Tholozor

Keep in mind that Auto ranging only uses the radar altimeter and helmet angle to determine slant range, so if the elevation of the ground below you and the target are different, the ballistic calculation will be off (Early Access Guide pg. 311). Utilizing the WAS on the CP/G's cyclic also automatically invokes MAN RNG; setting it Auto only applies after a weapon has been actioned, and isn't a permanent toggle.

You have to align the IHADSS crosshair with the center of the rings in addition to ensuring all rings are visible and centered in the unit. Also keep in mind the CP/G's default Manual Range is set to 3000 meters.

Correct. When you press the SEQ option on the HSI, it goes from SEQ1 to [SEQ1] (boxed), then the same for SEQ2 and 3, then back to SEQ1 on a loop. Doesn't matter if a sequence is empty, pressing that button will always cycle through sequences, as that's also how you select a sequence for programming.

Think of Sequences like routes. If you're familiar with the F-16's steerpoint allocations, it's like steerpoints 1 through 20 for the navigation route. With the Hornet, however, you can create three different routes using any waypoints in any order. When a sequence is boxed, the avionics assumes the intention is to navigate to those waypoints (possibly automatically and/or if coupled steering is desired). Since the Hornet has no way to edit waypoints in the cockpit without first selecting them for command steering, the only waypoints that can be scrolled through when a sequence is boxed are the ones inside that specific sequence, otherwise you could end up inadvertently steering to a waypoint outside the desired sequence. Regarding markpoints, those exist outside the standard 60 waypoint (0 through 59) allocation, and therefore cannot be selected when a sequence is boxed.

The actual HUD glass actually is clear, but the reason so many of them look colored from the outside is because you're seeing reflected light from the projector mounted below it.

If for any reason you do need to transfer fuel from external tanks to internal with weight-on-wheels, set the external transfer switch(es) to Override.

Yaw instability in the rotor model has been reported and is being worked on, is this thread similar to what you're experiencing?

AFAIK this is basically correct, as the FMU-152 has different arming times based on high or low drag configurations. (Of course these are based on the backup settings on the faceplate).

Like this?

These are referred to as Geographic Lines, and utilized on steerpoints 31 through 55, divided into 4 groups of 6 points (visibility controlled via the LINE1 through LINE4 options on the HSD's CNTL page). These are already planned for later:

You'd have to spend the time to transfer the fuel from the external tanks to the internal ones. It also affects the CG to some degree.

What would the general procedure be then for any CAS platform responding to TIC if the codes don't match? I know PEQ-1s have PRF code wheels, and JP 3-09.1 specifically mentions that the aircrew passes their codes to the FAC.

Realistically speaking, the entire JTAC system is a bit antiquated by this point, as normally the ground unit providing the lase would be able to set their designator to the code provided by the pilot, not the other way around. There's ways in the scripting environment to change JTAC laser codes via commands, but none that currently exist natively to the normal radio command menu. I personally don't know the commands myself, only that it's possible (and again, would require scripting). For the time being I think you're right to presume that your client slots should expect to utilize the same code, or have multiple JTACs available to split the load (assuming they don't end up cross-targeting the same unit at the same time and wasting ordnance).

More info on this subject here:

You can use it to adjust the TGP zoom level (independent of the FOV setting).

If the HARM is going after EWRs, that's a bug.

There is none. The FPS-117 operates at too low a frequency to be detected by the HTS or engaged with the HARM. The full ALIC table can be found in the Early Access Guide, Appendix B, starting on page 568.

Seems to be a correction of this specific issue: Personally I prefer it the way it is now, as I can turn the HMD brightness knob down to reduce the glow, whereas previously it wasn't bright enough.

Is making an accurate LANTIRN no longer the case after the addition of Sniper?

This has also been reported here:

Is there wind?

I still see it listed as 'Toggle helmet visor' under the Sensors category, so I'd recommend removing any mods and do a repair.

Those pages are hard-set in the mission computer for the Hornet, and are not not DTC-loadable like in the F-16.

The first JDAM to enter service (GBU-31) was circa 1998, first combat usage in '99 during Operation Allied Force. The GBU-32 was added to DCS much later than the -31 and -38, so it's likely they didn't have the historical filter date set (my sources put it's IOC timeframe circa 2002). Paveway III (GBU-24 in this case) entered service circa 1983.

You're free to have your opinion, but the flight manual is very clear about it. The only AR check for either model is to open the AR door and verify the RDY light is on and DISC light is off (if both lights are on then a relay has failed). D models then perform the DISC button check. Final check is for either model is to close the door and verify the RDY light goes out.