Raptor9

Hello @Donglr
1) There is none in the Pilot cockpit. However the CPG may use the MAN TRK controller to slew the FCR scan area left and right.
2) Please see this comment:
3) Each time the arrow buttons are used to slew the FCR scan area, the scan area moves an entire "scan width". So if you have the FCR set to a full 90 degree scan zone in Wide, it will slew 90 left or right. If you want to move it partially to the left using the arrow buttons, you can either slave the FCR to your helmet (PHS in the Pilot cockpit), or you can set the scan size to Zoom (Z), press the arrow buttons a few times to center the scan on your desired heading, and then select your desired scan size to a different setting prior to performing a scan. Using a smaller scan size gives you more "button presses" in smaller intervals when using the arrow buttons to move the FCR.

The Slave function is always enabled by default in the Pilot crewstation, whereas the CPG can toggle Slave on and off using the SLAVE button on the right TEDAC handgrip.
As a result, the Pilot is given two functions to mitigate the absence of a SLAVE button.
1) The WPN->UTIL page displays a CUEING option that allows the Pilot to hide the ACQ LOS Reticle and the Cueing Dots around the central LOS Reticle. These symbology elements are only displayed in the CPG crewstation when Slave is enabled, but this allows the Pilot to selectively remove these elements from the symbology.
2) If the Pilot's selected sight is FCR, Slave is enabled by default when the FCR is initially selected. However, if the Pilot moves the FCR centerline by pressing either of the arrow buttons on the FCR page, Slave will become disabled in the Pilot crewstation.
Slave will be re-enabled if the Pilot selects any Acquisition source from the ACQ selection menu, even if the existing ACQ is re-selected; or if the Pilot selects HMD as the sight.

Most likely an error in the DCS F-16C Early Access Guide.

The tree collision models will block FCR transmissions, which includes the trunks and branches but not the leaves/foilage. So depending on the thickness and luck, it is possible that the FCR is still getting through.

Because terrain possibilities would preclude such a process for the same reasons that AUTO doesn't work in every scenario, and the FCR would have no way of knowing what the terrain looks like prior to scanning.
As it is, having a crew that is properly trained for when to use each mode is much more effective than having the FCR itself try to figure it out and make wrong assumptions. Aerospace engineers had years to figure out the best design for the radar system that was being developed for the time, they didn't do it in a few days.

There is already a command for this.
Regarding other George features, many are being considered, but I have nothing new to share in that regard.

It is not possible.

The RLWR has no effect on any expendable countermeasures, and the CMWS only controls flare dispensing, despite the chaff quantity also being displayed on the CMWS control panel.
As such, there is no automatic chaff dispensing capability. Setting the chaff to MANUAL or PROGRAM only affects how chaff is dispensed when the dispense button is pressed.
I recommend reviewing the Aircraft Survivability Equipment chapter in the DCS AH-64D Early Access Guide.

Radar warning receivers can only detect the presence of radar signals. They cannot detect how those radar signals are being used by the source of the emissions. If the radar signal indicates that the source radar is in a "Tracking" mode, that is the only information that it is indicating. It cannot determine what the radar is tracking, or even whether an attack is underway. Even when the RWR indicates the radar is in "Launch" mode, it is only determining that the radar is operating in a detectable missile guidance mode; it cannot determine whether a missile is actually being directed toward your aircraft or not.
Depending on the type of radar that the RWR is indicating, your aircraft could be under attack while the RWR symbol is displayed in "Search" mode. So understanding the capabilities of each type of threat is important, and understanding what aircraft sensors are telling you as well as what they are not telling you.

That is the maximum range it will display and use for storing targets or other calculations. Light obviously goes on for infinity, but the avionics will only process returns below 10,000 meters, even if the DCS laser energy goes out to 15 km.

Please refer to page 271 (last page of Radio Communications chapter) of the DCS AH-64D Early Access Guide. Separate commands for these are unnecessary however.

These are non-functional.
Those are actually blackout curtains for limiting instrument panel glare from shining outside the cockpit during night operations, as are the sliding panels on top of the instrument panel itself.

