Eddie

CCIP dive delivery of LGBs is a valid technique and depending on the desired weapon effects is performed in reality, although usually with designation done by a supporting aircraft/JTAC. Depending on the desired weapon impact angle/airspeed CCIP (or CCRP, the aiming method and delivery method are not linked as closely as many simmers assume) dive may be the optimum delivery so it’s certainly something that is/should be possible.

This isn’t a case of the sway braces (bolts as you put it) not being adjusted. The issue is that the suspension lugs are not fully located in the ERUs within the pylon, in short the stores are hanging in mid air and not correctly seated on the ERU. The suspension lugs highlighted with red circles should be locked in and held by the hook within the ERU, they are what holds the weapon on the aircraft.

Well, the HUD isn’t a primary flight instrument in the A-10C, so your primary references should be the heads down instruments when flying IFR. They’re not the backup, they’re the primary. Practice flying with your view looking down so you can’t even see the HUD, or anything outside the jet. Then once you get comfortable with that start doing some simple approaches etc, once you can do that, you can start adding occasional glances outside/at the HUD to look for visual references outside.

Nothing to do with the TGP. You just adjust the elevation to the target elevation with the rocker.

They are the PTTs for MIDS voice.

It should be a separate light however, that’s the point. Battery finger lights and/or flashlights are standard aircrew equipment. The cockpit auxiliary lamp is not the same thing.

I'll add few points that might help. 1. Re the 5° pitch up. Not necessary. If you don't understand the reasons for doing/not doing something you see in a HUD tape or elsewhere, best not to do it. 2. The 12x M82 loadout isn't going to be helping here, the jet is heavy and most importantly very draggy. While it might give you more runs at the target, this will hinder performance and give you a false sense of aircraft handling and therefore spoil your muscle memory etc. Either keep it to a 4x or 6x M82 load, or use 6x/12x BDU-33. 3. For a 90° offset, bank angle rule of thumb is 80° + desired dive angle (3-4G pull). i.e. for a 30° DB, you want 110° of bank. You're over-banking slightly and pulling your lift vector, and therefore, TVV in front of the target, that sets you up for a bad run from the start as you'll be low/shallow. 4. Set the depressible pipper to -34 mils. This gives a good reference for where your TVV will end up on roll out. 5. As pointed out already, your over pulling slightly and hitting the chopped tone which isn't helping you keep it smooth. I'd recommend doing some maneuvers to practice holding the solid tone (with a variety of payloads) to get used to where your stick pull is. This is one of those things that's quite a bit harder with most sticks compared to reality so it takes some practice. 6. Try starting a little higher with more of an offset distance to give yourself a 5 second tracking time rather than 3, at least to start with. Those extra 2 seconds help you get your sight picture built up, and get you used to making the corrections after roll out. 7. Be a bit more aggressive when doing the corrections after roll out, you need to get them done quickly or you'll press too close to the target. If you can't make enough of a correction, abort the run. You'll gain more by aborting and trying again than by pressing from a bad roll-in. 8. Be more a bit aggressive with the roll (max lateral stick, coordinated with rudder).

Ok this doesn’t really make sense. I get what ED has tried to go for here, but it doesn’t quite work that way. It’s certainly the case that “opfor” wouldn’t have the necessary crypto codes to access the GPS P codes, however they’d still be able to use the C codes (just like your sat nav). The only way that wouldn’t be the case is if GPS were being jammed by “blufor”, which could only be localised and not theatre wide, and would affect both sides.

The spin only occurs in the terminal phase prior to the canister bursting to disperse the submunitions. For CBU-87/103 the fins angle themselves to produce the configured spin speed.

Yep, this is indeed the correct function. However, it should pull up the received messages page/last received message. There are a couple of HOTAS features not documented in the DCS manual. The other that spring to mind in China forward short press to call up the maverick displays on the right MFCD and make it SOI if you have a maverick profile selected.

Weapon fusing isn't modeled for the A-10C outside of nose/tail use for Mk-82AIR pilot option as Tippis has pointed out.

Nope, Nellis would be per the -250 local procedures. All aircraft have to comply with them regardless of if they’re airforce, Navy, or non-US.

Yep, backwards, should be range only.

You shouldn't be trimming yaw at all in either of those cases as you'll end up in uncoordinated flight. Use roll trim for asymmetric payloads. You shouldn't trim at all for wind, to be honest I'm not even sure what you mean there. You should only be touching yaw trim in case of a fault/damage to the aircraft.

VR is great, but for the A-10C with the current cockpit model, the monitor is far superior. And that's before you get in to spotting issues with VR and the fact it becomes quite difficult to look at things like notes, line up cards, checklists, airfield charts, etc. while wearing the headset.

They change their laser code to match your weapons, as in real life, in the long run. But I guess the interim will mean you’ll have to self lase.

Can only speak for the UK, but it’s not at all common. Some will do some flying, in terms of having the occasional flight in the back seat of fighters when they visit the operationaL units under their command, and I’ve know a couple that flew themselves in helicopters on visits (alongside their actual pilot), but that’s about it. Once they hit that rank, and even before when they get to Group Captain, it becomes very difficult for them to maintain enough currency to be considered operational. Base commanders do still fly, but once they hit Air Commodore their flying time is pretty much done. Operational pilots have to keep doing requalification flights, and practicing the various mission types constantly, once your main job is being a commander, that’s no longer practical. That’s why a few pilots choose to remain “spec aircrew” and forgo moving up the ranks in favour of flying.

It does have an HSD page though, which is exactly what displays this kind of data.

Usually in the Alamos.

Beyond what the weapons can physically be set to I don’t have anything for the operators that is shareable under 1.16.

Using both dog and dust is the most realistic for coastal haze in the region as it it a mix of fog from the high humidity and dust from inland. Of course as you move inland the fog disappears and only the dust is left, DCS can’t do localised fog/dust so you need to decide how to do it based on the location of your mission etc.

What about them, they have nothing to do with weapon terminal guidance...? You still need different LASER codes to your wingman and other flights in the area.

It’s be great if it had an accurate damage model and just ripped right off of if and when used on the carrier, along with the landing gear collapsing. What we do need is runway arrestor gear at military airfields so we can use the hook for its actual purpose when you have hyd faults or gear problems.

No, Maverick seekers are B/W only.

Here you go. https://imgur.com/a/K8Ck914