Frederf

It should be in KCAS. Obviously it can't be real pitot-static airspeed measurement over dozens of miles but it's a calculated equivalent based on various info. From memory it's in increments of 5 or 10 knots and the track symbol is displayed in only 16 orientations (every 22.5 deg).
I think the other displays and calcs aren't limited to these steps.

CCRP/DTOS/delayed CCIP can release at any angle (45, 60, 90, 120). The problem is that if you are near the maximum toss range and anything goes wrong which reduces toss range then you will get no solution because at no point is the projected impact close enough to the designated target to allow a release. You see that the solution cue gets really, really, really close to the FPM during the maneuver. You were just outside of toss range the entire time. Notice the "44" for predicted release angle which appears both before and after (but not while passing) 44 degrees.
The max toss cue is based on a lot of assumptions that you may or may not comply with and let's be honest it might not be 100% accurate. It should also be noted that 45 degrees is not the maximum toss angle if the release point is above the target in elevation. I know we learned 45 is maximum in grade school but it's only correct for the same elevation beginning to end. If you try to toss something from 10,000' to 0' a 45 degree angle will have less range than a smaller angle. The toss range of 35 degrees is very very close to the maximum (like 90%) and has much better tolerance to ensure release. Plus you spend less time up above the deck getting shot at in seconds.
In a perfect world one should be able to meet the assumptions exactly and release at 44.999999 degrees but that prediction is perfect and/or that pilot will achieve agreement with assumptions exactly are not high confidence.

The ASE is about if the missile can turn to hit the target. It is mid-course INS guided after all. It's not strictly necessary that the TOI be inside your radar at the moment of launch. Tracks will coast after radar update for up to 13s.

The 5-position knob is a little confusing. It's easier to understand if you think of the four functional positions (excluding off) as really only two positions: coverts (covert all, covert form) and normals (covert a/c and normal). The two alternate selections are basically normal with alternate anti-collision operation. Covert form is covert all with visible A/C lights. Covert A/C is normal with covert A/C lights.
One way of thinking about formation lights is to consider formation light function as a lower priority job which lights may perform. Whether or not a particular light is participating doing the job of being a formation light depends on covert status and if the light is being overridden for a higher priority function. The lights which may participate in the job of being a formation light are:
Upper formation light Lower formation light (not covert capable) Upper wingtip formation light Lower wingtip formation light (not covert capable) The wingtip lights only participate as formation lights if they aren't doing the higher priority job of position light instead. That means the wing/tail switch is in the middle off position. The top and bottom formation lights that's their only job. Visible wavelength lights are inhibited when in one of the covert modes (all/form).
The formation rotary knob adjusts the intensity of lights which are:
doing the job of a formation light visible spectrum So according to #1 if wing/tail is not set OFF then the wing/tail lights are being position lights which is a higher priority job than formation and thus not adjustable. The covert lights are only bright or dim capable, not variable intensity. So the form knob will only adjust visible wavelength formation lights. In covert with wing/tail off the formation knob does nothing and the covert lights are set to bright.

Best way to depart naturally is:
Aft CG (centerline, a certain fuel state) Lateral asymmetry like 2-3 AIM-120 on one side Assault two or more FLCS limiters simultaneously There is a really good Code One magazine article from 1993 written by Joe Dryden on the subject. Most departures self-recover due to how the FLCS works and the stability margins. To get into a deep stall it's needed that the AOA is in a certain range and the pitch rate is very low. Just a departure is not enough. The regions where stab "pitch up" generates a pitch down moment and the opposite are very small at about +-55AOA and only +-5 degrees wide.
FLCS normally does a good job of preventing departures. With high pitch rates it's possible to blow through normal limits into departure territory. It's practically impossible to do this only in pitch (except deliberately with MPO).

