ASAP

Suggested edit: item 7 should be “fuel indicator - wing” (instead of main) reason: after testing the indicator pilots set it to the wing position because the wing tanks drain first. They will keep it in that position so they can monitor that fuel is flowing correctly from both tanks and no imbalance is developing that could lead to trapped fuel and CG issues. Once both wing tanks are empty roughly around 6900lbs the pilot would make an inter-flight radio call “(flight position number)’s 6.9, wings dry” which initiates an ops check for the other flight members. Then they’d set the indicator switch to main and continue to monitor fuel draw.

1) Per the TO Pitot heat should always be on while in flight. Even if there is no expected conditions that would cause it to ice over. 2) It sounds like a random control input. I'd check your control bindings and make sure there isn't something in there that is unintentionally creating a yaw or roll command. Real world that could happen if there was something like turbulence or you passing through another aircrafts jet wash. Also if your speed changes significantly after setting the autopilot. The roll moment makes me think that its probably an unintentional control though...

It does look strange just looking at the pictures. What’s lacking here is a picture of your CDU. How do you have the waypoint set up (to from, to to, etc) If you spin the Course needle can you get it to straighten up? Also go into the cdu and check the precision for the navigation. It could be that it is set to terminal and there is a very small window you have to be in to get the needle off the rail.

The boresight button is still there in real life. To be honest I havent' played around with this issue a whole lot, and frankly I've never had a big problem with this issue. I would think slaving your target to a new SPI would cause the system to unwind itself as well. Any time you look over the rails and use the HMCS to slave the TGP to something it will also unwind itself on the way if necessary from what I've observed the game doing.

Yeah it looks like its further with the mark 1 eyeball... but the engineers said that the mechanism at the point it is measured rotates 21 degrees from the point where it started. So that's what the indicator shows. Its largely academic because the flaps can't stop in intermediate positions. They are either MVR, DN or have mechanically failed someplace in between in which case you should probably flip the emergency flaps retract switch.

The gimbal roll is realistic and not an error that needs correcting. Here's an article with a video that has some real world footage where it happens at the following times. 1:26, 1:45, 3:31, 3:58, 5:40. If you look at the SA cue as its moving around the TGP FOV you can tell its gimbal rolling right after the pilot shoots the gun and then initiates a wings level pull up. https://www.military.com/video/operations-and-strategy/air-strikes/unclassified-a-10-warthog-war-footage/1489970323001

That is the correct behavior. The flaps only go down to 21 degrees.

based on the accuracy of CCRP dumb bombs using the jet's wind models in DCS it looked pretty darn good to me. Have you been having issues that makes you think the default wind model is bad?

I've always heard the correct way to edit the winds in the CDU is leave it alone and not touch it. The jet calculates the winds real time more accurately (or at the very least not less accurately) than what the weather shop gives you before flight.

You are absolutely correct. I didn't bring it up because an FCF flight is an entirely different situation and is not normal operating procedure. the point of those flights is more or less to flip every switch, press every button and verify that every system on the jet is working correctly throughout all their normal operating ranges. The fuel pumps get tested because EVERYTHING is getting tested to include shutting down and restarting engines (depending on the scope of the FCF of course).

The only fuel pump check the pilot does is verifying the DC fuel pump is operational by checking the Left Main Pump light is out after APU start. There is no other procedure for the pilots to check the fuel pumps, and nothing that involves turning the pumps off. The only time those switches should be set to off is if the pilot is trying to correct a fuel imbalance.

Talking to an A-10 pilot that actually is how ALT HOLD works. DCS has never done this right as far as I'm aware.

Not sure. It probably just won’t do anything

just markpoints

It is essentially the same argument as PS4 vs Xbox One. They are both capable, but they each have slight strengths and weaknesses when you compare them against eachother. The training they'd get would be pretty much a slide show highlighting what the differences are and how to get the sensor to do the exact same thing that the other sensor does. The HOTAS would be pretty much identical, the differences come down to the different menu options from what I understand.

I might be wrong, but I'm pretty sure the A-10 has been able to carry the sniper pod for as long as it could carry the lightning. The lightning and sniper are comparable products just made by different companies. Which one they carry is mostly a matter of what inventory the squadron has allocated to it.

yup, that behavior is realistic.

press and hold the comm button down (or any of the other bottom buttons). It will switch to a page where you can select the pages you want and then assign them to one of the bottom buttons. In your case you'd find the OSB next to "Load" and then press the OSB below "COMM". The "COMM" should change to "Load" and from there you can select the load page and do what you need to do.

So pedantic! (JK) I think we agree fundamentally that it means you feel what the airplane is doing vs reading it off an instrument (great way to die when flying in instrument conditions BTW). I was offering just one example of how that would present itself in a modern military jet, and how the A-10 was different WRT stick throw/airspeed which was the original point of the post.

That's all correct as far as I'm aware. Going faster wont make you have to pull harder on the stick. The thing that changes with speed is how much G's you'll get for a given stick throw, and how much stick throw you have before you get into the steady and chopped tones, which is telling you where you are in relation to the edges of the flight envelope. If you go fast you can pull more before you hit peak performance or an accelerated stall (which is what those tones are telling you). Using those tones is absolutely critical to flying the aircraft properly from everything I've heard, and a lot of the time the steady tone is a very small region in terms of stick position. That's the part that requires finesse and some of the flying by the seat of the pants feeling that people talk about. side note: The term flying by the seat of your pants refers to a lot of other airplanes tendencies to buffet and shake as its being maneuvered aggressively. Pilots will "pull until they get a light tickle" over the wings vs "elephants on the wings" indicating an accelerated stall. The shape of the A-10 wing doesn't lend itself to causing that buffet so the tones are used to relay essentially the same info to the pilot.

I’d recommend a different approach. Drive straight and Ignore the boom entirely. You should be attempting to fly close trail on the airplane. Put the engines just above the G meter/compass. And hold them there. That fixes up/down/left/right. Drive straight ahead with very little closure. When the boom starts moving to plug you start to smoothly arrest your closure. For keeping your position in/out (forward backward)once you are connected, use the boom (I know, I know, I just said to ignore it) there are colors on the boom. Keep the part where it goes into the knuckle in the green. But remember you are flying in relation to the aircraft not the boom. If you fly the jet too the boom,the problem is that the boom is also trying to fly to you, so you really easily get into an oscillating dance with the boom and it never works out well

F1433 I’m pretty sure means the E-3 you have hooked has 143,000 lbs of fuel remaining the G2A4B+R is the weapons load out that it is reporting over the link. I rarely look at it so I’m a little fuzzy on what the letters mean. I think it’s something like Gun, 2 A/A missiles, 4 bombs, rockets. But I could be wrong about what exactly they break out to.

They’d also have their formation lights, nose lights and taxi lights on so they’d be lit up like a Christmas tree and be pretty hard to miss.

Based on everything I’ve read/heard/seen for military aircraft: position lights flash and strobe off on the ground, steady and strobes on right before taking the runway, back to flash and strobe off after landing.

Yup, It’s literally just a transparent amber piece of glass/plastic that slides in front of the HUD projector. I’d expect it would be dimmer if anything, but if you’re flying at night you’d also run the HUD intensity down when flying at night. The only time I’ve used it is if the hud gets really washed out in the clouds during the day. which probably isn’t realistic