This behavior is how the cursor slews work. When applying a cursor slew to the navigation cursor, it doesn't move the navigation position of the aircraft or the steerpoints (unless you are doing a Fix); it just moves the SPI and applies a delta to the symbology to match this cursor slew. This delta is applied to all steerpoints at once. After a slew is applied, you must use Cursor Zero to remove the accumulated cursor deltas.
So if you slew the TGP 500 meters west of steerpoint 1, as you sequence through each steerpoint the SPI will be 500 meters west from each steerpoint. If you press Cursor Zero (CZ), this slew is removed.

The EUFD buttons were re-enabled with the latest COM and datalink additions that came in 2.9. Stable will receive these changes when it too is updated to 2.9.

The TGP will always point toward the SPI. By moving the SPI, you are moving the TGP.
In VIS and DTOS, you are placing the SPI on the ground using the TD Box. When you are in a pre-planned sub-mode like CCRP or LADD, the SPI is always at the current steerpoint, plus any cursor slews. By making a markpoint the current steerpoint, you are moving the SPI to the markpoint location which will then slew the TGP with the SPI, taking into account cursor slews.
EDIT: Note that in CCIP or STRF, the SPI is placed at the weapon impact point at the CCIP/STRF pipper, and the TGP points to that location.

@Japo32 Offset Aimpoints aren't intended to be targets unto themselves; they aid in aligning the targeting symbology using easily recognizable objects (or objects with distinctive radar signatures) located relative to a preplanned target steerpoint. As such, they move with their corresponding steerpoint when any cursor slews are applied, to maintain the distance/direction as set on the DEST page.
These corrections to the offset aimpoint logic have just been made this week. The DCS: F-16 Early Access Guide will receive corrections to account for these changes when the author is able to do so, along with the other DCS manuals that need updates. Given time, I'm sure Chuck will update his guides as well; he has quite a lot of them to manage. 😉

AI use of the various datalink messages is not fully implemented and is work-in-progress.

Starting on page 258 of the DCS AH-64D Early Access Guide, there are several examples of how these are used. You can name them however you want; they don't affect the function of the radios in any way.

This information is loaded via a data cartridge. In DCS, this directory is generated from all friendly AH-64D's in the mission file. The description of each entry is derived from the PILOT data field of the unit within the Mission Editor. (Example: adding an AH-64D helicopter into the Mission Editor will automatically default the PILOT name to "Rotary-1-1", which is what will be shown in the directory for that member's description)

From the manual:

The datalink uses the radios to transmit data, just like the Ka-50. As a result, it is subject to the same limitations as the radios themselves.
To use datalink, the radio must be tuned to a preset corresponding with a network, so that the corresponding radio displays "L#" in the radio line. Datalink cannot function if the radio is manually tuned to a frequency. Wags demonstrates this in the beginning of this video.
The AI use of the datalink is not fully implemented at this time. The use of the datalink requires each aircraft to be on the same preset network and on the same radio frequency. The AI do not dynamically change their presets to match the player's.
A network can be manually set up within the cockpit through the NET sub-page, which Wags demonstrates in this video:

The AI use of the datalink is not fully implemented at this time. The use of the datalink requires each aircraft to be on the same preset network and on the same radio frequency. The AI do not dynamically change their presets to match the player's.

The cockpit in the linked image is of a British AH1, which were essentially Block 1 AH-64D's license-built in the U.K. by Agusta-Westland. License-built aircraft and their avionics can differ in many ways compared to domestically-produced aircraft variants; which may account for why the tower symbol is green and not yellow. It is of no consequence.

If Easy Communication is disabled (which is an enforceable mission option), you need to use the PTT Radio controls.

Regarding Snowplow, it only works when in a "Pre-planned" weapon delivery sub-mode such as CCRP, or in NAV mode while the FCR is in GM, GMT, or SEA modes. You are in CCIP, in which the TGP should be slaved to the CCIP pipper. The "SP" option should not be displayed on the MFD button options when conditions exist in which Snowplow cannot be used. This will be rectified in a future update.
As for the second part when the TGP is slewing the steerpoint, this is correct behavior. To return the steerpoint to the original location, you must press Cursor Zero (CZ).
And welcome to the forums. 🙂