DCS AH-64D Early Access Guide EN

DCS AH-64D
Early Access Guide
Updated 11 March 2024

DCS [AH-64D]
INTRODUCTION
Thank you for your purchase of DCS: AH-64D!
DCS: AH-64D brings one of the most legendary attack helicopters in modern history to Digital Combat Simulator.
This module features the most realistic PC simulation of the AH-64D, which includes accurately simulated flight
dynamics, avionics, sensors, and weapon systems. Although the AH-64D has existed in many configurations in
its history, this module simulates the AH-64D as it existed in United States Army service between the years 2005
and 2010.
The AH-64D was the first U.S. attack helicopter designed to fight and survive on the 21 st century “digital”
battlefield, with a significant increase in lethality over the original AH-64A. Known for its night-fighting capability,
long endurance times, and its highly accurate Hellfire missiles and helmet-steerable 30mm gun, the AH-64D has
seen significant use during combat operations in Iraq, Afghanistan, Libya, Mali, and Syria. When pinned down
and in a tight spot, the AH-64 is the ground force commander’s best friend.
Own the night!
Key features:
• Two detailed, fully-clickable, 6DOF cockpits along with a highly detailed external model.
• Detailed pilot models with new animations that can be seen from both interior and exterior views.
• “George” AI crewmember, complete with voice-overs, to assist with cockpit tasks.
• Revised, up-turned engine exhaust assemblies initially fielded in 2007.
• Integrated Helmet And Designation Sighting System (IHADSS), Modernized TADS (M-TADS/PNVS), and
mast-mounted APG-78 Fire Control Radar (FCR).
• Laser- and radar-guided AGM-114 missiles, unguided rockets, and 30mm gun turret.
• Datalink modem, enabling multiple aircraft to share targeting data amongst the flight.
• Radar, laser, and missile warning defensive systems.
• Fly missions in the Black Sea region or one of the many DLC maps like the Persian Gulf, Syria, and more.
• Multiplayer cooperative and head-to-head gameplay, to include cooperative multi-crew in the same aircraft.
• Feature-rich Mission and Campaign editors facilitate user-created content.
• Huge array of land, air, and sea units to fight alongside and against.
Sincerely,
The DCS: AH-64D Team
17 March 2022
Disclaimers
The manufacturers and intellectual property right owners of the vehicles, weapons, sensors, and other systems
represented within Digital Combat Simulator (DCS) in no way endorse, sponsor or are otherwise involved in the
development of DCS and its modules.
This software is for entertainment purposes only.
The appearance of U.S. Department of Defense (DoD) visual information does not imply or constitute DoD
endorsement.
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[AH-64D] DCS
TABLE OF CONTENTS
Introduction ........................................................................................................................................... 2
Table of Contents ................................................................................................................................... 3
Latest Changes ..................................................................................................................................... 11
DCS FUNDAMENTALS ...................................................................................................................... 12
Health Warning!.................................................................................................................................... 13
Installation and Launch ......................................................................................................................... 14
Configure Your Game ....................................................................................................................... 15
Force Trim in DCS ............................................................................................................................ 21
Fly a Mission .................................................................................................................................... 22
Mission Editor Options ...................................................................................................................... 23
Flight Control ........................................................................................................................................ 25
Changing Airspeed ........................................................................................................................... 27
Changing Altitude ............................................................................................................................. 27
Changing Heading ............................................................................................................................ 28
THE AH-64D .................................................................................................................................... 29
Aircraft History ..................................................................................................................................... 30
Advanced Aerial Fire Support System................................................................................................. 30
Advanced Attack Helicopter Program ................................................................................................. 31
AH-64A ............................................................................................................................................ 31
AH-64A+, AH-64B, and other upgrade proposals ................................................................................ 34
Aviation Restructure Initiative (ARI) .................................................................................................. 35
AH-64D............................................................................................................................................ 36
Aircraft Overview .................................................................................................................................. 39
Cockpit ............................................................................................................................................ 39
Fuselage .......................................................................................................................................... 40
Fire Protection System ...................................................................................................................... 40
Engines ........................................................................................................................................... 40
Auxiliary Power Unit (APU) ................................................................................................................ 42
Drivetrain......................................................................................................................................... 42
Rotors ............................................................................................................................................. 43
Flight Controls .................................................................................................................................. 44
Landing Gear ................................................................................................................................... 45
Fuel System ..................................................................................................................................... 46
Electrical System .............................................................................................................................. 47
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DCS [AH-64D]
Hydraulic System.............................................................................................................................. 47
Integrated Pressurized Air System (IPAS) .......................................................................................... 48
Environmental Control System (ECS) ................................................................................................. 49
Lighting System ............................................................................................................................... 50
Avionics ........................................................................................................................................... 51
Sensor and Sighting Systems ............................................................................................................ 54
Weapons & Munitions............................................................................................................................ 56
M139 Area Weapon System (AWS) .................................................................................................... 56
Aerial Rocket Sub-System (ARS) ........................................................................................................ 56
Hellfire Modular Missile System (HMMS)............................................................................................. 58
Auxiliary Fuel Systems (IAFS & ERFS) ................................................................................................ 58
Pilot Cockpit Overview ........................................................................................................................... 59
Instrument Panel.............................................................................................................................. 60
Keyboard Unit .................................................................................................................................. 68
Left Console ..................................................................................................................................... 70
Right Console ................................................................................................................................... 76
Copilot/Gunner Cockpit Overview ........................................................................................................... 78
Instrument Panel.............................................................................................................................. 79
Keyboard Unit .................................................................................................................................. 80
Left Console ..................................................................................................................................... 80
Right Console ................................................................................................................................... 82
TADS Electronic Display And Control (TEDAC) .................................................................................... 83
Cyclic & Collective Hand Controls ........................................................................................................... 91
Cyclic Grip........................................................................................................................................ 91
Collective Flight Grip ......................................................................................................................... 94
Collective Mission Grip ...................................................................................................................... 96
Integrated Helmet And Display Sighting System (IHADSS) ...................................................................... 98
Flight Symbology .............................................................................................................................. 98
Night Vision System (NVS) .............................................................................................................. 108
Enhanced Up-Front Display (EUFD) ...................................................................................................... 111
Multi-Purpose Displays (MPD) .............................................................................................................. 114
Menu (M) Page .............................................................................................................................. 119
Engine (ENG) Page ......................................................................................................................... 120
Flight (FLT) Page............................................................................................................................ 128
Fuel (FUEL) Page ........................................................................................................................... 134
Performance (PERF) Page ............................................................................................................... 139
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[AH-64D] DCS
Utility (UTIL) Page .......................................................................................................................... 143

Tactical Situation Display (TSD) Page .............................................................................................. 145
Video (VID) Page ........................................................................................................................... 171
Video Cassette Recorder (VCR) Page ............................................................................................... 173
Data Management System (DMS) Page ............................................................................................ 174
Flight Management Computer (FMC) .................................................................................................... 179
Stability Augmentation System ........................................................................................................ 180
Command Augmentation System ..................................................................................................... 181
Force Trim & “Breakout” Values ...................................................................................................... 182
Hold Modes .................................................................................................................................... 182

