Raptor9

@TZeer at the moment there are two bugs related to this that have already been reported:
The heading hold breakout values are not present when Attitude Hold (in any sub-mode) is enabled. The heading hold is disengaging when the Yaw axis becomes saturated. Both of these have been fixed internally but have not made it to Open Beta yet. Unfortunately I do not have any news to share on this, but the Heading Hold and Attitude Hold are still receiving refinements with their logic, which is fairly complex (and interwoven with each other) when you tack on all the other variables with the FMC. But we are aware of the issue and are trying to get these resolved as fast as possible. Thanks. 🙂

It won't work.

If Attitude Hold is enabled (in any submode), the hold mode will only engage when the cyclic is within 0.25 inch (0.635 cm) of the force trim reference position, which translates to 2.5% of axis movement in DCS. If the cyclic is beyond this position or if the force trim release is being pressed, Attitude Hold won't engage. In other words, it may be enabled, but it isn't actually trying to hold anything because you are telling the FMC you want to fly it yourself.

Pre-planned threat rings become red any time your aircraft is inside its boundaries. The threat ring is just a graphic displayed on the HSD like other steerpoints or route lines, it isn't connected to any sensor or datalink in the aircraft; and doesn't reflect whether a SAM is alive, dead, emitting, or silent.

It sounds like George is trying to power the TADS laser back on, but you've powered the TADS off. The Shutdown page isn't fully implemented yet, so the logic isn't there to recognize the condition.

@skypickle, one needs to realize that the real cyclic and pedals in the AH-64 have force gradients holding them in place when the force trim is not being pressed. Trying to hold the cyclic or pedals in a very precise position against the pressure of this force gradient is difficult, and over a period of time would become tiring, which is the entire reason for having the force trim release.
I think many players, depending on their hardware, develop a false impression of how the force trim is used if their hardware isn't simulating this force gradient. I've seen many videos online of players flying the DCS AH-64D without using the force trim, with the force trim reference remaining at the original locations and never updating. I can infer that these players are using hardware that does not simulate the force gradient of the real AH-64 cyclic and pedals, or at the very least nowhere near the levels of resistance that exists in the real aircraft. If they did, it is highly unlikely those players would be playing for so long without pressing the force trim.
As AlphaOneSix said, when the cyclic or pedals are moved, the force trim is almost always pressed at the onset of such movement. This practice is especially important when making large magnitude movements of the controls to avoid what is called "force trim overshoot". This occurs when the pilot has moved the controls a significant distance from their force trimmed state, and is applying pressure against the force gradient to hold the controls in place. When the force trim release is pressed, this force gradient is immediately removed, which may cause the pilot to inadvertently jerk the cyclic and pedals beyond the intended position when the resistance against the pilot's muscular tension is suddenly removed. This can cause the aircraft attitude to deviate in a somewhat violent manner, as would be the case any other time a sudden and aggressive input were applied to the flight controls.
There are exceptions to this practice of course, in the case where the pilot intends to return the controls to the force trimmed state. The best example would be flying along a route at a constant airspeed and altitude, with the aircraft trimmed in straight and level flight. Without pressing the force trim, the pilot applies cyclic pressure against the force gradient to initiate a turn toward the next leg along the route. This cyclic input is applied and maintained against the force gradient throughout the turn, and then when the pilot intends to roll out on the intended heading, relaxes pressure on the cyclic and lets the force gradient return the cyclic back to the original location, which causes the aircraft to naturally return to the same straight and level flight condition prior to the turn.
If one is properly using the force trim, SAS SATURATED should almost never occur. In real-life, about the only time this would happen is due to atmospheric changes such as sustained wind gusts that cause the aircraft SCAS to flight against unintended attitude or position changes.

Snowplow should only be available in NAV master mode (with the FCR in A-G mode) and "pre-planned" A-G sub-modes like CCRP. It won't be available in "visual" A-G sub-modes like CCIP, STRF, VIP/VRP, etc.
The manual is currently being revised to go into further detail regarding how different sighting modes like Snowplow should work, and also when they should not work.

