ASAP

That's just because of wind. If it is bad enough that it is impacting your ability to employ weapons then you need to change up your run in heading to be more into or out of the wind. Otherwise for navigation, line up the arrow at the bottom of the hading tape with the captains bar for a wind corrected heading to your next waypoint.

I never noticed that before. Probably only heard from outside the jet. I bet all the pilot is hearing is the chopped tone when he's reefing back on the stick like that.

The TGP gets it's location from the EGI. if the GPS portion fails the TGP will still be usable but will get less accurate as the INS drifts and the delta between where the targeting pod actually is, and where it thinks it is gets worse. If the INS is also out to lunch then the targeting pod will no have reference whatsoever. I doubt you'd even be able to slave the pod to anything, but I'd bet a lot of money that the one place it wont point to and stay stabilized on is the intended target/steerpoint/SPI.

The way I understand it DMS Right short SHOULD cycle between different centering options for that map (center SPI, center strpt, center TN, etc...) and then you'd hold DMS Aft Long to activate that center option. DMS left short should be a way to quickly get back to center own. I think in the real jet from what I've seen it's actually DMS Right Long that switches between center and depressed mode... I've always heard that the TAD is one of the worst simulated parts of the A-10C in its current state, and there's a lot of missing functionality and the HOTAS is not right.

If i had to guess they copied the table from the something they got from the actual aircraft, and then failed to simulate the TAD correctly.

Yes but there's more than that even... There are a couple of functions being shown on this table that are not simulated with the HMCS. TMS FWD SHORT is used in the initial boresight. Everything referencing the "Occl Pt" is referring to a different setting. It's short for occlusion pattern. There are multiple default occlusion patterns (For instance: can't see the monocle just when it's pointed at the HUD, can't see the monocle when it's looking inside the aircraft). You can also build a custom occlusion pattern using the HMCS MFCD page (accessed through the STAT page) and the TMS commands shown there. So basically if I wanted my HMCS to not display when I'm looking at the front panel, but I DO want it to display still when I'm looking through the side panels, down at my crotch, and through the HUD, you could built an occlusion pattern for that. The HMCS come with a TON of options in real life and pilots have a lot of control over what you can/can't see in the monocle and how it displays, to include having some stuff always display even in an occlusion zone. It also comes with multiple profiles that can change in flight. so you can have one set of options for medium altitude stuff, and then when you drop into the low altitude environment you can switch profiles to something more suited for that. there's multiple pages of options accessed through the "Status" page of the MCFD. Like most aspects of the jet, there is an overwhelming level of customize-ability. Also like most things, the entire A-10 community has a set of standards for how they use it. That means that by default all the options are set one way, generally those standards are decided by the weapons officers based on tested/proven techniques and best practices. Pilots can change those options to whatever works better for them, but the standard setup is sort of a one-size-fits-the-99%. So you can think of what we have in DCS as the "standard" setup which works pretty well.

China hat aft short should re-cage the missile to it's boresight. If it's already caged it will step to the next missile (if there is another one available).

Hugely depends on the mission and the AO. but super generic... Front - Strike freq for talking to your JTAC Mid - interflight to talk to your wingman Aft - Air coord freq or "common" with other air players, or for monitoring the AWACS/CRC. Other options... Front - Strike Mid - Air Coord, AWACS/CRC AFT - Interflight Typically you'd use the front radio to talk to ground/tower/departure/approach as well. You'd do the majority of your jumping around between frequencies on the front radio. You'd pretty much leave your inteflight set the whole time, and the aft radio you swap as needed.

I BELIEVE, and can totally be wrong, but I think the MWS window on the CMSC says either INH, MAN, or HOT with a small 's' next to it when the CMSP rotary in in standbye. That way you can hit the button to set it to the one you want it to be when you take it out of standbye (and the 's' goes away).

There aren't any tricks for this because the HUD is just not intended for this kind of target. For something this size and incapable of maneuvering you should just get behind it and use the AMIL to blast it. There's no reason you can't easily be within the 0-1 aspect for an AMIL shot. It's such a big target that it should be fairly simple to shoot it while it's max performing it's turn at 1.3 Gs and 25 degrees of bank. Also, the funnel is meant for a shot from 1-6 AA. In this screenshot here you're more like a 8-8 aspect aspect and you should actually be using the MRGS. Additionally, unless you are flying around over their home base it's unlikely to every see a bomber like that at your altitude in an A-10. The funnel is meant specifically for fighter or helo type aircraft.

Of all the systems on the jet this one has the lowest fidelity of how it's actually modeled. None of the CMSP or CMSC is actually accurately simulated, and there are a ton of differences between the real system and the way it's modeled in DCS.

