Frederf

A designate on a contact will attempt a track, surely. The notion that every designation of a contact results in a successful track is news to me.

Mirror toggling only works if enabled in options. Mirror rendering can only be disabled in cockpit if enabled. If option is disabled it is not possible to enable by key stroke. In real plane the mirror moves in fixed housing.

This is not true. A contact is inferior info to a track.

What's your input device for slewing? If it's an axis there's a good chance your 0 output isn't 0.

Indeed AD/AD2 is for the two arming delay times associated with the nose and tail fuze on a category 1 weapon. For NSTL or TAIL selections the summary time (time shown on SMS outside of CTRL page) will reflect the AD2 entry, otherwise AD time value is shown. Function delay is not represented by these times. The difference between instant at 120ms delayed detonation for example has no bearing on aiming, safe separation, fuze clearance, etc. and so the airplane doesn't really concern itself with that weapon property. Refer -34, Stores Management Subsystem, Air-to-Ground Mode Pages

Category 1 - Weapons with two arming delay values for fuzes, e.g. Mk 82, GBU-12 Category 2 - Weapons with arming delay and height of function burst, e.g. CBU-87 or Rockeye II (FMU-140) Category 3 - Weapons with burst delay and desired height of opening, e.g. CBU-52, CBU-58 (timed opening, dunno if these ever had radio proximity) Category 4 - Weapons with a primary burst delay, option delay, and desired height of opening, e.g. Rockeye II (Mk 339) Almost everything is going to be C1 or C2 in DCS. C3 and C4 are time-based CBUs which are largely antiquated. The settings entered on the CTRL page would have no effect on the actual performance of the weapons. They are there to inform the airplane for weapon aiming and safe separation guidance only. LADD is a special form of CCRP for low altitude drogue delivery. It's mostly the same except there are a few more symbols to help you do the delivery maneuvers. Pull-up Range (PR), Time Of Flight (TOF), and Minimum Release Altitude (MRA) would be prepared details based on ballistics, winds, and safe separation respectively. It's a special very rigid type of delivery for special weapons within narrow constraints.

Indeed that's where that feature would be displayed but the particular line in the manual is blank.

In some F-16s when the TGP is returned to the steerpoint it is intentionally locked such that no slew input can move the LOS of the sensor until a TMS command is entered. This prevents accidental slewing when employing weapons like JDAM which could cause a miss. Took me a second to find where I read that: TGP is only allowed to slew when SOI and reporting track (point/area/rates).

GS is taken directly from the INS. What is the INS DED page (LIST-6) showing for GS?

That's more or less how it should go. While the designation data stream is active it's continuously supplying that location to the currently selected weapon. If you shut off the data stream then you can switch weapons without overwrite. However there might be a small detail if the data is supplied via waypoint then it might not instantly overwrite on selection (other sensors yes because their location is always in flux). I'll have a read and see if it is applicable to this situation. EDIT: Happy to report that WPDSG for TOO JDAM does not continuously overwrite target. The writing correctly only occurs at the moment of WPDSG creation. Sensor target source is more or less continuous because the location data provided is constantly fluctuating and these changes count as updated target location which will overwrite without a dedicated designation action.

short or long just refers to the duration of the press

SPI is like a parking spot. The pilot doesn't make the spot, he chooses which car gets to park there. SPI is like a hand puppet. The pilot doesn't move the puppet, he chooses which hand goes in. SPI is like an elected representative. The pilot doesn't control anything except he chooses the representative. A large quantity of people have been known to have a poor understanding of SPI conceptually. "Make a SPI" is a wrong notion in itself, there's never a SPI, only the SPI. With rare exception there is always one SPI, neither created nor destroyed, like a king of a kingdom. It's a privileged position. Also the sensor has 100% control over the location of SPI. The next second the sensor could decided SPI is on the Moon or in the lands of Mordor. The pilot must have trust and understanding that his only power is choosing the sensor and that the sensor, often continuously, changes the location of SPI according to its whims. Creating a SPI as a concept sounds a lot like creating a bookmark in space which is both wrong and a common misconception. Any phase like "make a SPI with" is, deliberately or not, contributing to the misinformation of others and disrupting their understanding of the concept. A positive information statement like "make TGP the SPI generator" is good. A neutral information statement like "make TGP SPI" neither helps nor hampers understanding. "Make a SPI with TGP" is bad.

Very similar COMM Switch - COMM 1 (call radio menu) COMM Switch - COMM 2 (call radio menu)

Usually AIM-9 seeker is nutated in a particular pattern so the field of regard of the seeker is larger than the seeker instantaneous field of view. Nutating the seeker is usually something the airplane does.

The AI type menus are reached for the COM1 and COM2 radios on the throttle grip called: Transmit Switch - UHF (call radio menu) Transmit Switch - VHF (call radio menu) They default to RAlt + ; and RCtrl + ; respectively. Tuning (changing frequency) is normally done with the up front controls (UFC) which is a combination of the integrated control panel (ICP) for entry and data entry display (DED) for viewing. The COM1 radio (UHF) can be tuned in back up mode if the C&I knob is set to backup and using the backup UHF panel on the left console. The COM2 radio (VHF) does not have a backup control.

CMS left does different things on different F-16s. Sometimes it changes ECM priority, others runs an ECM program. This F-16 has program 6 apparently.

Semi and auto pick response based on the threat in the MDF, not manual programs 1-4. Program 5 is slap switch. There's no such thing as program 6. So for example CMS aft does the MDF, CMS forward runs the selected manual program, slap runs 5. So try chaff on 1 and flares on 5.

LMC is an inertial mechanism that doesn't use the image. It's 'blind math' that would work the same even with black paint over the lens. IAT analyzes the image itself to pick out distinctive shapes as trackable like Maverick, Shkval, TGP point, AIM-9X, etc.

With programs 1, 5 and automatic there are three responses at your fingertips. What response auto picks is black box magic but one could put chaff on program 1-4 and flare on 5 to have separate respone. As for responses themselves that's a deep topic but first order you want to think about duration and how many items produce acceptable protection per engagement.

I'm sure you're aware but in case you're not and to others who aren't there is something you can do as a user. Custom commands can be added to DCS input lua files and even more easily with Quaggles injector mod ( https://forum.dcs.world/topic/270487-dcs-input-command-injector-mod-add-custom-binds-in-your-saved-games-folder-instead-of-having-to-merge-them-with-developer-changes-each-update/ ). I don't mean to detract from the request for a first party command addition.

The ME option to set a radio frequency should have no effect over the human pilot's ability to tune his radios freely.

I wasn't able to get GBU-38s aligned without a full 4.0/0.8 airplane alignment or equivalent stored align. Can you check your align page?

yes

I believe you. By strength I mean that loosely as "amount". If the system just integrates over time above a threshold signal that would have similar behavior.

The so called optimum climb profile isn't the minimum fuel trajectory but a compromise which is quicker with a small fuel inefficiency (it's really small). MIL thrust and follow the airspeed or Mach reference, whichever is lower. In practice that means airspeed first then Mach above a crossover altitude. When the CRUS HOME logic is added you can compare the minimum fuel guidance to optimum. Optimum cruise is usually 24-34kft at 250KCAS/M0.84. This depends on weight and drag. One should get 7-9 lb per nm economy cruise. With good management you can go a long, long way. I think I did a 1500nm run without refueling. If you want to train where you shoot a lot, don't take a lot, put on infinite ammo with a normal mission load. Make separate missions for different weapons instead of hauling it all on one. USAF rule is AB required for takeoff if available runway is less than 200% available and stay in until 300 or 350 knots. Must have 1200 pounds or more at FAF, 600 is emergency.