The weapon actioned in the crewstation is targeted by the sight selected within that same crewstation. Weapons actioned in one crewstation cannot be fired by the other crewstation. The only exception to this logic is COOP rocket mode, but in this case both crewmembers are actioned to the rockets and both crewmembers receive the same targeting information from the CPG's sight. It is not possible to employ a weapon independently of the opposite crewstation while simultaneously using the sight from the opposite crewstation.
The laser-guided Hellfire doesn't need to receive guidance from the launching platform. When the pilot shoots the laser-guided Hellfire from the backseat, it is essentially a "remote" missile shot, meaning that the missile is being fired on someone else's laser designation. Whether that "someone else" is a JTAC, a drone, another aircraft, or that pilot's own CPG in the same aircraft, it doesn't matter. The pilot is using HMD as his sight while firing that missile, which cannot fire a laser. However, since the radar-guided Hellfire does need to receive targeting data from the launching platform (which the HMD cannot provide), the RF missile type cannot be selected and the SAL type is automatically selected and "barriered."
This behavior is described on page 165 of the DCS AH-64D Quick Start Guide.

@Silvester.E, ensure you have set your sight selection to TADS.

If you have GEORGE AI AUTO HANDOVER de-selected in the Special options, you will need to press C to give him the controls any time you switch to the CPG seat, since George can only respond to AI flight commands if he has aircraft control.
If you enable the auto handover in the Special options, George will automatically take the flight controls when you jump into the front seat.

My replies were to Floyd1212 (which is why I quoted his posts in mine) and to clarify where a few of work-in-progress areas are. They were not directed toward the problem GremlinIV described, and so are not related at all.
The official advice is to press and hold the FTR as @Sandman1330 stated above. Besides Sandman1330, I'm also saying it, @bradmick is saying it (on the forums and in his Youtube videos), and I think even Casmo has mentioned it a few times on his Youtube channel videos. The intermittent clicking of the force trim leads to problems, both in DCS AH-64D and the real aircraft, as this is the logic of the real aircraft. The SAS sleeves cannot center themselves unless the force trim is pressed and held for 3-5 seconds, it's simply how they work, there is no getting around it.
I think where some of the "semi-official" advice is coming in is from individuals that either haven't flown a real helicopter that are operating off of assumptions, hearsay, or a random internet article on the topic; or those that have flown a helicopter but have flown a type that has a different control system and behavior, and it is lost in translation.
For example, one distinction I want to make is the difference between the term "stabilization" and the different functions of the SCAS (Stability Command Augmentation System). I've heard "stabilization" used to describe the AH-64D's Hold modes, but in the context of the AH-64D, this can lead to confusion. The SCAS functionality of the FMC consists of three "functional areas": CAS, SAS, and Hold modes. The SAS (Stability Augmentation System) provides stability in the pitch, roll, and yaw axes via rate damping when the force trim is not pressed. The Hold modes on the other hand (Heading Hold, Attitude Hold, Velocity Hold, Position Hold) maintain specific reference values of pitch, roll, yaw, velocity, or position when the force trim is not pressed. All three FMC functions (CAS, SAS, Hold modes) use the SAS sleeves within each flight control servo to move the swashplates in accordance with their specific function, but the difference between SAS and the Hold modes is that SAS dampens rotational movement to increase overall attitude stability of the aircraft, but the Hold modes attempt to reach and maintain specific reference values in attitude, velocity and position.

@misu, please provide a track file and ensure you are not using any mods.
This should not be a requirement. Every time the aircraft A/S button on the Armament panel is toggled from SAFE to ARM, it sends a command to the missile launchers to arm as well. I just tested this myself.
If for some reason the player sets GND ORIDE to On and leaves the A/S button set to ARM during the rearm process, then yes, either the launchers must be manually armed on the WPN UTIL page or the A/S button needs to be cycled to SAFE and then back to ARM to send the arming command to the launchers. George isn't programmed to do this because it is not correct procedure to leave the aircraft armed during rearming.

Ensure you've set the Signal lights to Night mode by taking it to the RST position.
Also, the Flood knob must be <50% and Primary knob must be in any position except OFF, otherwise the Signal lighting will revert to and remain in Day mode (Fixed brightness)

I don't know what specific commands you are referring to; however, if you are referring to the Collective-Flight Grip BS/PLRT switch, the BS position has been rendered non-functional.
The BS position of this switch was rendered non-functional in the avionics configuration represented in DCS AH-64D. As a result, the MPD cursor logic was changed so that it is automatically placed over the B/S NOW command on the WPN page when performing an IHADSS boresight, so that the Cursor-Enter control on the Collective may be pressed to perform the function that was removed from the BS/PLRT switch. This behavior is modeled in DCS AH-64D, and the simulation is now a more accurate representation of the real aircraft as a result.

You should see adjustments to the Collective channel soon.

