Tholozor

The 'LOW' mnemonic should appear to the right side of flight path marker if the aircraft's release parameters are suboptimal for weapon delivery (and if the aircraft is less than 10 seconds to the release point in order to keep the HUD decluttered). The mnemonic can also appear if the aircraft's altitude is insufficient for the current weapon's fuze settings (primarily regarding arming time and release point less than 10 seconds away).

Like this? 
 

That's the Case III signal to throttle-up. Not sure why they're using the wand signals during the day.

AFAIK the AWACS operates on a dedicated mission channel that's separate from the fighter channel.

This was previously reported:
 

G-meter works normally for me in the HUD; I see current G located at the top of the velocity scale and max G between the Mach number and Master Mode readouts.

Not fully implemented for multicrew yet: 
 

Depressing the SCS and then bumping it towards the ATTK format should still command manual IFF interrogation.

Already reported: 
 

The problem is that you never changed the Grid Zone Designator (GZD), it's still 30N, which is the corresponding GZD for N0° E0°. The 30N GZD has no Grid Square ID for 'WV,' so it throws an error. The GZD you're looking for (assuming this is the Sinai map) is 36R. JTACs in DCS currently don't provide the GZD in their callouts.

Ensure you have 'Game Flight Mode' mode turned off in the DCS Gameplay Settings.

Looking at the track and testing it myself I've boiled it down to a simple description:
- A/A weapon SET parameters cannot be invoked in RWS if L&S is present.
STT/RSET logic doesn't matter either, a track can be designated L&S in RWS and it will prevent SET parameters from being invoked with WSS. If the trackfile ages out (e.g. removing the L&S), WSS parameter invoking returns.
I can't find relevant information in the manual that definitively explains the logic to support one way or the other, so if it's a bug or correct is outside my knowledge unless an SME chimes in with more info.

A track would be helpful here. TWS has restrictions in place depending on the bar scan and azimuth setting.
- 6B: Only 20­° azimuth is available.
- 4B: 20° or 40° in azimuth are available.
- 2B: 20°, 40°, 60° or 80° in azimuth are available.

@SickSidewinder9 Full explanation here: 
 

Already reported: 
 

My personal preferences:
NAV (HUD option on EW page boxed prior to fence-in) LDDI: HUD or ADI (depending on day or night), FPAS (for transition from climb to cruise), or STORES (if I need to do additional weapon configuration after establishing cruise) RDDI: ATTK (generally 6B on HPRF at 80nmi for airspace sanitation, situational) MPCD: HSI or SA (usually HSI through climb phase and switching to SA after establishing cruise) A/A (HUD option on EW page always boxed) LDDI: AZ/EL (sometimes FLIR) RDDI: ATTK (usually no more than 4B, usually INTL but MPRF at 20nmi and below) MPCD: SA A/G (HUD option on EW page always boxed) LDDI: STORES or weapon display, sometimes FLIR (especially if mission is anti-shipping for VID) RDDI: ATTK or FLIR MPCD: SA or HSI AAR (HUD option on EW page unboxed for declutter) LDDI: HUD or FUEL RDDI: ATTK (for easy actuation of SIL option) MPCD: HSI (for ground speed readout)

CZ is available on the FCR.

The Hornet (along with most U.S. fighters) doesn't have acceleration cues in the aircraft.
IRL, tankers have recommended airspeeds based on the aircraft they intend to refuel, and the receiving aircraft generally follow specific closure rates based on that airspeed. In the case of the Hornet, the recommended closure rate is 2 knots above the tanker's airspeed (for the KC-135, the recommended airspeed range for refueling Hornets is 200 to 275 knots).

Can you be more specific as to what you'd like to see? Wags has an extensive playlist on his channel. https://www.youtube.com/@MattWagner/playlists

Already reported: 
 

The blades of the Apache's tail rotor are not at a flat pitch when the pedals are centered, and will still generate some amount of counter-clockwise rotation. A few inches of right pedal are necessary to null the tail rotor's thrust.

This is correct. With the switch in the 'off' position, the red/green lights have variable intensity control via the FORM knob (the default position being at 100% clockwise).

Yes.

If you're referring to the Long-Range Laser Lineup System, it should only be visible at night:
 

AFAIK the VMS lines for 'Jammer' and 'IFF' aren't used on U.S. models during flight, but are still present in the audio test (at least according to the -1).
I believe Danish MLUs have the 'Jammer' line active for when their jammer is ready to transmit, but is on standby or receive-only.