Raptor9

We're glad you find the document useful. We are in the process of converting the F-16 manual to a similar format and depth. Chuck is a valuable resource within the DCS community and he sets a very high bar for conveying knowledge about DCS modules. The author of the DCS AH-64D EA Guide might be a fan.

LMC isn't required, only continuous lasing. LMC can assist the CPG in keeping the crosshairs stable on a target, which results in more accurate TSE calculations, but TSE is employed any time the laser is fired using 2nd detent like Brad mentioned in his comment above. As stated in the manual excerpt that Floyd posted above, TSE performs ballistic calculations for unguided munitions against moving targets. It does not affect the AGM-114 missiles, because the missiles use their own onboard guidance and steering toward the laser designation.

If bugs occur in the same update cycle as new features, it does not mean that the new features are the cause. Sometimes it has nothing to do with the module itself, it is the nature of evolving software, especially in early access. We have a solid testing team, but sometimes things like this occur and the devs will try to fix them as soon as possible. As indicated here and on the changelog, we are aware of the issues and are trying to fix it as soon as possible.

This has been asked for in the past, and the Spike NLOS is not planned as it has only recently been purchased by the US Army. The DCS AH-64D is from the 2005-2010 era, but more precisely the 2006/2007 timeframe.

No updates to the flight model, the SCAS, or the hold modes have occurred. The last update was a temporary fix to the hold modes in December.

Yeah, I only brought up TrackIR because it exacerbates the effect compared to the VR experience, since all head rotations are at an increased ratio (if you use the default curves of course).

This is an animation that is incomplete. These engine doors close after the engine is started and open back up after the engine is shut down. But they aren't fully implemented yet with the corresponding logic.

Hello @Kh4. What you are seeing is correct. The AH-64 IHADSS does not have the ability to track the crewmember helmet orientation in roll; only pitch and yaw. As a result, the symbology and video underlay will not be roll-stabilized to the horizon if you tilt your head. This was indeed changed with the latest patch (you can reference the changelog). I use TrackIR and have the roll axis set to a 1:1 roll ratio since enhanced roll with headtracking really isn't needed like pitch and yaw.

The main differences between the engines on the UH-60 and AH-64 are just the airframe interface, primarily around how the Power Available and Load Demand spindles install onto the back of the HMU and the air turbine starter hook-ups. Aside from a few other tidbits here and there, like the IPS exhaust ducting and the fireshield mounted on top of the engines when installed on the AH-64, everything is more or less the same. Strangely, the Oil Temperature sensor that is installed on the engines for when they are in UH-60's usually wasn't there for when they were installed on the AH-64. The AH-64 doesn't have an engine oil temperature indication; so when installed on the AH-64, the sensor well on the accessory gearbox was usually capped off. You would occasionally see an AH-64 engine with the sensor relay (green) cable's oil temp canon plug zip-tied and capped, but if I remember correctly, there was an alternative green cable for this engine configuration that simply lacked the wiring for the oil temp sensor, that way you didn't need to worry about the extraneous canon plug hanging around. Sometimes however, you would see an AH-64 engine with the oil temp sensor installed and hooked into the green cable, it just didn't connect to any cockpit indication. The specific engine model is what drove the remaining differences, with the primary differences being the ECU on the T700-GE-700 and -701 engines being replaced by the DEC on the -701C and -701D/CC; and the POU on the -700 being replaced by the ODV on the -701 and onward. Back in the day, the -700 series was installed in the UH-60's and the -701 series was installed on the AH-64A. By the time they started fielding the AH-64D, the -701C was making its way to the fleet as the primary engine for AH-64D's. But by the early-2000's, the -701C series was becoming the standard engine across all AH-64 units, including AH-64A's. What you were seeing was likely just a by-product of the -701C series becoming the standard across the AH-64 fleet, with the -700 engine being the typical engine in the UH-60 fleet.

@DuckHunter, I'm afraid I don't understand what are reporting.

@JetCat I don't know what version of DCS you were using but this was indeed changed a long time ago. As was the case with the APU exhaust flame, when things are determined to be inaccurate, they are corrected; such is the case with early access modules. The current implementation is more realistic than the original that you see in early videos, however it still is not completely representative of the real-life BRU reticle. It's just a lower priority for the moment considering other more pressing development tasks. In the post here, I describe how the BRU reticle looks and behaves in real-life.

Dear all, the current F-16 targeting pod is actually a mash-up of the Litening and LANTIRN that we want to revisit later as an accurate LANTIRN pod, once the Sniper is complete. For now, our F-16 TGP focus is on the Sniper, and the current TGP interface logic has been updated to ensure how the AGM-65 interacts with the Sniper ATP is accurate. This is of course in anticipation for the release of the Sniper targeting pod, which is planned for release later this year (as stated in the latest changelog).

This was not realistic and was removed following release. The AH-64 APU does not expel flames if it is operating as it should.

I just tried it myself and all MPD buttons and knobs animate for me, in both crewstations. Please remove any mods and run a repair, see if that helps.

This is already reported and being worked on internally.

When the radar detects a target, it determines its velocity (if any) and vector, which is what the system is tracking when linking the TADS. If the vehicles were to stop or change direction, the TADS would keep moving along the last vector/velocity. The FCR symbols on the page and in C-Scope only update positions when targets are actually detected and represent the last location the targets were seen.

