some1

This is a turbofan engine, so it has two independently turning sections. High pressure (Core) that burns fuel and Low pressure which uses the power produced by the Core to turn the Fan at the front.
https://en.wikipedia.org/wiki/Turbofan#/media/File:Turbofan_operation.svg
The pilot mostly uses the Fan speed (N1 in other engines), as this is the part that produces most thrust of the engine. The core speed (N2) is important for startup and abnormal situations. But the startup process in the A-10 is automated, so for most of the time there is not much need to look at it in the sim. 
 

You have to map it to something else, that will free the num5. If there is no user mapping, it will default to the num5 key.

They are the same bases and use the same detent mechanism. Both send buttons when moving from idle to cutoff position, it's easy to assign them to shut down or start the engine.
The only reason you see people complaining now, is because F-15E has a unique startup procedure that requires the pilot to pull finger lifts without moving the throttle, and winwing won't register that, as the fingerlifts are purely mechanical locks. But AFAIK it's the same with other throttle on the market.

There are multiple issues with DME on DCS maps. IIRC it was all reported at one time or another, but fixing it is not a high priority.
-using DME component of a VOR/DME navaid with a TACAN radio - doesn't work
-using DME component of a VOR/DME navaid with a VOR radio (like C-101CC) - also doesn't work
-using DME component of a ILS/DME navaid - doesn't work because these don't exist in DCS at all, while in the real world this is the most common type of ILS installation at the airports. 
The last issue makes it impossible to fly almost any real world ILS approach in DCS. Most of them use ILS/DME and require ability to measure distance from ILS.
 
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Broken https://forums.eagle.ru/topic/267540-f5-radar-gunsight-solution-incorrect
 

Only one of them should be active, depending on the wind in the mission.