Raptor9

You're misinterpreting what the manual is telling you to do. Figures within the manual generally follow the text that it applies to; in this case the previous step telling you to verify or select the gun settings, with the WPN page in GUN format showing where to set these.  The next steps to arm and select a range source aren't on the WPN page; this engagement sequence is simply the steps to employ the gun using the TADS, but it assumes that you've read the preceding sections that describe how to arm the aircraft, select acquisition sources, etc.
Regarding the range source, you don't select a range source from a menu or list, you take the necessary steps to utilize the appropriate range source.
To use a Manual or Auto range, use MANRANG> data entry button on the WPN page.
To use a Nav range, select a point from the TSD COORD page or use the TSD CAQ function to select one.
To use a Laser range, simply lase the target.

Please don't misconstrue what any SME's say about the flight model into such a wide generalization. There are still inaccuracies on both the flight model as well as the SCAS and powertrain modeling.
Is the raw, overall handling of the Apache close to real life? Yes. However there are still minute behaviors that are not accurate, such as engine oscillations as one example.
A lot of players (not directing this at anyone in particular) seem to keep forgetting that it's only been two weeks since initial release into early access, and are getting wrapped around the axle as if this is the final product. I don't speak for the dev team, but the early access process will take time, just as it has with other complex aircraft like the F-16 amd F/A-18.
I'm not addressing the OP's comments in this reply, since it is difficult to determine the accuracy of his observations without knowing precisely the conditions and control inputs myself. But some players would probably have a more enjoyable experience and learning process if they stop bringing external assumptions to the module (again, not directing this at anyone in particular).

In normal operations, AH-64D's in the US Army were/are always started with the left engine (No 1) first.  It's not an absolute requirement, it's just common practice unless there is some other reason, like a maintenance test pilot evaluating certain things on the right engine (No 2) without the need to start the left, etc.  I can't speak for British Apaches since they have a different engine setup than US AH-64D's, but any un-equal wear and tear on the engine or nose gearboxes by starting the left engine first is statistically insignificant compared to the stresses the engines and powertrain routinely experience in flight, which is within its design tolerances.

Thats how it is. Same behavior occurs in other helicopters as well, like the Ka-50. You need to bring the power levers to Fly before turning the APU off, and need to turn it on before bringing the power levers to Idle.

It's coming later in early access

Because the Apache was designed to operate as an Army "maneuver" unit, just as other ground forces like tanks. These ground forces use MGRS, which is a metric based system.
This is why it has a blend of nautical mile/feet based measurements for speed, altitude and distance, but performs targeting in metric, with the option to also toggle distance calculations for navigation to metric as well.
The flexibility to integrate with multiple types of air and ground forces is also apparent with its integrated use of Lat/Long in its point file system.
As for fuel, I imagine it just makes it easier to manage munitions and fuel loads when they are all in a mass based measurement of pounds, versus having the fuel measured in volume in gallons.

Nope, US Army AH-64D only had ADF.
It is worth noting the VHF radio can be tuned to VOR stations for receive only operations (for things like HIWAS or FSS), but can't direction find using it.

It is correct. George doesn't change the symbology mode for himself, and any documentation that states it isn't common for both crewstations is wrong.
The only time the crewmembers will have different symbology modes is when the CPG is sight selected TADS, in which case he will have Weapon symbology. But flight symbology mode is always common between crewstations.

No there isn't. Due to the nature of how the AH-64D was intended to fight, and how it performs targeting and engagements, it is more critical to know where the aircraft is pointed, however you do get directional indications of where the TADS is pointed, or where the opposite crewmember's sensor is looking.

No.

No.

Whatever frequency you tune the ADF to, whether manually or using a preset, the ADF should remain on that frequency regardless of the presence of a signal or not, or what mode it is in (ANT/ADF). If it is changing frequencies without player input, it's a bug.

When a Master Warning or Master Caution occurs, it indeed requires a pushbutton acknowledgement by both crewmembers to extinguish the light. However, if one seat pushes it, only the audio notification should be muted for both crewmembers, but the pushbutton in the other cockpit should remain lit until that crewmember pushes it to acknowledge it as well.

It is correct. Only way to tell if you are up Auto rather than Manual is the presence of "A" versus "M" in the symbology range display.

Target and Control Measure are just types of points in the database. You could mark an enemy position with a waypoint if you wanted, but it might not allow you to keep your TSD sorted and maintain situational awareness.
However, as for intended use, think of it like this: Control Measures allow you to control your team movements during a mission, whereas targets are confirmed target locations. Prior to a mission, intel may say there is a tank battalion at a given location. Mark that with an enemy armor control measure so you can avoid unnecessary enemy contact, or know when you are approaching that location so you can start to approach more cautiously. This is how you use a control measure.
Once you start visually seeing enemy locations with your sensors, you can start marking their locations with target points.

It can only be disabled in the CPG station, not the pilot's.

Just to verify, did you also turn everything on on the COORD SHOW page as well?

Yes. The only time fuel would be loaded on outer stations would be if 4x tanks were ever needed for long-range self-deployment scenarios. In which case they would feed the inner tanks, which would in turn feed the main tanks.

If you press STOW, the searchlight slew controls will be inhibited for 60 seconds. Not sure if that was what was causing your problem or not.

Not directly.  If you want to be able to do it without pressing MPD bezel buttons or taking your hands off the controls/TEDAC grips, you can use the cursor controller on the collective or TEDAC grips to move the cursor to the ACQ button and select it that way.  Every bezel option on every MPD page can be selected using the MPD cursor.
EDIT: Wow, that's a lot of answers all at once.

WPN page, UTIL, select GND STOW. This will lock the pods at -5 deg elevation, but the rocket steering cursor (I-beam) will continue to move as before.

COOP is only entered when the CPG actions rockets on the TEDAC grip and the pilot actions rockets on the cyclic. George AI will always action rockets on the TEDAC, so if you want to use rockets in the back seat without COOP, you need to instruct him to change to a different weapon.
In multiplayer, if a player CPG actions rockets on the cyclic, he will take rockets away from the pilot, not enter COOP.

Yes, laser range is limited to 9999 meters. However if you use another range source, such as Auto or Manual, you can store further out. But the accuracy will be in question.

The heading hold is always enabled, but it only works if your yaw rate is within acceptable margins, you're less than 40 knots, and your force trim isn't being pressed. Once you get the aircraft in a stable hover, release the force trim and just apply minute pressures as needed on your stick for small corrections. The flight computer will maintain the heading for you, within the +/-10% authority margin.

Technically, the PNV button should show whatever is in the pilot's HDU. If it is day time and the pilot has his NVS set to OFF, the PNV button should show only the pilot's flight symbology on the TDU. If the pilot flips his NVS switch to NORM or FIXED, the TDU then should show the PNVS FLIR video with the pilot's flight symbology.
If the pilot selects TADS as his NVS sensor, the TDU should show the TADS FLIR video with the pilot's flight symbology overlaid on it, even though PNV is selected.
The PNV button just selects the pilot's HDU symbology/video for display on the CPG's TDU, just like how the PLT HMD selection on the VID page shows it.
The only time this is not the case is if the CPG has his NVS switch set to NORM or FIXED. In this case, the CPG's HDU is repeated in the TDU, and the PNV button is ignored.