There are two separate Sight Select switches in the CPG cockpit: one is on the Collective Mission Grip, the other is on the TEDAC Right Handgrip. Both perform the same functions, but when you press one switch, you aren't pressing the other. Where the confusion is coming into play is that there isn't five switches, but the two switches are located within several category groupings. The HOCAS category includes the Cyclic Grip, Collective Mission Grip, and Collective Flight Grip, and all the switches/buttons on all three grips. The Collective category includes the Collective Mission grip and Collective Flight Grip, and all of the switches/buttons on those two grips. The Collective Mission Grip only includes the switches/buttons on that grip alone. So what you are seeing are three separate groupings of categorization, with the same switch shown in each category/sub-category. This is the same across all DCS modules. You may have the Left Console category, but you may select individual panels on the Left Console to narrow it down. The commands are still the same, it just changes how you are viewing the same commands. But in this case, you are viewing two separate switches across five different command categories.

Not quite sure what the problem is that is being described, but to answer one of your questions, some controls on the TEDAC do indeed perform the same function regardless of whether the function is commanded on the cyclic/collective grips or on the TEDAC grips. They are still separate commands that may be configured for cockpit builders with separate switches and buttons, but that doesn't mean you need to configure both to use them in DCS. However, some functions perform slightly different logic depending on where they are commanded. Notably, if you action a weapon on the cyclic, only the cyclic trigger will be active. If you action a weapon on the left TEDAC grip, only the left TEDAC trigger will be active. Additionally, if the Pilot has actioned rockets, actioning rockets on the CPG cyclic will take control of the rockets in the CPG crewstation but actioning them on the left TEDAC grip will enter Cooperative rocket mode in both crewstations.

This is already reported and being worked on internally.

Cursor Zero is a function of the navigation system, not the sensors. When you apply a slew to the navigation cursor, it applies a delta to all steerpoints at once to account for INS drift (this is inherited from pre-GPS era, see the image in this comment here). But since all sensors in the F-16 point to a single SPI, and the SPI is coincident with the selected steerpoint when in any pre-planned weapon delivery sub-modes in A-G or NAV master modes, pressing Cursor Zero (CZ) will cause all sensors to return to the actual steerpoint location because that is where the SPI has been moved to. Essentially, think of the process in the inverse, where the Navigation cursor is driving SPI, which drives the sensors. Not the other way around. Cursor Zero -> zeroes Navigation cursor -> SPI returns to original steerpoint -> sensors move to remain slaved to SPI When a sensor like the FCR or TGP enters a track mode while in a pre-planned A-G sub-mode, then the sensor is applying cursor slews to the Navigation cursor to maintain track on the sensor's target; which is why only one sensor can be in a track mode at a given time, otherwise there would be a conflict over which sensor is driving the cursor slews and the singular SPI location

@Rechs, I asked the developers about using force feedback stick and pedals simultaneously, and unfortunately force-feedback pedals are not natively supported within DCS at this time; force feedback information is only sent to the stick. They are working on implementing it, but I'm afraid I don't have any estimates for when this will be achieved. I've updated the tag to this thread accordingly so other players know the status of this issue. Thank you for the feedback.

@FalcoGer, as Lord Vader has stated, the current behavior is correct as is. The laser must be receiving a valid return to perform any sort of ranging measurement, which is why the asterisk indicates the presence of a valid return. If there is not a valid laser return to the sensor, the TADS has no way of knowing if there is any object in front of it, let alone whether the object is at 900 meters or beyond 9999 meters, and cannot update the range. The assumption is that if the LRFD is being fired, it is being fired in a sensible situation that makes logical sense. Firing the LRFD into the sky or at an object that is well beyond the range at which the LRFD is meant to be employed has no relevance to range measurement since there is nothing that would generate a return, or a return that was strong enough to be adequately detected.

It is worth noting that advancing the power levers to increase the rotor RPM's will cause an increase in torque in the same manner as increasing collective. Torque will always be present, even when sitting on the ground with the collective pushed all the way down. But any time the engines need to increase their output to maintain or increase rotor RPMs, the torque will also increase because the output from the engines is what is generating the torque. One thing that I absolutely want to make clear (because I see a lot of misinformation out there), is that you should only unlock the tail wheel when ground taxiing, and then lock it again before coming to a stop. And when you do unlock it, you must position your pedals in a manner that balances out the torque-induced rotation otherwise your helicopter will start spinning on the ground due to an imbalance of torque vs anti-torque. Keeping the tail wheel locked helps prevent this, which is why unless you are ground taxiing, leave the tail wheel locked. There is zero reason to unlock it otherwise, and in real life it is never unlocked in any other situation besides actively ground taxiing. On that note, it is also important to understand that the tail rotor does not produce zero thrust when the pedals are centered. If you push the right pedal forward so it is about 2 inches forward of the left pedal, this will effectively zero out the tail rotor thrust. Otherwise, when sitting on the ground with the collective pushed all the way down, the nose will start to spin to the left if you unlock the tail wheel any time the tail rotor's anti-torque thrust exceeds the force of the main rotor torque. I don't know if any of these factors apply to the situations described within this thread, but they are important considerations to know.

From the DCS AH-64D Early Access Guide. There are separate indications for the ECS supply and return temperatures for each compartment for each ECS system, but they are buried in some other MPD pages that are not implemented in DCS AH-64D.

I would like to dispell a common misconception here. The FCR does not actually identify anything it detects. Rather it classifies it within 6 general categories, and has no ability to determine whether it is friendly, hostile, or civilian. This is an important distinction and it is just as important to understand what the FCR does not do as it is to understand what it does do. The FCR chapter in the DCS AH-64D Early Access Guide is your best resource to understand how this classification works in the game. But also keep in mind that the FCR's classification is not perfect; the symbol may not actually reflect what the target is. Fortunately, the LINK mode will help with this soon. But in general, the FCR can be very useful in determining which areas of the battlefield you need to observe with the TADS first. If I see an air defense vehicle symbol, it doesn't necessarily mean it is an air defense unit, but that will certainly be the first target I slave my TADS toward to identify. Just don't let the FCR lull you into a false sense of certainty of what is or isn't out there.