Raptor9

"MRM" (Medium Range Missile) is a weapon symbology sub-mode for when AIM-120 operation logic and targeting symbology is being presented in AAM or MSL master modes. As opposed to being in MSL master mode and having "SRM" or "HOB" logic/symbology for when AIM-9 or AIM-9X are selected, respectively. It's like how CCRP, DTOS, or CCIP weapon delivery sub-modes are displayed in the HUD when in A-G master mode. Not to say anyone can't refer to it however they want, but it may sound confusing when someone is trying to learn the F-16 module, pressing the DGFT/MSL OVRD throttle switch inboard to select Missile Override master mode and "SRM" is presented, or when pressing A-A on the ICP and seeing "MRM" displayed instead.

There are 7 master modes: NAV, AAM, A-G, MSL, DGFT, S-J, and E-J. Each are briefly described at the beginning of the Tactical Systems chapter of the DCS F-16 Early Access Guide, what occurs when transitioning to each master mode, and the default MFD formats in each mode.

@TAIPAN_, in your video, you set the left MFD to SMS format while in A-G master mode, and then press S-J. When this button is pressed on the SMS page, Selective Jettison master mode is entered. As @Tholozor mentioned, each master mode has its own set of MFD formats. The default format for the right MFD when in the S-J master mode is SMS format. But if you press the S-J button at OSB 11 on the SMS format while already in S-J master mode, it exits S-J and returns you to A-G master mode and the MFD configuration that you had when last in A-G master mode. You will notice that an MFD swap is not occurring, because the right MFD is set to BLANK format while in A-G master mode, but when you enter S-J master mode, the left MFD is set to FCR.

Just because you can de-select both TEAM and PRI, does not mean there is a functional purpose behind that possibility with regards to datalink. I think you are inferring that potential combination of settings as having a datalink function, rather than simply a result of the fact that each are independently selectable. If you have two separate rooms in your house, both likely have a switch controlling lights in each room independently of the other. You could have lights in either room turned on while the other was turned off, you could have lights in both rooms turned on, or you could have lights in neither rooms turned on. But that doesn't mean that walking around in the dark bumping into things with neither rooms' lights turned on serves a distinct function. Having said that, having potential network members already added into a network but de-selected from receiving traffic serves a function of contingency. They may not be needing to receive datalink traffic now, but they may at some other point in the mission. It's a lot easier when planning ahead than assuming that everything is always perfectly configured as planned. Also, I would like to point out that you have the TEAM and PRI functions backwards. That might be leading to confusion with understanding why one might be set up to receive only one type compared to the other, and why you can have everyone in a given network as TEAM but not PRI. This is described in the DCS Early Access Guide.

The physical switch position is there in the Pilot seat and you can press it; but just like the BUCS trigger, it is only functional in the CPG crewstation. It's a lot cheaper to mass-produce identical collective controls for each crewstation.

@AndreNL, regardless of whatever weapon system you have selected, the weapon system can only be targeted by the sight you have selected within the crewstation. If you have selected the gun, it will only follow your head if you have selected HMD as your sight. If you select FCR, the gun will point toward the FCR target with the diamond around it, it will not follow your head. However, if the FCR has no target, the gun (or any weapon you are using) has no target to aim toward which is why you have LOS INVALID displayed. If you wish to aim your weapon with your helmet, you must select HMD as your sight. This is the same logic in both crewstations, regardless of what weapon you are using. Also, you cannot select TADS as your sight in the backseat. This Sight Select switch position only works in the front seat since the Pilot has no way to contrll the TADS. @Grennymaster, you can use the FCR with any weapon system. Gun, rockets, and missiles. You just can't use the laser-guided missile variants.

Each COM Preset can be tuned to any radio, which means that whatever COM Preset network you are using for datalink, you can tune it to any radio you like, as long as everyone is on the same corresponding frequencies. If you want to use the same network settings for any of the other 9 Presets on the COM page, you must configure each network individually. But if your intent is to use datalink on a different radio, the only thing you need to do is tune the corresponding Preset on that radio.

Ensure the CMDS Mode knob is set to STBY when editing CMDS programs. Otherwise the updated settings will not be saved.

