Raptor9

This was already reported internally; unfortunately it was discovered during final testing right before the most recent update went out and we were not able to fix it in time. In the interest of specificity, the bug isn't really about the activated PFZ as much as the fact that the NTS (and ANTS) are being designated immediately upon initial target detection within the first scan cycle. When a scanburst is initiated, the NTS, ANTS, and the entire target ranking process should only be finished when a) the first scan cycle within the scanburst has been completed or b) the scanburst is aborted by the crewmember in any way. As a result, currently the FCR is not getting a chance to complete its first full scan cycle and getting a full look at the entire scan volume (to include all targets inside and outside the activated PFZ), its just putting the NTS on one of the first targets it sees, and the entire ranking process is thrown out of whack. The bug doesn't affect the NFZs since those areas are occluded from the FCR page entirely. But thank you for the report, in case others find similar behavior in the short term.

As Wags stated in his video, he was just showing what is needed to get the CH-47F engines started. There are a lot of other things that will be added to the Early Access Guide over time, such as how to perform a flight controls check, setup the navigation systems, etc. But many of these checks are not needed to just go fly in the game; even the FADEC checks are not required despite being shown in the Early Access Guide procedures. If players want to run through every item that would be performed in real-life, they can certainly do that, but that wasn't the intent of the video. Personally, I never do a flight controls check when I get in the F-16 or F-18 either, but I think some people insist on speculating on things to start drama when it really isn't necessary. Not saying you were doing it, just agreeing with you it was hardly worth getting upset over. Don't read into the graphics showing the internal cargo loading. It just happened to show a graphic with four pallets numbered in a manner to illustrate the reverse loading concept and why you can't unload the pallets that are in front of others, not without cutting the aircraft in half.

What it comes down to is proper mission planning. Once you know where you need to be and when, you "backwards plan" from there to determine your routes, speeds, and takeoff times to be where you need to be at the time you need to be there. Such planning uses the formulas included in the Early Access Guide on the second to the last page.

Yes, the Update position has nothing to do with storing points via any sight. I brought up the NOW button because you had mentioned a second store button, which is the only other store button command besides the STORE/UPT switch on the TEDAC. But yeah, you can use the TEDAC STORE button to store a WP or TG via the HMD or TADS, or a TG point using FCR.

Pressing the STORE/UPT switch to the STORE position on the left TEDAC grip. The UPT position is only for performing an INU position update, which is not modeled yet. If you are asking about the NOW command on the MPD, this only stores a fly-over point, per the EA Guide pages I stated above.

This is already known, and is caused by the same bug that has broken C-Scope. But thanks for the report.

I just tested it in DCS, and it is behaving correctly for me, in accordance with the DCS AH-64D Early Access Guide pages 242-245.

Yes. With the Manual stabilator controls you have the advantages of being able to adjust the stabilator to the angle you want, and the switch is already under your thumb when you are holding onto the the Flight grip on the collective, allowing immediate adjustment or reverting to Automatic mode. On the other hand, NOE/A mode requires you to either take your hand off the collective or use the cursor controls to access the UTIL page on either MPD just to enable or disable NOE/A mode, and it is fixed to 25 degrees trailing edge down with no other angle selection or adjustment. NOE/A probably sounded like a good idea on paper, but it is essentially redundant compared to the Manual stabilator controls on the collective, not to mention it is restrictive and under some conditions can interfere with the pilot's desired inputs.

While the friendly warning was directed at HMSSURP, NineLine was also reinforcing the rule of not linking locations or website urls containing restricted documentation towards everyone that must adhere to it as a preventative measure. In the past, there have been individuals that refuse to adhere to the rules and laws regarding such things, and it requires the ED staff to remove such links or content from our forums or social media channels, resulting in warning points or eventual bans of users for repeated offenses. It is more preferable that these incidents do not occur in the first place which would be better for everyone as a whole, which is why we use friendly reminders such as this to remind everyone of the line they should not cross, rather than deal with the clean up afterward which is less friendly. As HMSSURP mentioned very clearly in his video, this is a very serious issue (and the website he showed only had Dis A Public Release documents); and because ED takes it very seriously, we will always prefer friendly preventative reminders over not friendly forum warnings and bans after the fact.

