Tholozor

When launching from the catapult on the carrier, the player's pilot now has the salute animation the AI have been using.

Laser timer is hard-set to 120 seconds for GBU-24: 
 

Amount of degrees in the direction of the arrow to the designated TGT from the aircraft's waterline/boresight.

Paveway II series LGBs do not use mechanical fuzes.

Check your DCS settings if you have Game Mode enabled?

Laser Obstacle Avoidance and Monitoring (LOAM) system.

Standard procedure is to start the right engine first in order to provide accumulator pressure for the brakes and APU.
The ailerons are each powered by one hydraulic circuit, with a switching valve if that circuit fails to a backup circuit. The left aileron is ran primarily on circuit 2B, and backed up by 1B. Right aileron runs primarily on 1A and backed up by 2A.
Circuit 1 is ran off the left AMAD, circuit 2 off the right AMAD.

Never take off with flaps in AUTO, only HALF or FULL. Adjusting takeoff trim with the trim switch should also only be done with flaps in HALF or FULL.

You're in ACM Slew mode. Enters when the cursor is moved when the master mode is DGFT; ensure you have a suitable deadzone if your slew cursor is bound to an axis to prevent entering it erroneously.

Not from inside the cockpit, and there's currently no ground crew option for it either.

The arming pushbutton for the APU fire warning/extinguisher is located above the right DDI, just inboard of the covered pushbutton for arming the right engine/AMAD fire warning/extinguisher. Ensure this button is not depressed (works as a toggle instead of a momentary action). Arming the APU fire extinguisher will shut down the APU.

The PLBK indication in the HUD represents that the Pullback condition is met, but not ready to fire. PLBK should switch to HARM when firing a HARM under Pullback condition is possible.
The HRM OVRD option controls if the pilot is able to Override the Pullback condition. If boxed, the pilot is in total control of selected weapon release (HUD will indicate PLBK). If unboxed, HARM SP Pullback condition is possible (HUD will indicate HARM).
HARM Pullback (HRM OVRD unboxed) is always active in A/A mode, as all A/A weapons are fired with the trigger as opposed to the weapon release button.

In the current flight model behavior, dropping the flaps results in a large nose-up pitch as the wing surface area changes shape when the LEFs and TEFs extend.
Remember that the "on-speed" refers to AoA, not airspeed. "On-speed" is whatever airspeed the aircraft is at when AoA is ~8.1°, and at that time, your AoA was around that point. The aircraft doesn't care about your airspeed, only that AoA is correct for hook-to-wire contact.
At some point near the beginning of the track, Control Stick Steering (CSS) autopilot mode was engaged ('A/P' advisory on the left DDI) and stayed on for the remainder of the replay. CSS mode adjusts the FCS logic regarding the trim switch. There's a warning in the NATOPS that not disengaging CSS for landing can result in extreme oscillations in pitch. Ensure all autopilot modes are fully disengaged with the paddle switch (de-colonizing autopilot modes such as BALT, RALT, or ATTH on the UFC will automatically enter CSS).

CZ is also available on the FCR in A/G mode.

There's isn't a 'waypoint up' or 'waypoint down' option on the controls; all waypoints, control measures, target points, etc. are selected either automatically through a route, or manually as a direct-to. If you have the HOCAS cursor mapped, it can be used to select the options around the bezel of the MPCDs instead of pressing the pushbuttons manually.

Usually, pressing WPDSG should load the TOO coordinates when the TGT designation is written for the first time (regardless if a targeting pod is loaded).
With a targeting pod, TDC Depress should write the new coordinates to memory.

You need to lock the target in STT first, then TMS Left Long.

The BIT advisory will display any time a BIT has failed. Open the BIT page and you can see the failed BIT (will be flashing). Press the OSB labeled 'STOP' to acknowledge all failed BITs, and the advisory will be removed.
The FPAS advisory will display any time the FPAS cannot calculate the HOME FUEL caution. Fuel calculations become invalid at Mach 0.9 and above, which is the most common cause that trips the advisory.
The HOME FUEL caution (not an advisory) will trigger when the calculated fuel remaining at the selected home waypoint is at or below 2000 lbs (this is a separate logic to BINGO). The default home waypoint is always set as waypoint 0. You can set the home waypoint to a closer waypoint to clear the caution (provided the calculated remaining fuel is above 2000 lbs). The HOME FUEL caution should reset with the probe extended, weight on wheels, landing gear cycled up-down-up, or the home waypoint changed (for about 5 seconds until the logic kicks back in to recalculate).

Sounds like your download got corrupted, but anyway: The livery you linked is older, and missing some arguments that control how the numbers are displayed (probably made before it was set up that way).
Add this to the description to turn off all dynamic numbers:
custom_args = { [1000] = 1.0, [1001] = 1.0, [1002] = 1.0, [1003] = 1.0, }

You don't need to hold the TDC down when moving the cursor to select a grid square. Just put the cursor over the grid square and depress the TDC once (just make sure the cursor doesn't move afterwards, or it'll remove the selection).

When you did the NORM alignment, did you ensure to verify the starting Lat/Lon coordinates on the DED with the ENT key on the ICP?

1. Not doing anything wrong, this is correct behavior. Keep in mind that even though you're using RWS, LTWS is engaged by default, so you're actually in pseudo-TWS. Pressing the NWS/Undesignate button will step the L&S through ranked track files. RESET will clear the L&S. TWS behaves the same.
2. Do you mean it goes back into STT, or just re-designates the same contact as L&S?

If the AG radar picture is in FRZ mode, the image will hold, but the ownship icon will progress to give the pilot a reference as to where the aircraft is in relation to the frozen image.

Nose up/down trim is non-functional behaves differently during normal flight (FCS seeks to maintain 1.0G, based on commanded target G), and becomes operational behaves in a target-AoA mode in landing configuration (gear down, flaps either HALF or FULL) to set the desired AoA.

That's the loft cue that tells you when to execute a pull-up to the specified REL ANG (release angle).
The circle will appear right before the cue reaches the FPM, and will flash to indicate the pull-up. Regular release cues will be present after the loft cues are gone.
IIRC, if REL ANG is set to 0, loft cues are disabled.