FCR GM/SEA modes don't generate synthetic identifiers like GMT (hence the term GMTI). There are trackable "hot spots" called discretes in mapping modes but it's similar to Maverick video tracking, looking for the edges in a kinda analog type logic. Certain large targets (trains/ships) can frustrate tracking if the object is larger than the range resolution. It's stated that GMT mode can have superior detection capabilities to SEA of small/slow vessels. Selecting a target in GM/SEA requires the pilot recognizing the bright spot (or general landscape shape) on the image and slewing cursors accordingly. If the pilot wants FTT then designate with cursor over discrete although this is not commonly done, SEA mode disables drift detection for FTT although both GM and SEA can FTT moving ships provided the return doesn't degrade. There is no logically "stepping" through targets on GM/SEA or anything like that. If you want synthetic "logical" objects, you want GMT mode. Difficulty occurs with essentially stopped target vessels which GMT naturally disregards by its principle of operation. GMTT is done by designating from GMTI and the radar goes through an acquisition process for a moving target belonging to an indication in the previous mode at the cursor position.
Slewing FCR cursor or FCR tracking in an AG/NAV preplanned mode should have all slaved sensors (i.e. TGP) forced to equal the radar's. This is the F-16's "single LOS" principle and it should be impossible to move or have tracking FCR while TGP is tracking simultaneously. Right now it doesn't and it's a known issue. The workaround is to keep cycling the sighting point (even if the label doesn't change) which will force the TGP to update LOS to the radar cursors at the moment of sighting point change. TMS up shouldn't cycle sighting point through OAPs, that would be TMS right on most SOIs (except for SOIs which use TMS right for something else). Anyway OAPs should not be in the rotary list if their RNG value in DEST is 0 feet which disables them from use.

There are various optimum trajectories based on what parameter you're optimizing (minimizing), e.g.:
Minimum time to climb (2) Minimum fuel to climb Minimum time to distance Minimum fuel to distance (3) Balance of minimum fuel and time to distance (1) The commonly defined climbs are the (1) MIL climb schedule, (2) MAX AB climb schedule, and (3) HOME schedule. As the name implies MIL/HOME schedule is the most efficient trade of fuel for position (range and altitude) and rely on using maximum dry thrust, aka military power, aka MIL power. In any jet airplane the most economical trajectory is at MIL power. The HOME profile is the actual (or best attempt) at minimum fuel and it's slower than MIL schedule. MIL schedule is slightly less economical than true minimum fuel but it's faster. They figure out how to use 103% or 110% or whatever of the true minimum fuel required and then figure out how fast can it be done with this reduced economy. So instead of climbing at 330 knots for 100% minimum fuel burned you climb at 440 knots for 105% (numbers for example only).
MIL climb is based solely on drag index. More drag, more slow. I made a cheat sheet because it's faster to reference than the manual's big diagram.

From drag index at bottom go up to the blue line and look left for airspeed, look right for Mach. To do the climb put engine in MIL and pitch to do the lower of the two speeds (airspeed will be lower to some altitude then follow Mach).
For MAXAB climb (usual for interception mission getting up high fast) it's about riding the PSmax curve which is essentially M0.9 always so just full burner and pitch for M0.9. The fun one is to get a friend at 200 knots, 10,000' right beside you and have a race up to 35,000'. He will start climbing and you will descend first (to get on M0.9) and still beat him to altitude.

In the GND SPD switch mode it changes to INS GS for speed and also INS track (instead of heading) for heading.
CAS: speed KCAS, heading magnetic
TAS: speed KTAS, heading magnetic
GND SPD: speed INS ground, ground track
The heading tape HUD element can (will) change switching between CAS/TAS and GND SPD but will never change switching between CAS and TAS.

The tracer effect was based on a video in humid conditions where the rounds left a vapor trail. You can bring the PGU-15 load they just are kinda boring.

It's just the natural flow because you're holding designate and slewing to find the best place to release the switch. Ergonomically it sort of how TMS release works with TGP point and Maverick track. Rapid radar energy in a small space will find stuff that infrequent radar energy won't. Plus you should have a high quality track forming from spotlight that can be tracked right away where a single search hit would have to go through a longer and fallible acquisition sequence.

You want to use the "special for joystick" action with the Warthog Throttle boat switch. The one's you have boxed in red will toggle between two positions every press. The top action will go to DGFT when button is pressed and go to center when button is released.