Flight Control Advisories ................................................................................................................. 195
PROCEDURES ................................................................................................................................ 196
Aircraft Start ....................................................................................................................................... 198
Prior to Starting APU ...................................................................................................................... 198
APU Start ....................................................................................................................................... 201
Engine Start ................................................................................................................................... 206
Taxi & Before Takeoff ......................................................................................................................... 207
Before Taxi .................................................................................................................................... 207
Ground Taxi ................................................................................................................................... 208
Before Takeoff ............................................................................................................................... 209
Hovering Flight ................................................................................................................................... 210
Performing a Hover ........................................................................................................................ 211
Hover Power Check ........................................................................................................................ 212
Takeoff .............................................................................................................................................. 213
VMC Takeoff .................................................................................................................................. 214
VMC Level Acceleration Takeoff ....................................................................................................... 215
VMC Minimum Power Takeoff .......................................................................................................... 216
Rolling Takeoff ............................................................................................................................... 217
Landing .............................................................................................................................................. 218
Before Landing ............................................................................................................................... 218
VMC Approach ............................................................................................................................... 219
Roll-on Landing .............................................................................................................................. 220
Aircraft Shutdown ............................................................................................................................... 221
After Landing Check ....................................................................................................................... 221
Aircraft Shutdown........................................................................................................................... 222
NAVIGATION ................................................................................................................................. 223
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DCS [AH-64D]
Navigation .......................................................................................................................................... 224

Points................................................................................................................................................. 225
TSD Point (POINT) Sub-page .......................................................................................................... 229
Adding a Point................................................................................................................................ 232
Editing a Point................................................................................................................................ 236
Deleting a Point.............................................................................................................................. 240
Storing a Point ............................................................................................................................... 242
Routes ............................................................................................................................................... 246
TSD Route (RTE) Sub-page............................................................................................................. 247
Creating a Route using the Mission Editor ........................................................................................ 250
Creating a Route using the Route (RTE) sub-page ............................................................................ 251
Creating a Direct Route using the Route (RTE) sub-page .................................................................. 253
Editing a Route using the Route (RTE) sub-page .............................................................................. 254
Selecting a Route using the Route Menu (RTM) sub-page ................................................................. 256
Deleting a Route using the Route Menu (RTM) sub-page .................................................................. 257
Radio Navigation in Low-Visibility Conditions......................................................................................... 258
TSD Instruments (INST) Sub-page .................................................................................................. 259
Tuning the ADF to an NDB Frequency.............................................................................................. 262
Editing an ADF Preset ..................................................................................................................... 263
RADIO COMMUNICATIONS ........................................................................................................... 264
Radio Communications ........................................................................................................................ 265
Communications Architecture .......................................................................................................... 266
Communications Controls ................................................................................................................ 267
Communications (COM) Page .......................................................................................................... 268
Tuning a Radio to a Preset .............................................................................................................. 270
Editing a Preset .............................................................................................................................. 273
Manually Tuning a Radio ................................................................................................................. 277
Radio Hand Controls ........................................................................................................................... 280
Cyclic & Collective Controls ............................................................................................................. 280
Foot Controls ................................................................................................................................. 280
TACTICAL EMPLOYMENT ............................................................................................................... 281
Attack Helicopters in Combat ............................................................................................................... 282
Mobility, Standoff, and Planning ...................................................................................................... 284
Masking/Un-Masking and Terrain Flight ........................................................................................... 286
AH-64 Tactical Employment ................................................................................................................. 287
Team Maneuvering ......................................................................................................................... 287
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[AH-64D] DCS
Terrain Flight Modes ....................................................................................................................... 289

Weapon Delivery Techniques .......................................................................................................... 290
Sights and Sensors.............................................................................................................................. 291
Sight Selection Logic....................................................................................................................... 292
Acquisition (ACQ) Sources ................................................................................................................... 293
ACQ Selection Logic ........................................................................................................................ 294
Night Vision Goggles (NVG) ................................................................................................................. 296
HELMET-MOUNTED DISPLAY (HMD) ............................................................................................. 297
Helmet-Mounted Display (HMD) ........................................................................................................... 298
IHADSS Boresight........................................................................................................................... 300
HMD High Action Display ..................................................................................................................... 302
HMD Acquisition and Ranging .............................................................................................................. 306
HMD Hand Controls............................................................................................................................. 313
TEDAC Controls .............................................................................................................................. 313
TARGET ACQUISITION DESIGNATION SIGHT (TADS) .................................................................. 314
AN/ASQ-170 Modernized Target Acquisition Designation Sight ............................................................... 315
TADS Weapon Symbology ................................................................................................................... 318
TADS Targeting Modes ........................................................................................................................ 323
Linear Motion Compensation (LMC) ................................................................................................. 323
Image Auto-Track (IAT).................................................................................................................. 324
Laser Spot Track (LST) ................................................................................................................... 328
TADS Acquisition and Ranging ............................................................................................................. 329
TADS Hand Controls............................................................................................................................ 338
TEDAC Controls .............................................................................................................................. 338
FIRE CONTROL RADAR (FCR) ........................................................................................................ 339
AN/APG-78 Fire Control Radar ............................................................................................................. 340
Fire Control Radar (FCR) Page......................................................................................................... 349
FCR Modes ......................................................................................................................................... 356
Ground Targeting Mode (GTM)........................................................................................................ 356
FCR Acquisition and Ranging ............................................................................................................... 358
FCR Hand Controls .............................................................................................................................. 361
TEDAC Controls .............................................................................................................................. 361
DATALINK (DL) ............................................................................................................................. 362
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DCS [AH-64D]
Datalink Communications .................................................................................................................... 363

Secure Modem Datalink (SMDL) Network ......................................................................................... 364
Datalink Controls ............................................................................................................................ 366
Team Messages .................................................................................................................................. 376
COM Message Send (MSG SEND) Sub-Page ..................................................................................... 376
Sending Text Messages .................................................................................................................. 377
Sending Mission Files ...................................................................................................................... 379
Receiving Text Messages & Mission Files.......................................................................................... 381
TSD Points ......................................................................................................................................... 383
Transmitting a Point ....................................................................................................................... 383
Receiving a Point ............................................................................................................................ 385
Tactical Reports .................................................................................................................................. 386
TSD Report (RPT) Sub-page............................................................................................................ 387
Sending Tactical Reports................................................................................................................. 392
Requesting Tactical Reports ............................................................................................................ 393
Receiving Tactical Reports .............................................................................................................. 394
Reviewing Tactical Reports ............................................................................................................. 395
Battle Area Management ..................................................................................................................... 399
TSD Battle Area Management (BAM) Sub-page ................................................................................ 400
Drawing Fire Zones ........................................................................................................................ 404
Assigning Priority Fire Zones ........................................................................................................... 407
Sending Fire Zones ......................................................................................................................... 408
Receiving Fire Zones....................................................................................................................... 409
Radar Target Handovers...................................................................................................................... 410
FCR page RF Handover (RFHO) Selection Menu ............................................................................... 411
Sending an RF Handover ................................................................................................................ 412
Receiving an RF Handover .............................................................................................................. 413
WEAPONS EMPLOYMENT .............................................................................................................. 414
Weapons Employment......................................................................................................................... 416
Weapon employment tips and recommendations .............................................................................. 420
Weapon (WPN) Page ...................................................................................................................... 422
Area Weapon System (AWS) ............................................................................................................... 431
M230E1 30mm Automatic Gun ........................................................................................................ 432
Gun Engagement using TADS (NORM Mode).................................................................................... 437
Gun Engagement using FCR (NORM Mode) ...................................................................................... 439
Gun Engagement using HMD (NORM Mode)..................................................................................... 440
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[AH-64D] DCS
Gun Engagement using HMD (FXD Mode) ........................................................................................ 441

