AlphaOneSix

Admittedly, I am far better at how it works in real life than in-game. But I don't think you understood what I was saying. Leaving the altitude channel completely out of the equation, I'm saying that in order to move the collective, you should press the friction release button on the collective, then move the collective, then release the friction release button. I am fully aware that pressing the friction release button turns off the altitude channel. I was referring to what the AI is doing. The AI appears to be holding the friction release button down the entire time, preventing you, as the player, from engaging the altitude channel.

George is following his training, he can't help that the ED AH-64D enters VRS way too easily.

Link 16 is a brand name from the company, the military didn't come up with that name. The NATO name is MIDS-JTRS or something similarly ridiculous and un-catchy.

Link 16 is very much a trademarked term owned by L3Harris. It is not owned by any government.

My personal preference is to just leave the heading channel off unless I am specifically wanting to hold my heading. Same with altitude channel. Those two channels do not provide a SAS function like the pitch and roll channels do. This mirrors how we fly in real life, since our pilots never take their feet off the pedals. So even with the heading channel engaged, it is always interrupted and not active.

Looks like you already found your answer. But yes, the pedals have microswitches and yes, the rudder trims.

It seems like it's treating the collective friction clutch release button as a toggle. It should act like the trimmer button on the cyclic. In other words, it's only pressed when the collective is being moved, in order to remove the friction that holds it in place. Also, you should always be able to engage it on the ground.

What does the FCR have to do with the AGM-114L? (Hint: nothing)

All AH-64Ds are Longbows regardless of the FCR being installed or not. And as already mentioned, it can be installed or removed in the mission editor, so depending on the mission, it may or may not be installed. Of course, we don't yet have a date for when it will be operational, so for now it's just for looks (and weight).

That's in the general vicinity (if I'm remembering correctly) of where the Romeos did their FTX around the tail end of their AIT. Of course, that was a long time ago for me, so no clue if they even still do that, but I suspect it may have been part of that. When I went through AIT, we actually towed one of the hangar trainers from Felker to the field site. Would have been much easier to just leave one out there. So maybe that's part of the story.

It's springs. One end of a spring cartridge is attached to the flight controls, the other end is attached to a magnetic brake. Without the force trim being pressed, the end of the spring attached to the flight controls moves with the flight controls, but the other end can't move because of the magnetic brake holding it in place, so any movement of the flight controls is pushing or pulling on the spring cartridge. This spring force is what holds the controls in place. While the force trim switch is being pressed, the magnetic brake allows its end of the spring cartridge to move freely, so the whole spring cartridge just floats along with the flight controls and exerts no force until the force trim switch is released and the magnetic brake end of the spring cartridge is once again prevented from moving.

Yes, you have to do this in the real aircraft. Otherwise, the controls just return to their last trimmed location. Every control movement requires updating the trim, unless you're just making a small, temporary deviation and plan to return to the previous control position.

The two missiles have a completely different flight profile. That may be the problem.

He was specifically talking about rotor RPM. Although whatever he was asking may not have understood that.

Well thankfully, on this subject at least, I am the source.

Try 192. No idea where you got 260-300?

Yes it's a signal to the cabin, usually for paradrops of people or cargo.

What we have now is newer than an Mi-17.

You can't hear it outside the cabin when the aircraft is running.

Engine anti-ice uses bleed air and reduces engine performance. Each engine has its own anti-ice system and so the power reduction should be equal when both are on, as indicated by the "LEFT/RIGHT ENG ANTI ICE" indicator light.

Robbie is short for Robertson, the manufacturer of the Internal Auxiliary Fuel System. Combo-Pak Internal Auxiliary Fuel System (IAFS) – Robertson Fuel Systems

Well, no power quadrants, but the twist grip is split into two so one twist grip for each engine.

Most Mi-8 manuals will also say to turn on ice protection systems at or below +5C.

The swashplate drive link whistle? Very distinctive.

Lots of mistakes in that manual. All of the pictures are correct, though...just sometimes they make mistakes in the text.