Some questions about CCRP, CCIP, and MAV.

[EviLHuAi]

I would like to ask three questions:

1. What is the function of MAV ADJ?
2. Compared to CCRP, what are the advantages of CCIP CR? In what situations should CCIP CR be used?
3. What are the differences and advantages between 3/9 and 5 mil?

[Yurgon]

46 minutes ago, EviLHuAi said:

What is the function of MAV ADJ?

That has to do with the Maverick boresight adjustment and can be used to change the Maverick "wagon wheel" position in the HUD. I find it fun to do every now and then for realism's sake, but it's not necessary in DCS.

46 minutes ago, EviLHuAi said:

Compared to CCRP, what are the advantages of CCIP CR? In what situations should CCIP CR be used?

CCIP consent-to-release is a submode of CCIP. In CCIP, you always fly the CCIP pipper onto the target and release your weapons on that pipper. CCIP CR allows you to do that even when the CCIP pipper is outside (below) the field of view and you wouldn't normally be able to attack the target using CCIP. That's typically the case for relatively shallow attacks, but depends on the weapon and your parameters like wind, groundspeed, altitude, dive angle and probably a few more.

So I wouldn't say there's an advantage or disadvantage per se using CCIP CR over CCRP. These are different use cases. CCIP requires visual target acquisition and CCIP CR expands the release envelope. CCRP requires the SPI to be on target, be it generated from the active steerpoint, a markpoint, the TGP or whatever else is available as SPI source.

46 minutes ago, EviLHuAi said:

What are the differences and advantages between 3/9 and 5 mil?

3/9 allows to release a weapon when the CCIP pipper passes the 3/9 line of the solution cue. In other words, you could be dropping a mile to the left or to the right of the intended target and the weapon would still release.

5 mil only allows to release a weapon when the CCIP pipper passes through the small 5 mil solution cue and ensures relatively accurate targeting - the jet won't allow to drop a weapon when it knows the weapon would be too far off to the right or left. Of course this does not guarantee a direct hit, but it ensures a high level of accuracy based on all data available to the IFFCC.

Which one you choose is situation dependent; if targeting requires high accuracy, 5 mil is obviously the better choice so that the jet won't allow you to drop with bad aim, whereas when getting a weapon to release even with it being a little off is the priority, 3/9 would probably work better.

Edited December 5, 2024 by Yurgon

[kotor633]

Thanks from me too. I never fully understood it either. Really well explained!

[EviLHuAi]

Thank you so much for your response. It was incredibly helpful. I really appreciate it, Yurgon.

[ASAP]

22 hours ago, EviLHuAi said:

1. What is the function of MAV ADJ?

It is to correct errors between where the wagon wheel is showing in the HUD vs where the actual maverick is looking. think of it like matching your rifle scope up to where it is actually pointed. If you lock onto a target with the maverick and look outside the wagon wheel should be right on top of the target you locked onto. If the wagon wheel is a mils ofset to the left for instance, you'd press adjust, move the wagon wheel onto the target using the DMS buttons, and then hit enter on the UFC to reset the new wagon wheel location. 

When a new maverick is installed on the jet, the missile is boresighted looking straight ahead of the missile and not ahead of the jet. the wagon wheel is not going to be in the center of the HUD where the pilot wants it it will be low and left/right depending on which side the missile is on. Additionally, until a maverick is boresighted properly it CANNOT be slaved to SPI because the jet doesn't really know where it's looking. Just prior to takeoff in arming, pilots run the depressible pipper in the HUD down to the desired mil depression where they want the reticle to be and turn their maverick EO power on. Shortly after takeoff before getting into the working airspace the wingman normally locks the maverick onto the flight lead, sets coolie switch to the center position which puts the missile in boresite mode, flies to put the aircraft exactly at the location of the depressible pipper and hits TMS forward, they then move the coolie switch back to forward/aft as applicable. That boresites the missile to where the jet wants it to look. THEN the pilot presses the ADJ button, and uses DMS to make sure the wagon wheel is exactly where the maverick is pointed. (i.e. if the maverick is locked onto the flight leads left engine, the reticle should be moved over the left engine). 

DCS skips all that because its a lot, its technical, and it would be more difficult to sim. in DCS everything always has a perfect boresight and shoots straight.

Real A-10 pilots also treat mavericks like a visual delivery and fly the reticle onto the target prior to looking inside and slewing the maverick around to make sure they have a good lock on the target vs the standard DCS slave all to spi, hit TMS forward, trust that it worked (IRL it would not) and RIFLE.

22 hours ago, EviLHuAi said:

Compared to CCRP, what are the advantages of CCIP CR? In what situations should CCIP CR be used

CCRP is for level deliveries when you have a good steerpoint, markpoint, TGP LOS on the target and you want to fly straight and level and drop the bomb on that SPI. most PGMs are employed like that.