Aerial Rocket Sub-system (ARS)........................................................................................................... 442
Hydra-70 2.75-inch Unguided Rockets ............................................................................................. 443
Rocket Engagement using TADS (Direct Fire in COOP Mode) ............................................................ 452
Rocket Engagement using TADS (Indirect Fire in COOP Mode) .......................................................... 454
Rocket Engagement using FCR (Direct Fire or Indirect Fire) .............................................................. 456
Rocket Engagement using HMD (Direct Fire) .................................................................................... 458
Hellfire Modular Missile System (HMMS) ............................................................................................... 460
AGM-114K Semi-Active Laser-homing (SAL) Missile .......................................................................... 461
Laser-guided Hellfire Engagement (LOBL) ........................................................................................ 474
Laser-guided Hellfire Engagement (LOAL, DIR Trajectory) ................................................................ 476
Laser-guided Hellfire Engagement (Rapid Fire) ................................................................................. 478
Laser-guided Hellfire Engagement (Remote Fire, LO or HI Trajectory) ............................................... 481
Laser-guided Hellfire Engagement (Ripple Fire) ................................................................................ 483
AGM-114L Radio Frequency (RF) Missile .......................................................................................... 486
Radar-guided Hellfire Engagement (FCR) ......................................................................................... 497
Radar-guided Hellfire Engagement (TADS) ....................................................................................... 499
Radar-guided Hellfire Engagement (RF Handover) ............................................................................ 502
Weapon Hand Controls ........................................................................................................................ 504
TEDAC Controls .............................................................................................................................. 504
AIRCRAFT SURVIVABILITY EQUIPMENT (ASE)............................................................................. 505
Aircraft Survivability Equipment ........................................................................................................... 506
Aircraft Survivability Equipment (ASE) Page ..................................................................................... 507
Radar & Laser Signal Detecting Sets .................................................................................................... 511
Common Missile Warning System ......................................................................................................... 512
Countermeasures Dispensers ............................................................................................................... 514
Chaff Dispenser .............................................................................................................................. 514
Flare Dispensers ............................................................................................................................. 515
ASE Hand Controls .............................................................................................................................. 516
“GEORGE” AI ................................................................................................................................. 517
“George” AI ........................................................................................................................................ 518
AH-64D AI Controls Structure .......................................................................................................... 519
Player-as-CPG “George” AI Controls ..................................................................................................... 521
EAGLE DYNAMICS 9
DCS [AH-64D]
Player-as-PLT “George” AI Controls...................................................................................................... 525
AI Target Acquisition & Tracking ..................................................................................................... 528

AI Combat Identification (CID) ........................................................................................................ 529
Additional “George” AI Features .......................................................................................................... 532
AI Mission Editor Options ................................................................................................................ 532

AI Helper Controls .............................................................................................................................. 533
APPENDICES ................................................................................................................................. 534
Appendix A – Abbreviated Checklists .................................................................................................... 535
Procedures..................................................................................................................................... 536
Navigation ..................................................................................................................................... 540
Radio Communications ................................................................................................................... 547
Datalink Communications ................................................................................................................ 548
Combat Employment ...................................................................................................................... 559
Appendix B – ASE Threat Symbols ....................................................................................................... 562
Air Defense Radar Systems ............................................................................................................. 562

Airborne Radar Systems.................................................................................................................. 563
Other Threat Symbols ..................................................................................................................... 564
Appendix C – ABR Page Point Tables .................................................................................................... 565
Waypoints (WPTHZ) ....................................................................................................................... 565

Hazards (WPTHZ)........................................................................................................................... 565
General Control Measures (CTRLM) ................................................................................................. 565
Friendly Control Measures (CTRLM) ................................................................................................. 566
Enemy Control Measures (CTRLM)................................................................................................... 567
Target (TGT/THRT) ........................................................................................................................ 568
Threats (TGT/THRT)....................................................................................................................... 568
Appendix D – Frequently Asked Questions (FAQ) .................................................................................. 571
Appendix E – Glossary of Terms ........................................................................................................... 575
Appendix F – Formulas ........................................................................................................................ 586
Speed/Time/Distance Calculations ................................................................................................... 586

Fuel/Endurance Calculations ........................................................................................................... 586
Fuel/Range Calculations .................................................................................................................. 586
Distance Conversion ....................................................................................................................... 586
Altitude/Elevation Conversion .......................................................................................................... 586
Latitude/Longitude Conversion ........................................................................................................ 586
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[AH-64D] DCS
LATEST CHANGES
Significant changes to the guide will be noted on this page.
• 15 July 2022 – Corrected typos/errors from initial release. Revised/updated AH-64 History and Aircraft
Overview. Added Force Trim in DCS sub-section. Added Flight Management Computer section (describes
FMC, SCAS and Hold mode functionality/logic). Added appendices for Glossary of Acronyms and
Abbreviations, and Frequently Asked Questions (FAQ).
• 12 Aug 2023 – Updated manual to new formatting and structure. Revised all chapters for more thorough
and improved explanations. Notable chapters that have received significant improvements are The AH-64D
chapter’s cockpit panel and MPD diagrams along with refined Flight Management Computer explanations, a
much more detailed Procedures chapter with more detailed explanations and figures of maneuvers, and a
more detailed Weapon Employment chapter. Added Helmet-Mounted Display (HMD) and Target Acquisition
Designation Sight (TADS) chapters; and added ASE Threat Symbols appendix.
• 11 Sep 2023 – Updated Radio Communications chapter for the addition of radio presets and related
functions. Added explanation of Controls Indicator to DCS Fundamentals chapter.
• 07 Dec 2023 – Updated Aircraft Survivability Equipment chapter for the addition of the laser warning
component of RLWR. Added Datalink chapter for addition of datalink messaging, which includes explanations
of all datalink-related MPD pages and functions (COM pages: ORIG ID, NET, MODEM, MSG-SEND, MSG-REC.
TSD pages: POINT-XMIT, RPT, FARM, BAM).
• 07 Mar 2024 – Updated Aircraft History and Cyclic & Collective Hand Controls sections. Added Fire Control
Radar (FCR) chapter. Added Radar Target Handovers to Datalink chapter. Added FCR engagements to
Weapons Employment chapter. Added Datalink Communications checklists to Appendix A. Updated first page
of Appendix A with hyperlinks to all checklists for more efficient use on electronic devices such as tablets.
EAGLE DYNAMICS 11
DCS [AH-64D]
DCS FUNDAMENTALS
DCS FUNDAMENTALS
12
US Army photo
by SFC Jeff Troth
[AH-64D] DCS
HEALTH WARNING!
Please read before using this computer game or allowing your children to use it.
A very small proportion of people may experience a seizure or loss of consciousness when exposed to certain
visual images, including flashing lights or light patterns that can occur in computer games. This may happen even
with people who have no medical history of seizures, epilepsy, or “photosensitive epileptic seizures” while playing
computer games.
These seizures have a variety of symptoms, including light-headedness, dizziness, disorientation, blurred vision,
eye or face twitching, loss of consciousness or awareness even if momentarily.
Immediately stop playing and consult your doctor if you or your children experience any of the above symptoms.
The risk of seizures can be reduced if the following precautions are taken, (as well as a general health advice for
playing computer games):
• Do not play when you are drowsy or tired.
• Play in a well-lit room.
• Rest for at least 10 minutes per hour when playing the computer game.
EAGLE DYNAMICS 13
DCS [AH-64D]
INSTALLATION AND LAUNCH

