Nowhere in your incoherent rambeling mess, did you come even close to a correct answer. I award you no points, and may god have mercy on your soul." -that guy from Billy Madison If you're not trolling, there's a lot to unpack there. Suffice to say that the instruments work fine, they are correctly simulated, and whatever issue you are having is most likely user error, or a lack of knowledge about instrument procedures. Also, looking back through the rest of this thread and holy cow people like to overcomplicate everything... Read the ILS approach plate and do what it says. stop trying to reinvent the approach. The approach says the inbound course is 209 (which you should spin into the HSI), and the DME is based off the TACAN of 12X. Which you should also read off the HSI...

If there's one feature the A-10 does not lack, its volume knobs. Every system gets its own volume knob and they are so well scattered around the jet.

there should be. menu button on the right, then somewhere in the menu pages there should be a volume I think

It is not

That is not accurate. The EPLRS radio doesn't care that it is on the ground and as soon as it is initialized it will try and time into the network. As long as there is line of sight to another SADL player it should work. If pilots don't see their other flight members on SADL prior to taxiing out of the chocks they call maintenance to come and fix the equipment. Obviously SADL is more complex than the game and there are valid reasons why it might not work until after takeoff, but it is by no means the norm. You should have SADL in chocks while taxiing around.

check the position of the motor switches, if you have a key binding that has it in the motor position the light would stay on. IRL that would be an emergency procedure and you'd have to shut the APU off followed by the engines.

Lets get nukes too!

It very likely isn't modeled making the whole thing academic. I'd suggest going to the extremes if you really want to test it out. Try dropping it at 3,000 feet and 23,000 feet and see if there's a difference. I'm out of town and not able to test it myself. I am curious what the game does though. If I had to guess Id think the difference would be more pronounced at lower altitudes, but that's just my hypothesis.

That was the explanation I got from a pilot. It's very possible DCS doesn't care and doesn't accurately simulate the difference. Out of curiosity what was your altitude and airspeed for each drop? It's possible that the ORP and BAL solution are almost identical depending on parameters.

You're right, I miss ID'd the button. I'm not at my home computer so I couldn't look it up. I believe you're right and it's the SOLN option that should be set to ballistic (which is basically referring to the release point). You are either telling the jet to drop the bomb at a point where even if the bomb never finds the laser it will still impact close to the target (drop the bomb on a BALlistic trajectory, just like when you drop a mark 82 CCRP), or you are telling the jet to release the bomb at the OPTimum spot to grant the highest probability of laser acquisition (OPT) which means it's trying to give the bomb a better look angle when it releases. This means the bomb (Which is already prone to falling short due to excessive energy bleed) is dropping further out. Since it's not dropped ballistically, if it doesn't find your laser for whatever reason, Newton is taking the bomb to the ground somewhere short of your target. when it does find the energy, it has a lot more work to do to make it to the target. In either circumstance, the bomb is still going to fall away from the pylon, the all the lanyards are still going to pull the pins on the CCG and the tail fins, and the bomb is still going to look for the reflected energy of the properly coded laser and it's going to do its bang-bang guidance to maneuver towards it. the SOLN setting doesn't affect what the bomb does after it leaves the jet AT ALL. It only effects where the jet wants to release the weapon. TLDR: OPT gives you an insignificantly better chance for the bomb to acquire the laser at the expense of a MUCH higher risk of missing the target. Lasing the bomb from the time you pickle all the way through impact makes the chance of it not seeing the laser pretty much null.

This tends to get way overcomplicated because people like to use auto-lase and misinterpret a lot of different sources about how long you should actually lase, and they make things harder than it should be. There is no need to delay lase the bomb. That only makes since if you are at 30,000 feet doing .95 mach. The GBU-12 profile (in the profile page, not the M/profile) should be changed to the following: - CCRP - Auto-lase: OFF - Release point: BAL To drop the bomb do the following. 1. select the GBU-12 profile, there are three ways to do it, none of them involve selecting the station in DSMS 2. Have your SPI on the target, doesn't matter how you do that. I prefer strpt or mark, TGP SPI is the easiest to screw up because most DCS players don't understand what TGP SPI actually means 3. Use HUD symbology to fly the jet to your release point 4. Turn the laser on 5. pickle at the release point 6. Keep the TGP on the desired impact point. 6. bomb impacts target 7. turn off your laser. You were most likely getting CCRP invalid because your SPI was something bogus or you had your profile set to something the bomb wasn't going to be able to do based on aircraft parameters and where your SPI was.