Because you're slewing. Your controller is providing slew input even when you aren't touching it. Try unbinding your cursor axes and see if it still does it.

It's not and it has changed. OAPs are fixed relationships between sensor point and steerpoint (target). The idea is that you know a fixed relationship like there is a metal tower 1000' to the east of the target. You enter 090.0°/1000FT for OAP and then put the OAP triangle over the metal tower which can be visually through HUD, by TGP, or by FCR track. Once OAP symbol is over the metal tower then you know TD box will be over target 1000' to the west. This is good when target is hard to see with eyes or radar but there is a known offset to a distinct object nearby.
The only way the bearing/range values change is DED/ICP entry by the pilot or DTC load only. Slewing, CZ, etc. don't erase or alter this relationship. If you CZ then steerpoint goes back to where it started and OAP goes back to original location plus the entered offset bearing/distance. They'll get it right with some changes.

There's no direct way to use autopilot in this way. Best you can do is pitch channel to attitude and roll channel to INS steering. You can do some quickie math to figure out how many FPM are needed. There should be an ETE or ETA figure on the HUD. So if your next waypoint is 5 minutes away and you have to lose 5kft then you want a -1000fpm descent. Hold the AP paddle on the stick and dive until that vertical speed is on the VVI tape (between legs or on HUD if enabled). It won't be exact though so it's usually best to get to altitude slightly early and then fly level through the next point.

There can be up to 3 navigational routes, flight plans if you will. DCS only populates NAV1 from the mission editor. Lines1-4 have traditionally been up to 5 waypoint-defined connected line segments each which could outline boxes or other shapes on the HSD.
We don't haves NAV2, NAV3, or any LINE yet so there's nothing to show/hide. NAV1 should show/hide the flight plan route though.

In short, the switch is working correctly. A bit of understanding will help explain why.
The F-16 pitch channel autopilot switch is a complicated switch. It's spring-loaded to return to center with solenoid mechanisms to keep the switch stuck in the up/down positions based on computer logic. This means if the switch returns to center when pilot finger pressure against the spring is removed depends on the solenoid state. Your three-way device switch is logically two buttons associated with the up and down positions. With switch up DX27 is pressed. With switch down DX28 is pressed. With switch center no button is pressed.
When the solenoids are unpowered the switch will fall to the center position by spring force unless the pilot is actively holding the switch with his finger. DCS is interpreting buttons 27 and 28 as the pilot's finger pressing the switch into the up and down positions. Releasing button 27 (28) represents the pilot ceasing to push the switch to the up (down) position.
DCS is not interpreting release of those buttons as is actively returning the switch to center by force. Ceasing pressing the switch results in the switch falling back to center only if the solenoids are unpowered. Of course a real pilot has an additional option: actively grab the switch and pull it to center regardless of the solenoid magnetic sticking. That would be a distinct action like "Autopilot PITCH Switch - A/P OFF" which your controller doesn't naturally have a separate button for.
It is possible to construct a DCS action which releasing the button commands the switch into the center position. The "Autopilot ROLL Switch (special) - HDG SEL/ATT HOLD" action is such an example. Because of the complex nature of the switch an explicit "move this switch to center" action wasn't made. Looking at the three commands in the .lua files it looks like there isn't a specific way to get the same behavior.
My solution was to write a TARGET script which pulsed the switch on and off and made the center position command the center position with a specific separate button.
Usually there is a way to construct custom .lua input actions so that it does something on the down stroke and something else on the up stroke (release). The default commands are:
ALT down 1, up 0 OFF down -1, up none ATT down -1, up 0 What you want is some kind of:
ALT down 1, up something which makes the switch go to center ATT down -1, up something which makes the switch go to center I'm looking into how to make that. EDIT: OK, it's somewhat simple. The inputs 1, 0, -1 are relative switch movements. +1 goes up a state, 0 remains a state, -1 goes down a state. So this is my Quaggle's custom input section. I hope that helps.
return {
    keyCommands = {
        {    down = control_commands.ApPitchAlt_EXT, up = control_commands.ApPitchAlt_EXT,   cockpit_device_id = devices.CONTROL_INTERFACE,    value_down =  1.0,    value_up = -1.0,    name = _('AP Pitch - ALT'),        category = { _('Custom')}},
          {    down = control_commands.ApPitchAlt_EXT,                                                                            cockpit_device_id = devices.CONTROL_INTERFACE,    value_down = -1.0,                              name = _('AP Pitch - Center'),        category = { _('Custom')}},
          {    down = control_commands.ApPitchAtt_EXT, up = control_commands.ApPitchAtt_EXT,   cockpit_device_id = devices.CONTROL_INTERFACE,    value_down = -1.0,    value_up =  1.0,    name = _('AP Pitch - ATT'),        category = { _('Custom')}}
    }
}