To install DCS and the DCS: AH-64D module, you will need to be logged into Windows with Administrator rights.
DCS is the PC simulation environment that the DCS: AH-64D simulation operates within. When DCS is launched,
you in turn launch DCS: AH-64D.
As part of DCS, a map of the Caucasus region, the Su-25T “Frogfoot” attack aircraft, and TF-51 training aircraft
are also included for free.
After purchasing DCS: AH-64D from our e-Shop, start DCS by executing the icon on your desktop. Upon
initialization, the DCS Main Menu page is opened. From the Main Menu, you can read DCS news, change your
wallpaper by selecting any of the icons at the bottom of the page, or select any of the options along the right
side of the page.
Select the Module Manager icon at the top of the Main Menu. Upon initial entry into the Module Manager, a pop-
up window titled Install Modules should automatically display, listing any DCS products that you have purchased
and have yet to install. Ensure DCS: AH-64D is checked, and then click OK. Alternatively, you can select the
Modules tab, scroll down until you locate the DCS: AH-64D entry, and click Install. In either case, DCS will close
and automatically proceed with an update to download and install the necessary files. After the download and
installation is complete, DCS will automatically restart.
To get started quickly, you can select Instant Action and play any of the missions listed for the AH-64D.
Module Manager Options
14
[AH-64D] DCS
Configure Your Game

Before jumping into the cockpit, the first thing we suggest is to configure your game. To do so, select the Options
button at the top of the Main Menu screen. You can read a detailed description of all Options in the DCS User
Manual. For this Early Access Guide, we will just cover the basics.
SYSTEM Tab
This tab allows you to configure your graphics options to best balance aesthetics with performance.
There are Presets options along the bottom of the page, but you can further adjust your graphics settings to best
suit your computer. If you have lower performance, we suggest selecting the “Low” button and then increase
graphics options to find your best balance.
Items that most affect performance include Visibility Range, Resolution, and MSAA. If you wish to improve
performance, you may wish to first adjust these system options.
Items that have an asterisk (*) displayed next to them will require a restart of DCS to take effect.
Note that some missions may enforce different Civ. Traffic settings that override the individual user selection on
this tab. This may result in higher or lower levels of expected civilian traffic scenery, or none at all.
EAGLE DYNAMICS 15
DCS [AH-64D]
CONTROLS Tab
This tab provides an interface to set up your controls and functional bindings.
Aircraft Control Mode Input Functions
Action column Category column

List
Input Device columns
Input Command Entry
Right-click Options
Add button Axis Tune button
• Aircraft Control Mode. From this drop-down menu, select “AH-64D Pilot” or “AH-64D CP/G”. The default
seating position when starting a mission in the DCS AH-64D will always be the Pilot seat; unless joining
another player’s aircraft in multiplayer, in which case the seating position will be in the CP/G seat. Both
cockpits have separate control input command lists, so changing an input command in one seat will not
affect the other.
• Input Functions. This displays various categories of input functions, such as axis devices, views, cockpit
functions, etc. Additionally, “Search…” can be selected from the Input Functions drop-down to manually
filter the Action column according to keyword matches.
• Action column. This column along the left side of the screen displays the action associated with the
corresponding input command entries.
• Category column. This column to the right of the Action column displays the function group or cockpit
panel each Action is grouped within.
• Input Device columns. These columns display which input devices have been detected, including your
keyboard, mouse, joysticks, throttles, or rudder pedals, and which input commands from the respective
input devices will perform the corresponding Action.
• Add button. To assign an input command to an Action, left-click the input command entry that corresponds
with the desired Action under the desired input device column, then press the Add button along the bottom
row. Alternatively, a double left-click on the desired command entry using mouse can be used, or right-
clicking on the command entry and selecting “Add combo”. Any of these methods will display the
ASSIGNMENT PANEL.
16
[AH-64D] DCS
• Default button. After assigning a command to an Action, you may revert to the default command
assignment for that command entry by clicking on the corresponding entry to highlight, and then clicking
the Default button. This can also be accomplished by right-clicking on the command entry and selecting
“Reset combo to default”.
• Clear button. If you wish to remove all commands from an input device for that Action, click on the
corresponding command entry to highlight, and then click the Clear button. This can also be accomplished
by right-clicking on the command entry and selecting “Clear combo”.
• Axis Tune button. This button becomes available if an axis command entry is highlighted. When this
button is clicked, the AXIS TUNE PANEL is displayed. This can also be accomplished by right-clicking on the
command entry and selecting “Tune combo axis”.
ASSIGNMENT PANEL
When this panel is displayed, simply press the button (or combination of buttons) or move the axis of the device
to assign it to that Action.
• Example 1: If setting a pitch axis for a joystick, first select Axis Commands from the Input Functions
drop down. Find the box where your Joystick input device and the “Pitch” Action intersect and double-click
the left mouse button in the box. In the ASSIGNMENT PANEL, move your joystick forward and back to assign
the axis. Press OK when finished.
• Example 2: If setting a keyboard or controller device button, first select All But Axis Commands as the
Input Function category, or the category that contains the desired Action you wish to edit. Find the box
where your input device and the Action intersect, and double-click the left mouse button in the box. In the
ASSIGNMENT PANEL, press the keyboard or controller device button you wish to assign to the Action. Press
OK when finished.
• If you make a mistake during the assignment process, press the RESET button and try again.
• If another Action is already assigned to that button or button combination, that Action will be shown under
Currently In Use.
EAGLE DYNAMICS 17
DCS [AH-64D]
AXIS TUNE PANEL

When this panel is displayed, the selected axis can be assigned a dead zone, different response curves, and other
tuning.
GAMEPLAY Tab
This tab primarily allows you to adjust the game to be as realistic or casual as you want it to be. Choose from
various difficulty settings like labels, tooltips, unlimited fuel and weapons, etc. You can also set your preferred
language and units of measurement.
Turning Mirrors off can assist with improving performance.
Note that some missions may enforce different gameplay settings that override the individual user selection on
this tab. This may result different gameplay behavior than the user expects, such as enforcing no labels or
restricting information on the F10 map.
MISC Tab
This tab contains miscellaneous features to further tune the game to your preference.
Note that some missions may enforce different gameplay settings that override the individual user selection on
this tab. This may result different gameplay behavior than the user expects, such as enforcing no external views
or Battle Damage Assessment overlays.
AUDIO Tab
Use this tab to adjust the audio levels within the game, enable/disable various audio effects, or manage your
Voice Chat settings.
18
[AH-64D] DCS
SPECIAL Tab
Use this tab to modify module-specific options by selecting the AH-64D from the module list along the left side
of the screen.
• Customized Cockpit. Only one option is available at this time, set to “Default”.
• Cyclic Trimmer Mode. This selection provides options for simulating force trim functions for various types
of input devices.
o Instant Trim (FFB Friendly) – As soon as the Force Trim Release button (trimmer) is released, the
new trimmed position of the player’s stick will be applied immediately.
o Central Position Trimmer Mode – After the Force Trim Release button (trimmer) is released, the
new trimmed position of the player’s stick will be applied immediately; however any further control
inputs will only be applied in each axis after the stick is returned to the neutral position in that
axis (pitch and roll axes are monitored separately).
o Joystick Without Springs and FFB – This option is used for joysticks lacking any spring resistance
or Force-Feedback (FFB).
• Pedals Trimmer Mode. This selection provides the same trimming options as the Cyclic Trimmer Mode
but applied to the Rudder axis.
• Detent in LOCKOUT position. This selection determines when the engine power levers will be
permitted to advance beyond the FLY position and into LOCKOUT.
o Automatically Jump Over – This option will move the engine power levers past the FLY
position and into LOCKOUT without any detents applied. Recommended for player throttles
equipped with physical detents.
o Depress Finger Lifts to Release Locks – This option will move the engine power levers past
the FLY position and into LOCKOUT only when the Power Lever Finger Lift detent commands
are used. Recommended for player throttles that lack physical detents.
EAGLE DYNAMICS 19
DCS [AH-64D]
• Cockpit Camera Shake. Adjusts the intensity of physics applied to moveable cockpit elements.
• IHADSS monocle visible. If enabled, a “ghost HDU” outline around the IHADSS symbology will be
displayed to simulate the physical obstruction of the HDU monocle. If disabled, only the IHADSS symbology
itself will be displayed.
• IHADSS render eye. May be set to “Right eye”, “Left eye” or “Both eyes.” When using a VR headset, this
will determine which eyepiece(s) render the IHADSS symbology and video.
• George AI Auto Handover. If enabled, when the player switches position to the front (CPG) seat, George
AI will automatically take control of the helicopter flight controls. If disabled, the player will still retain flight
control of the helicopter when switching to the CPG seat and will need to command George AI to take the
flight controls. The player will always retain the flight controls when switching to the Pilot seat.
• Pilot in Flame Resistant Balaclava. If enabled, the 3D model of the Pilot will wear a flame-resistant
balaclava.
• Copilot/Gunner in Flame Resistant Balaclava. If enabled, the 3D model of the Copilot/Gunner will
wear a flame-resistant balaclava.
• Weapons Trigger Guard Enable. If n enabled, the cyclic trigger guard key commands must be used prior
to pulling the trigger. Any time the trigger guards are in the closed position, the cyclic triggers will not
respond to key commands. If disabled, the trigger guard positions are ignored, allowing the player to fire
an actioned weapon without a requirement to open the trigger guard prior to pulling the trigger.
• AI Color Scheme. This selection determines the color palette that is used to display units within the AI
Interface Target List when the player is occupying the Pilot seat and relying on George AI to perform
Copilot/Gunner duties.
o NATO. Targets will be colored based on their hostility status, regardless of their coalition color.
▪ Unit belongs to Hostile Coalition
▪ Unit belongs to Friendly Coalition
▪ Unit belongs to Neutral Coalition
▪ Coalition affiliation is unknown.
o Coalition color. The Target List will display all targets in accordance with their assigned coalition.
▪ Unit belongs to Red Coalition
▪ Unit belongs to Blue Coalition
▪ Unit belongs to Neutral Coalition
▪ Coalition affiliation is unknown.
• MAN TRK “Ramp-Up” Speed. Adjusts the rate that the Sight Manual Tracker on the CPG Right TEDAC
Grip increases, or “ramps up”, input magnitude over time. Setting this slider to the right will reduce the time
to reach full input magnitude and setting the slider to the left will increase the time to reach full input
magnitude. This option allows players that are using a multi-directional hat switch in lieu of an analog input
axis to control sight slew rates based on their preferences.
VR Tab
This tab allows you to enable support for a wide variety of VR Headsets and adjust their functionality. When using
VR, be particularly aware of the Pixel Density setting as it can have a dramatic effect on game performance.
20
[AH-64D] DCS
Force Trim in DCS