CCIP CR is just a submode of CCIP. CCIP is when you want to look outside, put the pipper on the actual target and drop bombs on them. typically free fall dumb bombs and forward firing ordinance. CR comes into play when a pilot does his normal delivery, but generally because of winds, the actual release solution is below HUD field of view. The pilot does his dive bomb normally, except when his pipper gets to the target and the pilot hits the pickle button, the bombs don't fall off the jet, they wait until the release cue falls through the pipper before the bombs come off. Generally with most deliveries the CR is an extra second or two.

22 hours ago, EviLHuAi said:

1. What are the differences and advantages between 3/9 and 5 mil?

how accurate do you want your delivery to be? Should the bomb fall of the jet when the release cue falls below the pipper? (3/9) or do you want to make sure the release cue is lined up within five mils of the pipper in order to release, and if the pipper is outside that you abort? (5 mil)

For a PGM that is going to navigate itself to the target, 3/9 is fine, because I don't have to be percise. If I'm doing dumb bomb deliveries I probably want to make sure I'm actually pointed very accurately at the target (5 mil). If I'm going to fly in very low far into bad guy land with a heavy draggy can of CBU I want them to come off the jet no matter what when I'm over the target area, if they miss I still need them for suppressive effects, now maybe I'm thinking 3/9 again.

[BuzzU]

Good answers guys. This is why I hardly ever answer questions. There's always someone or more that can answer it better.

[EviLHuAi]

3小时前，ASAP说：

It is to correct errors between where the wagon wheel is showing in the HUD vs where the actual maverick is looking. think of it like matching your rifle scope up to where it is actually pointed. If you lock onto a target with the maverick and look outside the wagon wheel should be right on top of the target you locked onto. If the wagon wheel is a mils ofset to the left for instance, you'd press adjust, move the wagon wheel onto the target using the DMS buttons, and then hit enter on the UFC to reset the new wagon wheel location. 

When a new maverick is installed on the jet, the missile is boresighted looking straight ahead of the missile and not ahead of the jet. the wagon wheel is not going to be in the center of the HUD where the pilot wants it it will be low and left/right depending on which side the missile is on. Additionally, until a maverick is boresighted properly it CANNOT be slaved to SPI because the jet doesn't really know where it's looking. Just prior to takeoff in arming, pilots run the depressible pipper in the HUD down to the desired mil depression where they want the reticle to be and turn their maverick EO power on. Shortly after takeoff before getting into the working airspace the wingman normally locks the maverick onto the flight lead, sets coolie switch to the center position which puts the missile in boresite mode, flies to put the aircraft exactly at the location of the depressible pipper and hits TMS forward, they then move the coolie switch back to forward/aft as applicable. That boresites the missile to where the jet wants it to look. THEN the pilot presses the ADJ button, and uses DMS to make sure the wagon wheel is exactly where the maverick is pointed. (i.e. if the maverick is locked onto the flight leads left engine, the reticle should be moved over the left engine). 

DCS skips all that because its a lot, its technical, and it would be more difficult to sim. in DCS everything always has a perfect boresight and shoots straight.

Real A-10 pilots also treat mavericks like a visual delivery and fly the reticle onto the target prior to looking inside and slewing the maverick around to make sure they have a good lock on the target vs the standard DCS slave all to spi, hit TMS forward, trust that it worked (IRL it would not) and RIFLE.

CCRP is for level deliveries when you have a good steerpoint, markpoint, TGP LOS on the target and you want to fly straight and level and drop the bomb on that SPI. most PGMs are employed like that.

CCIP CR is just a submode of CCIP. CCIP is when you want to look outside, put the pipper on the actual target and drop bombs on them. typically free fall dumb bombs and forward firing ordinance. CR comes into play when a pilot does his normal delivery, but generally because of winds, the actual release solution is below HUD field of view. The pilot does his dive bomb normally, except when his pipper gets to the target and the pilot hits the pickle button, the bombs don't fall off the jet, they wait until the release cue falls through the pipper before the bombs come off. Generally with most deliveries the CR is an extra second or two.

how accurate do you want your delivery to be? Should the bomb fall of the jet when the release cue falls below the pipper? (3/9) or do you want to make sure the release cue is lined up within five mils of the pipper in order to release, and if the pipper is outside that you abort? (5 mil)

For a PGM that is going to navigate itself to the target, 3/9 is fine, because I don't have to be percise. If I'm doing dumb bomb deliveries I probably want to make sure I'm actually pointed very accurately at the target (5 mil). If I'm going to fly in very low far into bad guy land with a heavy draggy can of CBU I want them to come off the jet no matter what when I'm over the target area, if they miss I still need them for suppressive effects, now maybe I'm thinking 3/9 again.

Oh my god, you're incredible, bro!