The FCR does not prioritize the same target multiple times. The FCR just sends the target location to the missile (same as if you lased the target using the TADS to send the target location to the AGM-114L). The missile itself finds the target on its own, which is how it achieves its "fire and forget" ability. If there are many targets clustered in close proximity, multiple AGM-114L missiles may lock onto the same target as each other, regardless of the prioritization order of the FCR. If you have a bunch of vehicles parked closely together, a laser-guided AGM-114K would probably be better if you want to destroy a specific target out of the group. It would be like if your wingman stored a specific truck among several parked next to each other, and then sent you the target point. When you slaved your TADS to the location and saw a bunch of trucks around your TADS crosshairs, for all you know it could have been any of them and you may shoot a different one than what he originally stored as a target point. The same concept applies; the AGM-114L itself may acquire a different target than you originally selected on the FCR page due to the close proximity to other targets. There are apparently some misconceptions on the LINK function as well; the LINK function simply provides a quick and easy way to slave the TADS to the location of the FCR's current target. However, the FCR and TADS do not correlate target data or operate together, LINK just gives the crew a method of handing off a target detected with one sight to the other sight, so the target can be acquired using the other. But if the intent is to designate the target with the laser, only the CPG can do this and only when the CPG is using TADS as his sight. The addition of LINK will not change this, nor will it change how the FCR functions.

Reported. Thanks.

The X symbols let the crew know where they have fired a missile, so they can perform Battle Damage Assessmemt after the fact (which is why these locations are sent in a BDA report). It doen't mean targets at those locations are dead, it means that is a location at which BDA should be performed following a missile engagement. Again, these are all tools to provide the crew with information, so the crew can decide what to do because the FCR cannot determine such things. You can change the scan zone size, move the scan zone, change the priority scheme, use PFZ/NFZs, etc, if you want to isolate specific areas that you haven't engaged yet to avoid double-tapping the same area. But even so, if you see an X symbol underneath an FCR target after performing a subsequent scan, nothing is stopping you from pressing the NTS button to skip that target. The FCR is not a super-sensor. It cannot record a history of what has happened on the battlefield, it can only show the pilots what targets it has found on the most recent scan with an appropriate priority ranking. The crew must still use discretion and judgement before launching munitions.

As stated in this thread and several others, the AH-64D FCR (or any radar system for that matter) has no way of knowing what targets are dead or alive. The implication of such is outside reality. In addition, the radar system will not blank out sections of the battlefield simply because a munition has been fired into that location. This too is beyond reality and good sense. If I was a tank commander and started seeing my vehicles getting hit by missiles, I would just radio everyone to park next to tanks that have already been hit if I knew those areas would be inhibited from being fired on. Pilot's are not just button-pushers. They must have situational awareness of the battlefield and use all available sensors at their disposal, along with good judgement and training, to determine the appropriate course of action. There are many other tools onboard the AH-64D that are used in combat; the FCR is never used by itself to just "scan and spam" Hellfires. Nor do fighter pilots simply fire BVR missiles at every radar target that appears in front of them.

Hello @HMSSURP, the DTU page is not implemented yet and is not available at this time. It was shown during early versions following the release of the DCS AH-64D, but was subsequently hidden while the devs work on it. That is why you may have seen some early videos showing it, but there is nothing wrong with your install.

The TGT SEP function can only separate RWR symbols in a radial fashion, outward from the center. If the radar symbols are in "Search" mode along the outer ring of the RWR display, they cannot be separated outward any further.