The ACES II seat is also in the A-10 which has the same sheep skin seat. When you are sitting in a single seat fighter for 8+ hours during a combat sortie it really starts to matter what you are sitting on. I've also heard one of the reasons is because if they had a big cushy foam pad, the foam would compress during the ejection and you'd effectively be getting hit from below by the seat which could cause injuries.

From what I've observed in the actual sim the trim is realistic in DCS

Asymmetric thrust would cause a big yaw moment and result in an uncoordinated jet which is slipping or skidding. that will also create a smaller a rolling moment, but doesn't sound like what the OP is describing. Based on what the OP is describing, it sounds to me like it's not an A-10 related issue. It sounds a lot more like some kind of a control setup issue with run away trim. There is no aerodynamic reason that the A-10 would go from rolling strongly to the right, and then switch to a strong left hand roll and then reverse back to right. Having spent a lot of time in the A-10 sim the jet requires very little (if any) roll trim. A few clicks after takeoff to compensate for weapons loadout, and after that you never really need to touch it again. You have to trim elevator with any speed changes or as you burn down gas, but you trim the other axis very seldom.

That's either a random failure or a bug, definitely not an ops limit of the aircraft.

When you say the HUD wigged out, did you lose the flight path marker and all you had was the altitude airspeed and pitch ladders?

EGI going nuts probably is it switching over to HARS mode, which is what I'd expect if the EGI dies. Either its a random failure or maybe you have a key bound to the EGI switch that cycled?

The wing tanks should feed equally from both sides unless you have an issue and the pilot isn't monitoring it or correcting it. Even then, the wing tanks are very close to the center line of the aircraft so there isn't a lot of asymmetry in fuel distribution. I'm not saying that you shouldn't have to adjust roll trim at all. but it is very easy to get it pretty much set for your given conditions and until you do something to unbalance the jet (i.e. drop a weapon) there isn't any dramatic need need to adjust based on changing flight conditions. a click or two, maybe. Obviously it's not the same as an autopilot and you can't just fall asleep at the flight controls. But you should certainly be able to look down at your knee board for a couple of seconds without the aircraft making a significant excursion. There's no reason for run away roll trim issues though like the OP is describing. Relative wind wouldn't be a big deal, the jet can crab just fine. Jet aircraft don't have the same forces from a prop acting on the aircraft that have to be constantly adjusted for out. Everything I've heard is that the is pretty stable and easy to fly. It does have a tendency to dutch roll, but the Yaw and Pitch SAS compensate for that on their own.

I'm a real pilot. Pilots constantly have to adjust elevator trim anytime there is a change to airspeed. Rudder and roll trim on the other hand rarely have to get messed with. Most small aircraft don't have roll trim at all because it's not something that dynamically changes in flight. As long as you don't change the symmetry (or asymmetry) of the stores/fuel in the wings there shouldn't be a need to roll trim continuously in flight.

What is your loadout as well. This could have an impact on the flight characteristics of the aircraft.

whats the turn/slip indicator showing? Rudder trim is oft forgotten. some load outs could create a lot of yaw moment. If you try to fix it with roll trim you'll get a very unstable aircraft

Potentially not a bug. release cue and the distance numeric can be up that high. The LAR looks weird because you are very low. How does it look for you from 15,000 feet?

Having different laser codes makes it easier to be more deliberate about using laser spot search and track. That way you know who's laser you are locked on.

If you want to fly an exact ground track without deviating off the "black line" you can use TO TO waypoints. In practice though they are not often used. My understanding is that the setting is generally left to FROM-TO in most cases.

I guess my gripe is mostly a matter of wording. A JTAC would just say "we're looking for guns from both aircraft" vs giving them what is essentially a fighter to fighter. In essence we don't disagree. Couple of other thoughts on that: First off, I said N-S or reciprocal because in my head friendlies were to the east, and rolling in parallel to the front line is usually preferable for weapon fall lines and a quick egress back to good guy land. Like you pointed out, what I wrote was friendlies were south which would make my whole point wrong. Mavericks are actually pretty stupid smart weapons. sun angle, direction of travel and roads, obstructions all play a huge role in finding the right attack direction in real life that would probably trump a lot of this. Lastly, N-S or reciprocal allows for more attack options like 1 in north, 2 in south both off east without 2 ever having to go way further out into bad guy land to the west. What's the right answer? It depends. but I wouldn't auto discount one of the other. There's probably a good reason to do either or. Big thing I'd add to the wishlist for DCS: comm options that allow you to pass a FROTIES brief to the AI wingman.