Most helicopters are rarely flown with either the cyclic or the pedals in the neutral position. Many helicopters
feature a “force trim” system to reduce pilot workload. Such systems produce a force gradient which maintains
the position of the cyclic (and pedals in some cases) using springs or magnetic brakes. The pilot can apply
pressure against this force gradient if desired, or they can release the pressure entirely by pressing a button on
the cyclic. When this button is no longer pressed, the force gradient is re-applied and holds the controls at their
new position(s). This button is often called the “force trim release” or “force trim interrupt” button since it releases
or interrupts the force gradient holding the controls in place (the term “Trimmer” is also used to describe this
button).
The closest simulation of real-world force trim functionality is facilitated through the use of force-feedback gaming
sticks. However, since most flight simulation enthusiasts use more conventional spring-centered joysticks, a
special trim function is available in the simulation, with several options available to the player. These options are
set using the Cyclic Trimmer Mode and Pedals Trimmer Mode drop-down selections (described on the previous
pages), but the underlying logic is based around establishing a new “center point” for the cyclic and pedals.
To trim the controls in their current position, press and release the “Trimmer” button, then immediately return
the gaming joystick and pedals to their neutral positions. It is recommended that players unfamiliar with this
force trim simulation spend some time in the cockpit on Active Pause [LShift + Lwin + Pause] or while sitting
on the ground and observe the behavior of the simulated controls within the cockpit relative to their physical
controls in their hands.
1) Establish a stable 2) Press and release the 3) The helicopter will

flight attitude trimmer button, return continue to fly in the
the stick to neutral trimmed attitude
Trimming Procedure
Another means to observe this simulated trimming procedure is to display the Controls Indicator overlay while in
game by pressing [RCtrl + Enter]. You can reset trim at any time by pressing [LCtrl + T], which will re-
synchronize the simulated controls within DCS with your physical joystick and/or pedals.
Author’s Note regarding Trimmer options in DCS: AH-64D
Due to the nature of the AH-64D Flight Management Computer and its associated breakout values and hold mode
logic (described in the Force Trim & “Breakout” Values and Hold Modes sections), the Trimmer options that are
most conducive to interacting with the hold modes are the “Central Position Trimmer Modes”. However, during
fast-paced action while performing low altitude flight maneuvers or evading enemy fire, it can become mentally
counter-intuitive to reposition the stick to the neutral state when instinctive action dictates that you make an
input in the opposite direction away from center.
For these reasons, when using a spring-centered cyclic stick and rudder pedals, the author recommends using
“Instant Trim (FFB Friendly)” for the Cyclic option, but “Central Position Trimmer Mode” for the Pedal option;
since many individuals lack the same physical dexterity and control precision in their feet as compared to their
hands. Regardless, it is encouraged that each player tries the different options to assess which Trimmer modes
best suit their personal preferences and specific input devices.
EAGLE DYNAMICS 21
DCS [AH-64D]
Fly a Mission
Now that you have configured your game, let’s get to why you purchased DCS: AH-64D, to fly some missions!
You have several options to fly a single or multi-player mission.
On the Main Menu page, you have the options to fly the AH-64D in an
INSTANT ACTION mission, CREATE FAST MISSION, load a MISSION, play
a CAMPAIGN, go through a TRAINING lesson, or create a mission in the
MISSION EDITOR. You also have the option to jump online and fly with
others in MULTIPLAYER.
• INSTANT ACTION. Simple missions that place you in the task of

your choice. These missions are grouped according to which map
they take place in, so selecting a different map from the list along
the right side of the Instant Action mission list may provide
additional missions to choose from.
• CREATE FAST MISSION. Set various mission criteria to allow a

mission to be created for you.
• MISSION. More in-depth, stand-alone combat missions.
• CAMPAIGN. Linked missions to create a campaign narrative.
• MULTIPLAYER. Create your own multiplayer session or join a
multiplayer session already in progress.
• TRAINING. Lessons that provide step-by-step instructions in tasks
such as starting the AH-64D, takeoff and landing, navigation, or
employing weapons.
• MISSION EDITOR. Use this very powerful tool to create your own
missions.
To get started, we suggest one of the “Free Flight” INSTANT ACTION missions. Later, you can also use these
missions to practice starting up the aircraft, takeoffs, landings, navigation, and sensor / weapon employment.
Game Problems
If you encounter a problem, particularly with controls, we suggest you back up and then delete the
Saved Games\DCS\Config folder in your home directory, which is created by DCS on your operating system drive
at first launch. Restart the game and this folder will be rebuilt automatically with default settings, including all
the controller input profiles.
If problems persist, we suggest consulting our online technical support forums.
Useful Links
• Digital Combat Simulator homepage
• DCS: AH-64D Forum
Note about this manual

(N/I). This denotes a system or function within this manual that is not implemented in DCS: AH-64D.
22
[AH-64D] DCS
Mission Editor Options