Depends on the terminal speed, impact angle, and the post-impact slowdown. 590 knots is 1000 fps which is 1' per ms. I did a test and got about 1500 fps with a GBU-31v3 which is about 1.5' per ms.
For terminal angle divide by the sine of the angle from horizontal, e.g. +15% for 60° +40% for 45°.
Slowdown is the most nuanced. A thin, soft building won't reduce speed as much as something hard. If you knew the burying depth for a given impact (e.g. 20' at 1000fps) then you could assume it was losing 50fps per foot of hard material. Maybe think a commercial high rise is 3' worth of hard surface every floor so 6' total. Take the average of the initial impact speed, final speed 1000+900/2 = 950. Tin shack practically nothing, concrete bunker much more.
So you want to go 25' (one and a half floors) through say 6' of hard material at 1300fps average on a 60 degree impact angle. T = 25/1300 * 1/sin(60) = 22ms. That seems quite a small delay. I think 60-180ms is more common historically but that might be against hardened targets which would bring down the average velocity a bunch. 5ms per floor sounds too short as it would have to be covering an average of 2000fps of height change.
And of course this all depends what FMU is on the bomb. If it's -152 then you can program it on the fly. If it's -148 then your SMS settings don't change anything.

Your AP paddle is stuck on. I take over at :56 and depress/release the AP paddle and it resumes normal operation.

You don't just hit enter twice, well the coordinate element is a two stage process. You enter DD°MM'SS'' and then in the second entry window is for the .SS'' fraction. By hitting enter twice you are essentially entering DDD°MM'SS.00'' and not a more precise location. Try for example to enter N 34°12'55.76''.

MAN means manual threat entries for the HTS. When there are entries in the table OSB2 will have "MAN" label and can be selected as the "12th Class". Entries on the HTS MAN page are searched for if MAN is highlighted on the THRT subpage.
F-16 HTS Manual Entry.trk
https://forum.dcs.world/topic/289473-hts-ded-page/
 

Your antenna elevation is pegged to the minimum. The little blue T on the left side is low and the altitude at cursor range are -40 and -70 top/bottom.

Chart scales have an associated chart imagery layer slot associated with that scale.  Some of the slots have chart imagery loaded and some do not. You can adjust the map range to chart scale association to use a chart scale with imagery.
To change the displayed scale for a certain map range:
TSD displayed MAP (B4) select Range (R1, R2) set desired range scale TYPE CHART (L2) verify SCALE (L3) select Option (L3-L6, R3-R6) select desired scale MAP (B4) deselect Whenever the map range is changed the associations will revert to the default.
Caucuses has the following scale imagery:
1:5,000,000 1:2,000,000 1:1,000,000 1:500,000 1:250,000 Syria has the following scale imagery:
1:1,000,000 1:500,000 The scale menu realistically won't show or choose chart layers with CADRG graphics that it doesn't have loaded so the blank layer issue won't happen in reality. I also think that the scale association is memorized when changing range settings but I'm not sure on that.

All I can find is that you'll get battery fault messages on the EUFD.

SPBRK I think. If you use the HOTAS category filter the length shrinks to a reasonably short list.

Turning the CRS knob on the HSI will provide crosstrack deviation relative to the entered course by CDI position in a similar way to say the A-10 or any civil VOR instrument. There's nothing specific on the HUD about steering for a particular selected course to approach.