Single-engine operations are considered an emergency situation, not normal operation. Multi-engine aircraft are designed with the number of engines they have out of necessity to achieve the required amount of performance they need to fulfill their purpose. If a multi-engine aircraft did not need all of its engines to perform its mission, there would be no reason to use all of those engines, which would needlessly increase gross weight, fuel consumption, complexity, costs, maintenance requirements, logistics demands, etc. Single-engine operation is meant for recovery to a friendly area where the aircraft can be repaired and put back into service, but this may come at the expense of aborting the mission, jettisoning external munitions, and losing hover capability; meaning you will need to keep your airspeed above the VSSE value shown in the TAS window on the PERF page. If VSSE is displayed as "?", you cannot maintain level flight under single-engine power; which would be the case if at high altitudes, high temperatures, high gross weight, or a combination of these factors. In such a scenario you will want to try to attain the maximum endurance airspeed (the END value shown in the TAS window on the PERF page), which will give you the least amount of descent rate so that you can travel as far as possible to a suitable landing area before you are forced to land, or perhaps descend to a lower altitude in which a VSSE value exists. Jettisoning the external weapon pylons may lower the gross weight enough to achieve this as well. Having the ability to maintain controlled flight with one engine operational, even for only a brief amount of time, is preferable to losing all engine power completely; which would result in an autorotation followed by a high vertical impact into the ground, at best. This means that even if you cannot return to a friendly airbase or FARP under single-engine power, it is more likely that the aircraft can be put down into a suitable landing area without injury to the crew and without damage to the airframe, allowing it to be recovered at a later time and put back into operation. Further, the other multi-engine helicopters in DCS will also be subject to the same situation. If you only have one engine operational in the Ka-50, Mi-24, or Mi-8, you will lose hover capability and will need to maintain a given forward airspeed to maintain flight, and may also be forced to jettison external munitions to achieve this.

Speaking as a player myself (I'm not a dev or part of the DCS CH-47 project); although I do see the potential for how useful such things would be in a dynamic campaign as well as a multiplayer server, I think there are elements to logistics gameplay that are overlooked in all of this. There are many challenging conditions that can be created for CH-47 gameplay that are not reliant on directly seeing the results of your actions at the "real-time strategy" campaign level. For example, imagine that you are flying a CH-47 in the middle of the night under NVG's, banking and turning down among the trees on your way to assault an objective with a platoon of troops in the back, with three more CH-47's right behind you. You need to time your arrival perfectly so that you are touching down at the LZ right after a flight of AH-64's and A-10's begin striking targets in and around the objective. While enroute, you encounter enemy units that the Intel section didn't know about, and you need to dart down a different valley to avoid contact and devise an alternate route to the objective. Your copilot starts rapidly punching away on the CDU to re-calculate an alternate route around the enemy forces. You hit the gas and speed up because you need to be wheels down at the LZ at a precise, pre-coordinated time. Arrive too early and the enemy forces near the objective may detect and engage you. Arrive too late and the initial surprise of the AH-64 and A-10 strikes may have subsided and an enemy counterattack is mobilized, threatening your insertion into the LZ or your egress from the area. On top of that, the detour and higher speeds is now eating into your planned fuel reserves and you may need to divert to a closer FARP on the way back. And you're doing all of this while flying under NVGs at low altitudes, trying to not hit trees or wires, reacting to RWR warnings, glancing down at your ground speed and ETA at the LZ, etc. Anyway, that is just one example of how engaging and challenging a scenario may be outside of doubling as a ground force commander that is moving combat forces around the battlefield. I'm not saying that sort of gameplay doesn't also sound fun and interesting, but there are lots of scenarios that can be developed that can immerse the player into CH-47 operations. It just comes down to whether the gameplay of a given mission is more focused on simulating being a CH-47 pilot in itself, or being a means to bring about larger strategic effects in a large-scale environment. Both have their merits, depending on a player's preferences and interests.

Nothing. As I already stated in my posts above, the only two ways to command Cursor Zero and remove steerpoint cursor deltas are: Press the "CZ" OSB on the FCR, TGP, or HSD MFD formats; while in a pre-planned sub-mode (CCRP, LADD, PRE, etc) or NAV. Press TMS Aft while the TGP is SOI and the TGP is not in POINT/AREA track mode; while in a pre-planned sub-mode (CCRP, LADD, PRE, etc) or NAV. The only variable that the TGP itself has to play is that if a TGP is not present, then number 2 does not apply and only number 1 is possible. Period. Finito. End of story.

