TIMBER SOUR

There is no difference in accuracy between CCIP and CCRP; that is a myth. They both use the exact same ballistic data. The perceived difference in accuracy, if any, is because people tend to use CCRP with a level or shallow dive delivery, but tend to use CCIP with a steep delivery. IFFCC is going to be more accurate as the dive angle increases because the ballistic path of the weapon is shorter and easier to predict. Use CCRP with a steeper delivery, and you'll find it to be every bit as accurate as CCIP. As to the original question, a persistently dashed PBIL means the weapon impact point is out of the HUD FOV. A steeper dive angle, greater airspeed, or lower altitude is required to place the impact point in the HUD FOV; preferably all three. And remember, the point of a CBU-97 is to spread the skeets out laterally over an area target. If the canister is in a 88 degree dive when it functions because you released it from an A-10 at 11000ft, what do you think the spacing is going to be. How effective is the weapon against an area target when all the skeets are densely packed?

Again, ALN UNS is a normal condition when sitting stationary on the ground, or when flying for long periods in unaccelerated flight (straight and level). Make several large heading changes in order to increase the quality of the Transfer Alignment and regain the RDY indication. I can't say for certain that DCS handles re-arming of IAMs without flaw, but generally speaking the indications you're seeing are easily explainable. Of course, it goes without saying that IAMs require a platform (aircraft) EGI solution accuracy equivalent to a full gyrocompass (ground) alignment. So unless you see a 0.8 nm/hr EGI drift rate on the ALIGN page, IAMs shouldn't work.

There's lot of misunderstanding and incorrect advice posted above. ALN UNS means Alignment Unsatisfactory. The EGI transfers position and rate data to the weapon using something called a Transfer Alignment. If the quality of the Transfer Alignment is poor, you will see Degraded or Unsatisfactory indications on DSMS. To rectify a poor transfer alignment, you need to maneuver the airplane, specifically, make several large heading changes. Seeing ALN UNS is common on the ground while sitting stationary for 10 minutes in the EOR. Regarding an in-flight alignment, this too requires you to fly a constantly varying flight path, with smooth constant rolling maneuvers to create heading changes. In-flight alignments do NOT require you to fly straight and level. Doing so would result in an unacceptably poor alignment.

I didn't read the description, but if the video was filmed at BFI, then its probably pre-dlivery test flights being flown, and there's a checklist of things to accomplish on each airplane before customer acceptance. RAT/ADG deployment is likely on the checklist, hence the video.

The "/B" means that the particular component is expendable. The "A" means it's the first revision (i.e. it's the second version). Don't forget that rocket propellants are not necessarily solid cylindrical masses. They can be hollow, and or contoured to adjust the thrust profile. It's possible that a careful redesign of the shape could obtain the same or greater range with less propellant.

The requirement to achieve 4g in 2 seconds during a SEM is not to prescribe a maximum onset rate; there's no reason to delay your pull. It's there solely to define the MAXIMUM time allowed to achieve the MINIMUM g in order not to: 1) hit the ground, 2) frag yourself, 3) descend below the MIN ALT set in DSMS. If it takes you 3 seconds to establish 4g, you will do one of those three things. If it takes you 1 second to establish 3g, you will do one of those three things. You need to establish AT LEAST 4g within 2 seconds in orderfor the HUD abort cues to be valid. Also, there are symmetrical and asymmetrical (rolling) g limits associates with each store on each station. The information can be found in TO 1A-10-1-1 which is freely available on the interwebz. Look in the External Stores Limitations section. Finally, DCS severely undermodels the flight strength of the A-10 airframe. There is absolutely no reason for the wings to be separating at 7.5g...at an absolute minimum wings are stessed for 1.5 times the expected ultimate load. It's necessary to strictly adhere to the g limits marked on the accelerometer. Momentary excursions that would merely require a maintenance inspection in the real world, results in the wings falling off in DCS...

