Raptor9

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.

I never said any such thing. I said the only wind limitations that exist are related to ground operations or when taking off and landing, in my very first reply in this thread. The OP asked about wind limitations when flying, such as in a hurricane, to which I replied there is no such thing as wind limitations in flight. Wind limitations within an air mass is antithesis to powered flight since airfoils must operate in relative wind to generate lift. There are airspeed limits for sideways and rearwards flight, just as there is a Vne, but these are not wind limitations. The concept of wind limitations in powered flight through an air mass is non-sensical.

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

Vne is not a wind limitation, it is an airspeed limitation, based on the movement through the air mass. Hovering at zero airspeed would not be, because you are stationary within the air mass. The turbulence would be hazardous, not the airspeed. Hovering at zero ground speed would not be a wind limitation either, because you would then be at an extremely high airspeed through the air mass. If you tried to hover with the heading not aligned with the airspeed direction with zero ground speed, that would be sideways or backwards flight through the air mass. Again, these are not wind limitations, these are airspeed and turbulence limitations.

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.

There is no such thing as wind limits for any powered aircraft during flight. Once they leave the ground, they are operating in the air mass. Regardless of the direction and speed that air mass is moving relative to the surface, the aircraft is flying through it. What does affect aircraft is various forms of turbulence, and such limits are based on their gross weight, structural limits, and margins of control. Any form of "wind limits" are only in regard to ground operations or takeoff/landing (such as crosswinds), because in these environments the aircraft movement and orientation is relative to the surface, not the air mass.

As stated, please provide a track file demonstrating these conditions that you have shown in the OP. I have never seen this happen in DCS, and I have flown near dawn and desk on multiple maps myself, so I have not reproduced the conditions or angles. I will also say that I have extensive experience with the AH-64D cockpit screens in real life across a variety of lighting condtions. Due to the combination of MPD mounting angles and in-cockpit glareshields, it is difficult to achieve direct glare from the MPDs, but certainly not impossible, and it is not uncommon to have the mid-morning or late afternoon sunlight shining on the MPDs or TDU that reduce their readibility, although not always to an unreadable level. Citing information from the internet is one thing, but those that have real-world experience understand the context these documents lack. So again, if you have a relatively short track without mods that demonstrates the conditions you posted in your OP, it would be appreciated so we can address this report. Otherwise we are at an impasse; as you've stated your problem, and we've stated what we need to evaluate it to address it.

@Indianajon, ensure this box is checked for any units that you want to prevent from auto-populating on the TSD.

@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.

Don't be sorry, it wasn't a jab. It was a way of letting anyone reading this thread know that there are resources available that explain things in the COM page beyond this particular question.

From the manual:

The UHF radio has a separate, dedicated GUARD receiver that is used to monitor 243.0 MHz when the UHF is set to any other frequency. If the UHF radio is commanded to the GUARD frequency, this disables the GUARD receiver of the UHF radio since the main transceiver is tuned to the frequency. The GUARD command on the MAN sub-page does not toggle the dedicated GUARD receiver, it commands the UHF radio's main transceiver to 243.0 MHz as an immediate method of accessing the emergency frequency instead of manually entering the frequency using the keyboard. The individual radio configuration pages (XPNDR, UHF, FM, HF) are not implemented at this time, although some functions on those pages may be partially implemented.

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)

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:

@al531246, please attach a track file demonstrating this issue, so that we can see how to replicate the precise angle of sun and cockpit/fuselage orientation that you experienced that produced this affect. If the sun is coming through the canopy and reflecting off an MPD or the TDU, the sun can produce a glare just as if it was reflecting off your cell phone screen into your eyes. If it is coming through the structure of the aircraft itself, then that is another problem, so we require a track file to replicate the conditions that you experienced to identify the problem.

Please attach a track (.trk), and the mission (.miz) file if able, so we can review it.

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.

Sighting point can be cycled using the following: OSB 10 on FCR MFD format OSB 10 on TGP MFD format TMS Right-Short with HUD as SOI TMS Right-Short with FCR as SOI and set to GM, GMT, or SEA modes.

Ensure you have selected OA1 or OA2 as your current sighting point. The triangle symbol for each will only display when the corresponding OA point is selected. The exception to this is in VIP or VRP modes, in which both triangles will be displayed regardless of sighting point, assuming they have been programmed with a range greater than 1. Please review this extensive changelog from the F-16 mini-updates that explains what improvements have been made to the F-16 systems in the 2.9 update:

Refer to NOTE 4. There are more datalink features coming, but they are not fully implemented yet. Wags was just showing the datalink features that are currently working as intended for the initial release of the AH-64D datalink. In other words, stay tuned.

Chuck's guide is likely out-dated. The procedures described in the current DCS F-16 Early Access Guide are correct. Pressing DCS to the SEQ position switches steerpoints 21-25 to MGRS entry format. As is with all videos shown for Early Access products, the functionality may change as the module is refined.

The video is titled "Datalink Setup", and Wags says in the video that it is "how you set up the datalink", and then mentioned what will be in the following video.

All Army aviators receive training in how to call artillery. I can't speak for how often the Lift or Assault communities practiced it, but Attack and Scout crews practiced it quite often. It's just as important as working with infantry, JTACs, fixed-wing CAS, etc.

Yes. And for those forum users out there (you know who you are) that have a penchant for posting documents that you should not, before any forum rules are violated regarding what can be posted here, AH-64D's talking to E-8's is open source information. However, how it is actually performed and what happens in each aircraft is not open source information.

My source is real world experience and hands-on use of what is actually possible, not a Google search of the internet. A lot of things change in the real world equipment from what is announced and what actually becomes reality. The A-10's SADL was supposed to be broadly fielded between the US Air Force and the US Army to enable direct communication with ground forces. It doesn't, because the Army decided not to field SADL after the fact. The Fire Support protocol was supposed to facilitate artillery fire missions via datalink, but it was depreciated and wasn't even functional, even though the option exists in the cockpit. Reality does not always conform to what can be searched for on the internet.