Whether you are creating a mission for yourself and a friend to play online, or creating a large-scale mission for
many players in many aircraft, there are a few important options regarding the DCS: AH-64D that should be
properly configured within the Mission Editor.
Each DCS aircraft will have several tabs displayed on their Route Triggered Failures Aircraft Additional Properties
Airplane Group or Helicopter Group panes, with each Actions
having a specific purpose in preparing the aircraft for the Radio

mission. Payload Summary Settings Datalinks
Route. Allows the mission creator to program a series of

waypoints that the aircraft should fly during the mission. If
the aircraft is to be controlled by AI during the mission
(Skill option is set to any level except Player or Client),
advanced waypoint actions may be added to any waypoint
which may dictate specific actions that the AI should
perform.
Payload. Allows the mission creator to specify the fuel,
weapons, and munitions that should be carried by the
aircraft during the mission.
Triggered Actions. Allows the mission creator to
program AI tasks that will be performed when/if triggered
within the mission. These will only apply if the aircraft is
being controlled by AI.
Summary. Allows the mission creator to review a route
summary of the flight plan programmed on the Route tab.
Failures (Player only). Allows the mission creator to
program any number of emergency conditions or
component failures that may occur during the mission.
Radio Settings (Player/Client only). Allows the
mission creator to configure the preset radio frequencies
used by the aircraft radios, if such capability exists for that
aircraft.
Aircraft Additional Properties. Allows the mission creator to configure any remaining properties that are
unique to the aircraft type.
• FCR/RFI removed. When checked, the mast-mounted Fire Control Radar assembly will be removed.
• Allow Plt NVG. When checked, the Pilot in the rear cockpit will be equipped with night vision goggles. If
un-checked, night vision goggles will not be available during the mission.
• Allow Cpg NVG. When checked, the Copilot/Gunner in the front cockpit will be equipped with night vision
goggles. If un-checked, night vision goggles will not be available during the mission.
• Flare Burst Count/Interval, Salvo Count/Interval, Delay btw. Programs. Pre-configures the flare
dispenser program prior to the mission, since this can only be performed by ground crews via an external
access panel. These options may also be configured via the player kneeboard while the main engines are
off and the rotor is not spinning. (See Flare Dispensers in the Aircraft Survivability Equipment (ASE) chapter
for more information.)
• AI IFF Detection Mode. See AI Mission Editor Options for more information.
• Track Air Targets. See AI Mission Editor Options for more information.
EAGLE DYNAMICS 23
DCS [AH-64D]
• Aircraft Control Priority. Configures the “multicrew” control handover logic when two players are
occupying the same AH-64D during a multiplayer session. As the pilot-in-command, the Pilot will always
have initial control of the aircraft.
o Pilot. The Pilot has priority control of the aircraft.
▪ The CPG must request control from the Pilot, after which the Pilot may grant or deny
the request to transfer the flight controls.
▪ The Pilot can take control from the CPG at any time but cannot give control to the CPG
without a transfer request from the CPG.
o CPG. The CPG has priority control of the aircraft.
▪ The Pilot may request control from the CPG, after which the CPG may grant or deny the
request to transfer the flight controls.
▪ The CPG can take control from the Pilot at any time and can give control to the Pilot at
any time.
o Ask Always. Neither crewmember has priority control of the aircraft.
▪ The crewmember that does not have control must request control. The crewmember
that has control may grant or deny the request to transfer the flight controls.
o Equally Responsible. Neither crewmember has priority control of the aircraft.
▪ The crewmember that does not have control may take control at any time.
▪ The CPG may give control to the Pilot at any time, but the Pilot cannot give control to
the CPG.
• AI Disabled. When checked, “George” AI will be disabled within the aircraft. If the AH-64D is occupied by
only one player, they will need to switch between each crewstation to perform the tasks of both
crewmembers. (See AI Mission Editor Options for more Information.)
• Disable Multicrew. When checked, only one player may occupy the AH-64D during multiplayer gameplay.
Only one crewmember position will be available to join from the “Multiplayer – Select role” screen. The
player will need to switch between each crewstation to perform the tasks of both crewmembers or rely on
“George” AI to assist with the operation of the aircraft (if AI Disabled is not checked as well).
• Datalink Originator ID. See Datalink Mission Editor Options for more information.
• Ownship CallSign. See Datalink Mission Editor Options for more information.
Datalinks. Allows the mission creator to configure communication preset and datalink settings for the aircraft.
(See the Datalink chapter for more information.)
24
[AH-64D] DCS
FLIGHT CONTROL
The primary helicopter flight controls include the cyclic, collective, and anti-torque pedals.
• The cyclic is used to pitch the nose up and down to control airspeed, and roll the aircraft left and right
to perform turns while in forward flight or to translate left and right while in a hover.
• The collective is used to control the amount of lift the main rotor produces for maintaining a constant
altitude or climbing and descending.
• The anti-torque pedals are used to control the amount of thrust the tail rotor produces to counter the
torque produced by the main rotor and for yawing the nose left and right while in low speeds or in a
hover; and on the ground to turn the nose when taxiing.
Anti-Torque Pedals
Collective Cyclic
Just as fixed-wing aircraft use the physics of opposing forces

to fly and maneuver through the air, helicopters also rely on Lift
opposing forces to maintain controlled flight. However, the
physical forces involved in rotary-wing flight are much more
difficult to maintain in a state of balance and require constant
attention by the pilot to maintain controlled flight.
Although DCS: AH-64D includes keyboard commands for
manipulating the flight controls, it is highly recommended
that analog control devices of some form are utilized. If you
Drag
do have a joystick, it may be equipped with a throttle handle
for controlling the collective; and/or a twist grip, which will
allow you to control the anti-torque pedals.
Gravity
EAGLE DYNAMICS 25
DCS [AH-64D]
When flying from the cockpit, the Controls Indicator may be displayed by pressing [RCtrl]+[Enter] to view a
visual representation of the flight control positions and their behavior, as commanded by the flight computer.
Main Rotor Swashplate Angle Indicator
Cyclic Pitch Control Axis

Collective Control Axis
SCAS Pitch/Roll Authority Range
SCAS Collective Authority Range
Cyclic Position Indicator
Collective Position Indicator
Cyclic Force Trim Reference Position
Main Rotor Swashplate
Position Indicator Cyclic Roll Control Axis
Parking Brake Handle Indicator

Wheel Brake Position Indicator
(100% brake force applied)
FLY Detent Marker
Pedal Brake Position Indicator
Engine Power Lever Axis (75% rotation applied)
IDLE Detent Marker