Ok, Chief.

tl;dr Not everything attached to the leading edge of a wing is called a "leading edge extension", not sure where you got that from? Maybe its a language thing? I grant you that all of the different secondary flight control surfaces on the leading edge (slats, LEFs, Krueger flaps, slots..) can be generically referred to as Leading Edge Devices (LEDs). But again, that's American Aviation English. Maybe that translates into something different in other languages.

The DCS manual contains contradictory statements regarding the Gun MRC. On one hand, it says that the MRC indicates when "recovery must begin", while the illustration depicts a centered MRC as meaning the aircraft is "at minimum recovery altitude". Those two things are different when the aircraft vertical velocity is non-zero. In order not to penetrate the MIN ALT set in the 30mm menu, you will need to begin recovery prior to MIN ALT if you are descending. The amount of altitude lost during recovery varies according to dive angle, thus at greater dive angles recovery must begin sooner. The Gun MRC symbology reflects this by displaying a time-to-go until recovery must begin. Just imagine if you were shooting a 60 degree High Angle Strafe with a MIN ALT of 500ft. The MRC would allow you to kill yourself if it didn't take into account the vertical velocity.

Just so you know, what you seem to be describing are not slats. Slats are secondary control surfaces on the leading edge of the wing that increase the camber of the wing and energize the boundary layer to increase stall AoA. They're usually - though not always - full-span, and can be found on airplanes like the F-14, A-6, F-111, Tornado, and even late-model F-86s. They're also found on most transport/commercial aircraft, like the C-5, KC-10, MD-80, and dozens of others. Slats differ in operation from Leading Edge Flaps (LEF), which can be found on most newer fighters like the F-16, F/A-18, F-35, F-22, and others. Some airplanes don't have any sort of leading edge devices at all, like the F-15, CRJ-200, and every turboprop I can think of. The point is, you keep using the very specific term "leading edge slats", but I don't think that's what you mean. The vapor forming structures you're describing are usually called Leading Edge Extensions (LEX) or Leading Edge Root Extensions (LERX), or informally "strakes".

The Gun MRS is based upon relative TIME, unlike the CCIP MRS which is based on an absolute ALTITUDE. The top of the Gun MRS represents -5 seconds from the set MIN ALT based on current aircraft motion, while the bottom of the scale represents +5 seconds from the set MIN ALT. Therefore, at any given altitude, you will see different MRS indications depending on aircraft vertical velocity.

What does any of this have to do with leading edge slats? The only aircraft pictured in the OP that even has slats is the Tomcat, and they're retracted. Maybe you mean LEX/LERX/strakes, etc.? In any event, there are plenty of opportunities for better vapor and atmospheric effects...but I imagine that it's a graphics engine feature that ED needs to support internally as opposed to a hacked effect created by a third party. Look at the RATO pods for the FISHBED...cool, but kinda half-baked without ED providing proper support for the effects.

You're exactly correct on both subjects. The settings in question are never modified by the pilot, however. The aircraft-specific values necessary for accurate boresighting and ballistics are stored in non-volatile memory of the IFFCC/CICU. Any values entered into the HUD menu would be added to the stored values, resulting in erroneous data. The values in the HUD menu are only used in rare circumstances to correct for known deficiencies that affect the whole fleet. For instance, an IFFCC error resulted in high-drag AIRs going long, so a temporary fix was to adjust the Offset and Ejection Velocity settings until the software could be updated.

DCS contains ephemeris data for the GPS constellation, so even things like predictive RAIM are possible to calculate. Unfortunately, DCS A-10C doesn't seem to use the data, nor does it model INS drift which makes the whole point moot anyway. Red Flag is a perfect opportunity to practice Contested & Degraded Operations (CDO), which include degraded/denied GPS environment. Too bad we won't be able to use it in the upcoming NTTR theater.

I'm in for this. Been waiting a long time for a solution to this. Good work. Edit: Any chance the final design will have the correct button shape, like your original render?