Within the realm of rotary-winged aircraft, there isn't any real difference. A helicopter gunship is simply a nickname or synonym for an armed helicopter equipped for an attack role (ie, offensive weaponry, more than just defensive door guns). They aren't necessarily distinct terms, however "attack helicopter" is a more precise term to describe the doctrinal role that aircraft like the Mi-28 or AH-64 perform since there are also fixed-wing gunships like the AC-130, or multi-role helicopters that can perform attacks as a helicopter gunship like the UH-1 or Mi-8.
Think of it like this: an AH-1 and a UH-1 armed with rocket pods/machine guns are both helicopter gunships. However, the AH-1 is an attack helicopter, but the UH-1 is not. So all attack helicopters are gunships, but not all gunships are attack helicopters.
But even then, it is really arguing semantics. If a country purchases a helicopter from the civilian market and then equips them with weapons specifically to fulfill the attack helicopter role within their military, then those could be considered attack helicopters as well, even if they were intended for a civilian purpose. So if you want to drive down to the literal definition, a helicopter "gunship" describes a helicopter equipped for offensive attacks against enemy forces, but "attack helicopter" is a doctrinal role within a military that a helicopter could be assigned or originally designed to perform.

From the FAQ section of the manual:

The HOTAS functions in the current manual version on pages 80-84 are the only HOTAS functions implemented in DCS F-16C at this time. If changes or updates to the module include changes to the HOTAS functions, the manual will be revised.

The Snowplow behavior is being corrected. The manual is undergoing revision as well to bring it up to date with the F-16 module as well as the refinements being made to the Snowplow mode and FCR behavior. These changes are still ongoing and I cannot provide details at this time.

To follow up on this. The issue with the Time-To-Go has been reported.
The "061 28" data field on the FCR is correct-as-is, in that it reports the bearing range from the steerpoint to the FCR cursor if Bullseye isn't enabled, or bearing and range from Bullseye to the FCR cursor if Bullseye is enabled. This is the same behavior on the HSD and the FCR when in an air-to-air mode.
You will however get a bearing/range displayed on the MFD from your ownship to the FCR cursor if you enter Freeze mode, either manually or by entering Fixed Target Track.

Offsets are not used the same way in different aircraft types. I think what may be leading to confusion amongst the responses this thread has received is the fact that the F-16's Offset Aimpoints are used for ground attack, not air-to-air engagements or navigation. As such, what you are asking is not possible, since navigation can be performed to steerpoints but not offset aimpoints.
The primary cockpit methods for coordinating air-to-air engagements against hostile aircraft would be using the FCR cursor in addition to the HSD cursor and graphics. You can see examples of this in the manual in the Tactical Systems chapter under "Bullseye" Reference Point.
However, like Offset Aimpoints, Bullseye is used for broad situational awareness or for cueing long range radar scans to geographical areas, not for navigation. If you are looking for some sort of navigational reference to a fixed position relative to Bullseye, the best solution you can use is set your selected steerpoint to the Bullseye steerpoint (typically 25), and then use the Course knob on the EHSI (in NAV mode) to set the azimuth from Bullseye. This can be used in a similar fashion to a TACAN radial, in that you can see when you are at the appropriate distance from the Bullseye steerpoint along the bearing from Bullseye, but you won't be able to get direct navigation to that precise location. You can get a much better idea of where you need to go by using the HSD cursor, and compare its position relative to other HSD graphics like the range rings, cardinal directions, and the Bullseye symbol.
But if you are doing air-to-air intercepts, the primary focus should be to simply move your FCR cursor to the corresponding bullseye location and search for targets there. If the location is not within range of your radar, simply fly toward that location on your FCR or HSD until it is.

The purpose of employing active radar-homing (ARH) missiles is to ensure a higher probability of hit against a target and to facilitate a higher tempo of engagements when faced with multiple opponents.
Whether or not the target aircraft receives a launch warning when an ARH missile is initially fired is subject to how the launch platform's radar functions when employing that type of missile, and how the target aircraft's radar-warning equipment is programmed to interpret such emissions from that type of threat. If you have public and unrestricted evidence stating how these events should occur, then please PM them to @BIGNEWY. But if this data is somehow gleaned from restricted documentation (even if it has been somehow leaked online), this cannot be shared or posted anywhere.

Removed some off-topic posts. This has been reported and fixed internally. Thank you for the report.

@itn, this is the difference between MAN and AUTO modes. In AUTO, the Maverick will automatically lock the target when handoff occurs. In MAN, the Maverick will receive a handoff from the TGP, but you need to manually initiate a track by selecting the WPN format and press TMS Up.