Anti-Torque Control Axis
SCAS Yaw Tail Rotor Swashplate Anti-Torque Pedals Anti-Torque Pedals Force
Authority Range Position Indicator Position Indicator Trim Reference Position
If the Flight Management Computer (FMC) is automatically holding the aircraft at a specific attitude, altitude,
heading, velocity, or a stationary hover, blue indicators will appear around the SCAS authority range (light-shaded
regions) of the corresponding flight control axis (or axes) in which Hold mode(s) are engaged. In addition, the
format of the blue indicator around the SCAS pitch/roll authority range will change depending on the specific sub-
mode logic within which the Attitude Hold is operating.
Attitude Hold Engaged
Attitude Hold sub-mode
Altitude Hold Engaged
Velocity Hold sub-mode
Position Hold sub-mode
Heading Hold Engaged
See the Flight Management Computer section in The AH-64D chapter for more information.
26
[AH-64D] DCS
Changing Airspeed
A helicopter’s airspeed is a function of its pitch attitude. The lower the pitch angle, the faster the helicopter will
fly. However, too low of a pitch angle and the helicopter will enter a dive.
To accelerate, the nose should be pitched down to redirect the main rotor’s lift forward, which will cause the
helicopter to accelerate. However, since the some of the main rotor’s lift is now being used for propulsion and
not for countering gravity, the helicopter will descend. This must be countered by pulling up on the collective to
increase the lift that the main rotor is producing.
To decelerate, the nose should be pitched up to redirect the main rotor’s lift aft, which will cause the helicopter
to decelerate. However, this will cause the helicopter to climb and must be countered by pushing down on the
collective to decrease the lift that the main rotor is producing.
Hover Cruise Dash Dive
Changing Altitude
Changing the position of the collective lever can increase or decrease the helicopter altitude; or be used to
maintain the current altitude as the helicopter is pitched up or down to change airspeed.
Increasing the collective pitch angle of the main rotor blades will increase the amount of lift the main rotor
produces, which will cause the helicopter to climb. However, this will also increase the amount of torque that the
main rotor imparts on the helicopter, which will manifest as a right yawing motion. This must be countered by
applying left pedal as the collective is increased.
Decreasing the collective pitch angle of the main rotor blades will decrease the amount of lift the main rotor
produces, which will cause the helicopter to descend. However, this will also decrease the amount of torque that
the main rotor imparts on the helicopter, which will manifest as a left yawing motion. This must be countered by
applying right pedal as the collective is decreased.
Raising collective
Raising collective
Hover Level flight
Lowering collective
Lowering collective
or
raising collective too much
NOTE: It is possible to increase the collective beyond the capabilities of the engines to keep the rotor spinning
at the correct rotational speed. As the rotor blades’ angle-of-attack is increased, the blades will produce more lift
and more drag. If the drag on the rotor system exceeds the maximum torque output from the engines, the
rotational speed of the rotor will slow, also known as “rotor droop”. As the rotor speed decreases, the amount of
lift the rotors produce will decrease exponentially, and the helicopter will descend. The collective must be lowered
to reduce the drag on the rotor system and regain rotational speed of the rotor, and the helicopter will regain
lift. This principle is analogous to recovering an airplane from the effects of a stall, in which the nose of the
airplane is pitched downward to gain airspeed and reduce the angle-of-attack of the wings in order to regain lift.
EAGLE DYNAMICS 27
DCS [AH-64D]
Changing Heading
Changing the heading of the helicopter in the horizontal plane is accomplished in one of two ways, depending on
whether the helicopter is in forward cruise flight or is at low airspeed or hovering.
When in forward flight, the heading of the helicopter is changed by rolling, or banking, the helicopter in the
desired direction. As the bank angle is increased, the collective must be increased to maintain altitude. At steeper
bank angles, pulling back on the cyclic may be required to maintain altitude or to increase the turn rate by pitching
the nose in the direction of the turn. Just prior to reaching the desired heading, the cyclic should be used to roll
the helicopter back to level flight, so the helicopter returns to a level attitude just as the desired heading is
reached.
When at a stationary hover, the heading of the helicopter is changed by yawing the helicopter in the desired
direction. As the airspeed increases, a combination of yaw and roll will be necessary to change heading when at
low airspeed, until the airspeed becomes high enough that the turn may be performed using roll alone.
Note the following:
• Shallow bank angles will require a slight increase in collective to prevent altitude loss. Steep bank
angles will require a combination of collective increase and cyclic pitch input to prevent altitude loss.
• During steep turns, higher pitch rates will increase the turn rate but will also cause the helicopter to
slow down. If too much airspeed is lost while in a steep turn, the helicopter will rapidly lose altitude
and impact the terrain. Decreasing the bank angle as the speed decreases will prevent loss of altitude.
Engine Torque Heading Tape
Navigation Fly-To Cue Flight Path Vector
Vertical Speed Indicator
True Airspeed Radar Altitude
LOS Reticle Horizon Line

Ground Speed Skid/Slip Indicator
The Heading Tape along the top of the helmet display symbology can be used to monitor heading. The chevron
along the bottom of the Heading Tape shows the relative direction to your next waypoint. If you turn the aircraft
toward it and then align the Flight Path Vector with the Navigation Fly-To Cue, you will be flying to your waypoint.
The Horizon Line is displayed relative to the Line-Of-Sight (LOS) Reticle, which are the crosshairs within the
center of the helmet display symbology. If the Horizon Line bisects the LOS Reticle, the nose of the helicopter is
on the horizon. If the LOS Reticle is above the Horizon Line, the nose of the helicopter is above the horizon.
28
[AH-64D] DCS
THE AH-64D
THE AH-64D
EAGLE DYNAMICS 29
US Army photo
by SSG Thomas Mort
DCS [AH-64D]
AIRCRAFT HISTORY
The AH-64D is the evolution of the U.S. Army’s need for an airborne platform that is lethal against large numbers
of armored vehicles, readily and continuously available at day or night to support ground force commanders, and
survivable enough to operate in a modern combat environment. Following the experiences of helicopter units in
the Vietnam War, which mainly consisted of small teams of helicopters engaged in light combat, the emerging
environments that military helicopters were expected to be operating within contained large-scale armor units
supported by sophisticated air defense systems. Army Aviation needed to procure an advanced attack helicopter
that could be effectively lethal and survivable in heavy combat, regardless of the time of day.
Advanced Aerial Fire Support System

In 1948, the Key West Agreement codified the separation of air assets between the U.S. Army and the newly
founded U.S. Air Force. Doctrinally, the Air Force would be tasked to provide fixed-wing aircraft for the close air
support (CAS) role with a new generation of fighter aircraft, while Army Aviation was limited to small and light
fixed- and rotary-wing aircraft since, at the time, such aircraft were expected to be limited to utility and logistics.
In 1960, the Secretary of Defense, Robert S. McNamara, revisited this agreement by creating the Army Tactical
Mobility Requirements Board. The board and its chairman, Lieutenant General Hamilton H. Howze, recommended
that Army Aviation be greatly expanded to include a well-developed attack role, among many others. McNamara
followed the board’s recommendation, which generated contention among Air Force leadership, insistent that
fixed-wing fighters were the only effective platforms for performing CAS.
Army leadership was determined to procure their own close
air support aircraft and initiated the Advanced Aerial Fire
Support System (AAFSS) program in 1963 to design a
purpose-built attack helicopter, rather than an armed variant
of an existing utility helicopter. The request for proposals was
announced in 1964; and in 1968 Lockheed was awarded the
contract with its proposal for the AH-56 Cheyenne.
Consequently, the Air Force initiated the A-X program in 1966
(even before the AH-56 contract had been awarded to
Lockheed) to develop a purpose-built CAS aircraft to fulfill
the same missions to which the AH-56 was intended to
Lockheed AH-56 Cheyenne (US Army) perform, which would eventually result in the A-10. However,
by the end of the 1960’s the U.S. military’s strategic concern
shifted to the large numbers of tanks that Warsaw Pact countries could employ in a European ground war. Thus,
priorities for aircraft development shifted from close air support to the anti-armor role, and in 1972 the Army
canceled development of the AH-56 in favor of a program to develop a more capable anti-tank platform.
Joint Attack Helicopter Instrumented Evaluation

In 1972, the NATO Armaments Group conducted a series of tests in Ansbach, Germany, to determine the viability
of employing attack helicopters against large numbers of armored vehicles supported by mobile, short-range air
defenses. The final report concluded that helicopters could be extremely effective in destroying an attacking
armored ground force by utilizing hovering fire from standoff ranges. When employing anti-armor munitions, the
assessed kill ratios averaged 15 tracked vehicles destroyed for every helicopter lost.
By 1975, AH-1G attack helicopters (which were limited to carrying rockets, grenade launchers, and miniguns)
were being replaced by AH-1Q variants that could employ BGM-71 TOW anti-armor missiles; and shortly
thereafter, night-capable AH-1S helicopters were fielded. However, the TOW-equipped AH-1 was considered an
interim solution for an anti-armor helicopter that could fight and survive amongst increasingly sophisticated air
defenses consisting of radar-controlled antiaircraft guns and shoulder-fired, infrared-guided missiles.
30
[AH-64D] DCS
Advanced Attack Helicopter Program