This is a bit of a misconception. Although it is true that the OH-58C used to be employed as an aeroscout for AH-64A's up until the early 90's, the OH-58D was never implicitly linked together with AH-64 teams. When the OH-58C's were removed from attack battalions (because they lacked any sensors or the speed and survivability to accompany AH-64's in a modern threat environment), AH-64A's took over their own scouting work, which was then subsequently assumed by the AH-64D equipped with FCR. The reason the TADS didn't have a dedicated ground stabilization capability is because they were expecting to be fighting armor while operating at tree-top altitudes and at low speeds or a hover. This environment is what drove the TADS control methodology, where the sensor is looking across the ground along the horizon from a slow-speed platform, rather than down from high altitudes from a high-speed aircraft. The requirements are quite different. The concept is more akin to sitting in the gunner seat of a tank and looking across the battlefield through the sight. If you wanted to stabilize the TADS, you simply turned off LMC and let go of the MAN TRK controller; the TADS would stop moving and would stabilize in azimuth and elevation. Wasn't that big of a deal if you are at a hover or low-speed. If you really want to ground stabilize like an area track, simply store a point using the TADS and then slave the TADS to it. As for point track capabilities, the Image Auto-Track provides this capability.

Everyone needs to take a breath and calm down. This is just a game. @GKOver, if you feel there is something wrong with the DCS AH-64D, please record a short track demonstrating what your issue is and post it in the AH-64D Bugs & Problems section. Otherwise, I am afraid that the other replies in this thread, however the manner in which they are phrased, are indicative of the issue you seem to be experiencing. But without a track file to demonstrate what you are referring to, we can only speculate what you are or are not doing to cause the issue in the first place. I believe @bradmick's answer on the first page is the most complete and accurate answer that can be provided to the original poster's question, and is thus marked as the solution.

If George is instructed to use the TADS to track and/or engage targets, he will automatically set the aircraft to ARM status so that he can fire the laser if necessary, which cannot be fired while SAFE. If you wish to set the aircraft to SAFE, press Down-Short using the George AI interface command and he will stop tracking/engaging his current target (if any), and slave the TADS to a fixed forward position. If the aircraft was ARM before you told him to use the TADS, he will leave it set to ARM; if the aircraft was SAFE before you told him to use the TADS, he will return the aircraft to SAFE. From the DCS: AH-64D Early Access Guide, George AI chapter: Remember, George is an AI crewmember, so when instructed to perform a task, he will actually perform multiple steps in the cockpit to perform his directed task. Just like a real crewmember, he doesn't need to be told each individual step in performing his duties as the gunner, but it does require you to assign the correct task to him for the given situation. If you wish to SAFE the aircraft, you must tell him to stop performing targeting duties.

All that is needed is to turn on the battery by setting the MSTR IGN knob to BATT and then press the APU button. This procedure has not changed since the module initially released. If you think you are experiencing a bug, please remove all mods and post a short track of what you are experiencing.

Hello @JuiceIsLoose. The only datalink type that is planned is the primary datalink system of the AH-64D, which is the type already implemented in DCS: AH-64D. This datalink was only compatible with AH-64's and not used by OH-58's. Just to clarify, the post I made that you linked was made prior to joining the ED team. At the time, the project scope for the DCS: AH-64D module was already decided by the ED team, and I was simply speculating like many other players.

@Gotchi, this was a bug report that was reported immediately after the DCS: AH-64D was initially released and has long since been addressed through various updates to the module. If you have a new bug report to submit, please start a new bug report with a track file from thr current DCS version. Thanks.

You're welcome. The devs and internal testers were really putting in the hours to resolve this as quickly as possible. I'm going to mark this thread as "fixed" and close it. If anyone encounters any new multicrew desync issues that need to be reported, please create a new bug report thread with new track files in the latest DCS version (2.9.5.55918) or later. Thank you everyone for your patience while the devs worked to resolve these issues.

If the switch in DCS was black and someone posted a bug report saying it should be silver, I would tell them the exact same thing, that both switch colors exist in the US Army inventory and that the NVG battery pack is not going to be re-done by the 3D artists over such a small, inconsequential detail that is already representative of the real thing anyway. As the original report has already been addressed, that the switch is correct and the additional lip light bag has already been reported, I'm closing this thread as it has served its purpose. There is no sense in arguing when it has already been stated by multiple people with first-hand experience with these devices that it is correct.