TMS Aft contextually changes function based on master mode/sub-mode, the current SOI, and the state of the sensor that is SOI. If you create a cursor delta and offset the steerpoint, it does not matter how you incurred the delta or with which sensor, there are only two ways to perform CZ as described above. If you have FCR as SOI, TMS Aft will perform a target reject out of FTT/MTT. If you have HAD as SOI, TMS Aft will reject the designated threat symbol. If you have TGP as SOI, it will exit POINT/AREA track and enter Inertial/Slave mode (I forget which it is called precisely); but if it is already in Inertial/Slave mode, TMS Aft with TGP as SOI will perform a Cursor Zero as a hands-on shortcut instead of pressing CZ on any of the MFD formats that show it. But all of that is assuming you are in a pre-planned submode like CCRP, PRE, etc. Other master modes like A-A or other A-G sub-modes like DTOS will result in different TMS Aft commands. Many of these are listed in the DCS F-16 Early Access Guide. However, the F-16 EA Guide is currently receiving the next round of needed revisions and updates to better explain these concepts with regard to Pre-planned vs Visual submodes, SPI, cursor slews, etc. It is just a lot of abstract concepts that need to have clear descriptions and accompanying illustrations.

There are some sub-modes where TMS Aft performs a "Target Reject" function like Cursor Zero. Like if you are in DTOS or VIS mode and you press TMS Aft while HUD is SOI, it is rejecting the target and returning DTOS/VIS to pre-designate. But in pre-planned modes like CCRP or PRE, performing Cursor Zero to reset the steerpoint offsets by pressing TMS Aft should only be possible if the TGP is SOI and the TGP is not in POINT or AREA track. If the TGP is not SOI when in CCRP, PRE, LADD, etc, TMS Aft should not perform CZ, but rather the function that is associated with the TMS functions of that selected SOI.

The only two ways to command a Cursor Zero is to press the "CZ" OSB on the FCR, TGP, or HSD MFD formats; or to press TMS Aft while the TGP is SOI and the TGP is in SLAVE mode (i.e., the first TMS Aft takes it out of POINT or AREA track and it enters SLAVE mode). In this context, CZ is added to the TMS commands when TGP is SOI as a hands-on shortcut to command CZ without needing to reach toward the MFD to press a button. However, the CZ function resides within the avionics SPI logic and isn't a TGP function.

The DCS AH-64D Early Access Guide is accurate. The tuning ranges and intervals for the four primary radios are listed below: VHF radio: 108.000 - 151.975 MHz, in 0.025 increments UHF radio: 225.000 - 399.975 MHz, in 0.025 increments FM1/FM2 radios: 30.000 - 87.975 MHz, in 0.025 increments As stated, there is already a report submitted to rectify the radio tuning capabilities in the AH-64D cockpit, and in the Mission Editor; although in the case of the Mission Editor the tuning interval is the only issue whereas the tuning ranges are accurate. However, after reviewing the DCS EA Guide, there is one location on page 267 that fails to mention the possibility of tuning 108.000-115.975 for receive only operations. Although the VHF receive-only frequency range below 116.000 is mentioned in other locations in the EA Guide, this particular location needs to have it added.

The frequency tuning ranges and intervals are already reported for the VHF, UHF, and FM radios. The VHF radio can be tuned down to 108 for receive only of navaid information. The HF radio is not implemented aside from its manual frequency tuning capability.

It is worth noting that the FCR in the DCS AH-64D module already cannot detect the difference between military and civilian units. If you were to place a civilian truck on the ground next to a military truck, the FCR will indeed display them both as wheeled vehicle symbols in the cockpit. If you are asking why the FCR does not detect the randomly generated "civilian traffic" when enabled in the mission options, this is because the "civilian traffic" is part of the scenery layer of the map itself and are not actual unit entities in DCS. As for the F-15E, it is my understanding that the module's radar simulation procedurally generates these radar contacts on the radar along the road networks of the map, based on the civilian traffic setting in the mission. The module is still in early access, with more features and refinements that are planned down the road. You will need to be patient.

@NineGzuz, thank you for your interest in the DCS AH-64D. Unfortunately, what you are asking for is not planned. There are plenty of reasonably priced joysticks, some with twist-sticks for yaw and sliders for collectives; and such devices are worth the investment in my personal opinion. But an arcade flight model that has been designed for use within a "first person shooter" genre is not in the plans for DCS AH-64D.

The DCS F-16C Early Access Guide includes such procedures in both the Procedures chapter and Appendix A. It is as close to a realistic checklist as what can be publically researched.