Tholozor

The IC usually won't check the script unless it's been loaded. The first time you start up DCS the edited script should pass. It should only fail after you've loaded into the cockpit at least once.

Not applicable to this variant: Also, fellow GA here (north of ATL), stay safe out there.

Only way would be to switch off from CPL steering and use the dedicated heading hold or CSS mode for magnetic heading.

Provided the Dispenser switch is in the ON position, the countermeasure switch on the throttle will initiate the selected program when pressed AFT, and the FWD position will always initiate program 5.

Only via buttons.

Ensure the battery switch is set to MAIN PWR.

If a TGT designation is present, release cues will always be AUTO, this is intentional. Undesignate TGT to revert to CCIP symbology.

SCAS has authority in all controls, not just the cyclic. Check the other indicators for collective and pedals for maxed-out control authority (denoted by green bars inside the shaded regions).

WIP while new functions are being developed.

What do you have bound for your antenna elevation control?

The effect of gravity affects objects more equally the less air is in the space the objects occupy. It's like vacuum chamber tests with bowling balls and feathers, they fall at the same rate regardless of their mass/weight. At higher altitudes where the air is thinner, gravity will affect objects more equally since there isn't as much air resistance/drag to slow them down. However once the drag does start to become more of a factor, the 31's body induces more drag as it falls into thicker air, versus the 38 which is much smaller. The JDAM's guidance kit can also play a factor, as the weapon's trajectory is modified to account for terminal impact settings so that the weapon can arrive at the target at a specified angle/azimuth/rate of descent.

More mass, more momentum.

According to the NATOPS, the ILS needles are referenced to the waterline symbol on the EADI. Also, just out of curiosity, if you're worried about HUD failure, why not use the HUD repeater instead of the EADI?

Try setting the EADI to INS instead of STBY. I've also noticed you have a 'P/INS' advisory; your INS is not being GPS-corrected. Set the INS knob to IFA.

Doesn't matter if you don't slew the pod, the seeker head still has to move to keep itself oriented as you move around. As long as your aircraft is in motion, so is the gimbal if it's trying to look at a fixed point.

Looks like you hit the gimbal roll limit. The pod's seeker gimbal can only rotate in each direction so many times, which is a common occurrence if the pod has to switch back and forth in pitch across the waterline (ends up rotating in the same direction with each pass). Setting the pod to standby cages the seeker and nulls the roll back to 0 (you can also accomplish this by toggling VVSLV).

Unfortunately for many, that's not possible. The Hornet's systems were designed to have the ATTK format on the right DDI, and the AZ/EL format on the left (Sensor Control Switch invoking logic supports this). However, many of the radar PB options are cursor-actionable, and the range scale and azimuth width settings can be cursor-bumped (much easier to do after the TDC cursor maximum speed was increased).

Ensure A/A Master Mode, Master Arm is on, and hold the trigger down (second stage).

Sounds like you may need to keep adjusting your curves. This looks like a classic case of PIO (don't ever chase the basket, if you miss contact on the first push, just back up and go again). Trying to use pitch trim during normal flight will generally have you fighting the FCS all day long.

Keep in mind the trim switch in the Hornet behaves differently depending on how the aircraft is configured. In landing configuration, the trim switch up/down adjusts FCS target AoA. In normal, flaps AUTO flight, the trim switch up/down commands target G. Also ensure all autopilot modes are disengaged with the paddle switch, as violent oscillations can occur if attempting to trim with a specific autopilot or CSS relief mode engaged.

Altimeters aren't perfect, much like airspeed indicators, or fuel gauges in cars. Because the altitude is derived from atmospheric pressure, there are inherent errors as it varies with the air density and temperature. However, as long as aircraft in the general vicinity utilize the same settings, they're still able to deconflict or reference their altitude differences. In the case of general aviation, aircraft switch to standard pressure (29.92inHg) once they pass the transition layer (for North America, this is at 18,000ft) in order to maintain a fixed flight level reference with everyone else, since atmospheric pressures change from location to location. https://www.faa.gov/air_traffic/publications/atpubs/aip_html/part2_enr_section_1.7.html

I think you've misunderstood what a thrust-to-weight ratio actually means. TWR is only a single metric regarding an aircraft's performance. Atmospheric conditions, temperature, wind, wing loading, lift-to-drag ratios; all play crucial parts. These are also air-breathing engines, not solid fuel boosters. Sustained vertical climbing (or even acceleration for that matter) is already a challenge.

The behavior is described in the DCS manual as well (page 178).

This is a safety feature to disable the laser to prevent overheating when LGBs are dropped using AUTO delivery.