Respectfully, I flew AH-64D's in the US Army for well over a decade. I am very familiar with what the real battery packs look like, which is the source of my previous comments explaining that not all battery packs used by US Army aviators are the same.

Almost every single NVG battery pack I've used in real life as a pilot has had an unpainted, silver metal switch. Some pilots attach their helmet counter weights to the back of the NVG battery pack, hence the velcro.

Not all battery packs are the same, and the pack in the DCS AH-64D has a velcro patch across it hiding the label. The extra lip light battery pouch has already been reported some time ago. I'm sure they'll get to it, its just a low priority.

Petsild, pressing the Force Trim/Hold Mode switch on the AH-64D's cyclic to the Force Trim Release (FTR) position does more than just interrupt the force trim that holds the cyclic and pedals in place. In the UH-1H, pressing the force trim button releases the force trim brakes on the cyclic and only this. But as I stated in the previous comments, the FTR (ie, "force trim" button) in the AH-64D does that and more. It interacts with the AH-64D's Flight Management Computer, which is what the red X symbol represents as the FMC's force trim reference position. As I said above, I highly recommend you review the FMC section in the Early Access Guide. The AH-64D is not a UH-1H; it is much more advanced with a complex flight control system. The Trim Reset command is intended to return the offset positions of the simulated controls in the game cockpit to center, to re-sync their positions to a spring-centered joystick that a player is using. The command is not intended to be used with a spring-less joystick. What is happening is you have your stick in a position that is offset from center, with the FMC's force trim reference at the same position. When you press the Trim Reset command, the game is interpreting this as rapidly returning the cyclic's force trim reference to center and then instantly applying a forward cyclic deflection forward away from it, which is why the SCAS is commanding an additional motion to the swashplate position (green cross). Floyd1212 brings up this point and other valuable points above. If you do not wish to read the FMC section in the Early Access Guide, then what it comes down to is that you should be pressing the force trim any time you move the cyclic and/or pedals, and then stop pressing it when you achieve your desired attitude or flight state. A thread that you may find useful is linked below. The OP uses a similar setup with a physical stick that holds its position when he lets go, and he too was getting confused as to why he should still trim when he thought it was unnecessary. Please pay attention to my responses in that thread.

You and your fellow crewmember become passengers. The only flight control left will be using manual stabilator control, since it is slewed using electrical servos, not hydraulics; assuming you still have electrical power of course.

Instant Trim can be used with a spring-centered stick or with a FFB stick. I use a spring-centered stick and use Instant Trim myself (this is the same logic as the Default trim setting that has been around since DCS Black Shark first came out in 2009). I believe the confusion lies with the role that the force trim reference position plays in DCS AH-64D. To reiterate, it has nothing to do with the trim settings from the Special options. It is a function of the real AH-64D's FMC logic, and is updated every time the pilot stops pressing the force trim, regardless of the trim emulation settings in the game.

I just tried it without any springs installed on my joystick and it worked as intended. When I moved my joystick to a position forward and left, then pressed the force trim switch, the stick position within the game remained in the exact same position. When I released the force trim switch, the stick position in the game still remained the same. I am not seeing any additional axis deflection simply from pressing the force trim switch as you are stating. The logic is working identically in the AH-64D and the UH-1H.

@petsild, the red X symbols that you are seeing in the cyclic and pedal axes on the Controls Indicator overlay is the "force trim reference positions", which is what the Flight Management Computer (FMC) uses as a reference for SCAS and Hold mode logic. This is always present regardless of the trim settings you have selected in the Special tab of the Options. The cyclic and pedal trim settings in the Special tab only affects how the game measures the axis of your hardware inputs when pressing/releasing the force trim button in the game, to account for mechanical differences between your physical hardware and the real AH-64D cyclic/pedals, but the force trim reference position is part of the AH-64D simulation itself. There is only one force trim button in the AH-64D, which interrupts the force trim on both the cyclic and the pedals simultaneously. When the button is released, the force trim reference positions update to those positions in cyclic and pedals. But these reference positions are part of the FMC simulation, not the DCS input logic. You can read more about it in the DCS AH-64D Early Access Guide, in the AH-64D chapter, FMC section.