TIMBER SOUR

If you're not WVR of the bandit, you should not be pressing to the merge in an A-10. The steadfast rule in the A-10 is that you are ALWAYS defensive. You always attempt to defeat the threat with turns and separate. You commit to kill the bandit ONLY if merged and you cannot separate. So again, if you're dicking around with the A-A TGP actually LOOKING for a fight, you're doing it wrong.

Operational Flight Program (OFP) 2 - or Suite 2 - was fielded for the A-10A, not the A-10C. The A-10C wasn't created until fielding of the Suite 3 Precision Engagement (PE) OFP, which actually came AFTER Suite 4 was fielded for many A-10A's. True story. The OFP modeled (kinda) by DCS has a TGP diamond in A-A mode when the TGP LOS is at boresight, however this is not simulated. As a crutch, you can certainly set the Depressible Pipper to 41 mils to approximate the boresight LOS. However, if you have a bandit in sight, in the HUD FOV, why on Earth would you pull him to the Depressible Pipper in order to go heads-down and screw with the TGP when you should be BFMing the sonofabitch, driving to the AIM-9 WEZ, or pulling him to the EEGS/MRGS for a gunshot? The white dot is called the Situational Awareness Cue. But in a practical application of the TGP in A-A mode, can you really see yourself staring down at a tiny white dot on a 5" MFCD while maneuvering your aircraft against a bandit who is WVR and trying to kill you? It's there as a crosscheck during low-workload periods, like medium-altitude sensor search, not A-A combat. The TGP, as modeled in DCS, does not have a genuine A-A capability because certain characteristics are not simulated.

Yep, as you point out, there have been several HOTAS additions and changes even as far back as Suite 5 with IDM/VMF/VDL, not to mention HMCS, TAD, and LARS/CSEL integration. Unfortunately, none of which are relevent to what's modeled in DCS.

Yep. The SAS and A/S switches are spring loaded to the disengaged position, and magnetically held in the engaged position. The paddle switch releases the solenoids, returns the switches to the spring loaded position and disengages the affected systems. Also, to the OP, the mic switch only has three functional axes in the real jet: MIC AFT - Transmit VHF FM MIC DN - Transmit UHF MIC FWD - Per the Intercom rotary; VHF - VHF AM; INT - Intercom; all other positions inoperative. MIC UP has no function.

The paddle switch, as modeled on the TM:WH does not exist in the real A-10C; it is found on the F-16, however. In the F-16, I'm pretty sure it overrides the autopilot/TFR. The A-10C's paddle switch is not on the stick grip, but rather below it. It disengages the SAS and Anti-Skid systems until manually reengaged.

Altitude Alert settings only affect the ALTITUDE ALTITUDE VMU message. The PULL UP message is generated independently by the GCAS and PGCAS systems. GCAS can be disabled by turning off the radar altimeter. PGCAS, however, uses DTSAS and will continue to provide warnings.

The behavior described is accurate. The PULL UP VMU message is twice as loud as all other VMU messages, and cannot be muted via the intercom panel. In fact, if there's a bug here, it's that the PULL UP message volume in DCS is insufficient. Source: TO 1A-10C-1