The U.S. Army’s Advanced Attack Helicopter (AAH) program to develop a night-capable, anti-tank helicopter got
underway in January 1972. Despite the fact that the AAH requirements were for an aircraft that would be smaller
(though more agile), slower, and less sophisticated than what was originally envisioned in the Advanced Aerial
Fire Support System, the AAH program still faced several technological hurdles. These challenges were
compounded by the need to update U.S. Army doctrine in employing such an aircraft in combat and modernizing
Army Aviation’s equipment and training for performing low-level flight at night.
The AAH program’s request for proposals (RFP) was announced in November 1972, approximately six months
after the Ansbach tests concluded. The RFP specified that the helicopter would need to operate at night at
extremely low altitudes, should utilize the same General Electric T700 engine as the Utility Tactical Transport
Aircraft System (which would eventually evolve into the UH-60), and should be armed with a 30mm cannon and
16 anti-tank BGM-71 TOW missiles. The RFP was later amended to include a requirement to carry 16 AGM-114
missiles in place of the TOW, which would more than double the standoff engagement range of the airframe.
Bell, Boeing-Vertol/Grumman, Hughes, Lockheed, and Sikorsky all submitted proposals for the AAH program. In
July of 1973, the Department of Defense selected the Bell Model 409 and the Hughes Model 77 as the prototypes
that would be built to compete for the contract in Phase 1 of the AAH program.
Bell Model 409 (US Army) Hughes Model 77 (US Army)
The Hughes Model 77, designated YAH-64, first flew on September 30, 1975. The Bell Model 409, designated the
YAH-63, performed its first flight only a day later. After a series of flight tests and trials, the Army decided to
move ahead with the Hughes YAH-64, citing its increased survivability over the YAH-63.
AH-64A
Per Phase 2 of the AAH program, the YAH-64 entered pre-
production. The airframe, redesignated as the AH-64A, was
integrated with the weapon and targeting systems it would
employ in combat.
The AH-64A was equipped with two revolutionary targeting
systems: the Integrated Helmet And Designation Sighting
System (IHADSS) and the Target Acquisition Designation
Sight (TADS). IHADSS and TADS enabled aircrews to
navigate mere feet over the terrain and amongst obstacles
under total darkness, acquire and engage targets at long-
range, and rapidly engage targets with the 30mm cannon
using helmet-mounted sights. Combined with the Pilot Night Pre-production version of the AH-64A (US Army)
Vision System (PNVS), these sighting systems made the AH-
64A a lethal day and night attack aircraft.
EAGLE DYNAMICS 31
DCS [AH-64D]
Three AH-64As were delivered to the Army in 1981 for

Operational Test II at Fort Hunter-Liggett, California. In
1982, the engines were upgraded to the more powerful
T700-GE-701, with 1,690 shaft horsepower (SHP), and the
Army approved the AH-64A for full-scale production. In 1983,
the first production AH-64A rolled off the assembly line at
Hughes’s production facility in Mesa, Arizona. In January
1984, the Army took delivery of its first AH-64A; and in March
Final production version of the AH-64A (US Army) 1986, began training its first operational unit, 7th Battalion,
17th Cavalry Brigade, at Fort Hood, Texas.
The AH-64A proved to be exceptionally nimble at low speeds, capable
of weaving through tree lines and amongst the terrain contours, even
when armed with a full combat load. Each AH-64A could be equipped
with four quad-rail missile launchers for carrying a full load of 16
AGM-114 missiles in the anti-armor role. Alternatively, two of the
missile launchers could be replaced by a pair of 19-tube rocket
launchers for reconnaissance, security, or fire support missions. In
addition, 1,200 rounds of 30mm ammunition could be carried for the
single-barrel automatic cannon, which was effective against light
armor, unarmored vehicles, and personnel.
The AH-64A was also designed with a high degree of survivability
from lessons learned in Vietnam, including strategically placed armor,
systems redundancy, fire retarding systems, self-sealing and inerting
fuel cells, infrared suppression, and crashworthiness in the event of
a high-rate vertical impact with the ground.
Over 1,000 AH-64As were produced, most of which have since been AH-64A firing unguided rockets (US Army)
upgraded to the D model. The AH-64A was operated by the U.S.
Army until July 2012, when the last A model was taken out of service.
AirLand Battle
Throughout the 1980’s, Army Aviation continued to evolve its night-fighting capabilities, with night-time flight
training constituting approximately a third of all flight training that was conducted. Simultaneously, the U.S. Army
as a whole was devising an entirely new doctrine of warfighting, termed “AirLand Battle”.
AirLand Battle doctrine involved a greater integration of combined-
arms maneuvers, synchronizing the efforts of armor, artillery, and
aviation units at the division level or higher. The AH-64A would play
a key role in this combined-arms fight, being employed in entire
platoons, companies, or battalions, in a similar manner as tank units.
The AH-64A would not only augment armor units by providing fire
support along the front line but would be capable of performing deep
attacks beyond the FLOT (Forward Line of Own Troops),
independently of ground forces, engaging enemy targets from
standoff ranges and relying on nap-of-the-earth (NOE) flying to
minimize exposure to enemy air defense systems.
Artillery and MLRS units would also play a key role in the Army’s
attacks in depth by providing fire support and suppression of enemy
air defenses (SEAD). Alternatively, when performing deep attacks
AH-64A performing weapon tests (US Army) beyond the range of friendly artillery, Army AH-64’s could be
supported by Air Force or Navy/Marine Corps fixed-wing aircraft
providing SEAD.
32
[AH-64D] DCS
Gulf War (Operation Desert Shield/Desert Storm)

The AH-64A first saw combat in 1989 as part of Operation Just Cause, the U.S. invasion of Panama. But it wouldn’t
be until Operation Desert Shield in 1990 that the AH-64A would be deployed in significant numbers for a large-
scale conflict.
In January 1991, eight AH-64A’s from the U.S. Army’s 101st Airborne
Division, along with four MH-53J Pave Low helicopters from the U.S.
Air Force’s 20th Special Operations Squadron, struck the first targets
in Iraq during the opening hours of Operation Desert Storm. Their
mission was to destroy two early warning radar sites along the border
between Saudi Arabia and Iraq to allow coalition aircraft to funnel
through the hole in radar coverage to begin the air campaign against
the Iraqi military. Both radar sites needed to be destroyed quickly,
simultaneously, and completely, to prevent the Iraqi air defense
network from detecting the incoming coalition aircraft or receiving
advance warning of the impending air attack.
Throughout the fall of 1990 and into January 1991, the Army and Air
Force crews continuously rehearsed the various aspects of the
mission, from formation flying to navigating long distance routes at
night while flying no more than 100 feet over the terrain. However,
it wasn’t until the evening of January 16th, hours before the mission
itself, that the aircrews were finally briefed on the nature of their
mission. Each team, “Red Team” and “White Team”, consisted of four
AH-64A’s and two MH-53J’s, with the western radar site assigned to
Red Team and the eastern radar site assigned to White Team. AH-64As during Desert Shield (US DoD)
At midnight the joint helicopter force began spooling up their engines. Each team departed separately using
precise timing so they would arrive at their designated targets simultaneously. Flying radio silent and guided
across the featureless desert by the GPS navigation units on board the MH-53’s, the two teams of Army and Air
Force helicopters navigated over 130 miles through the darkness, attracting only momentary small arms fire and
an errant missile as they crossed the border into southern Iraq.
As the Pave Lows arrived over the pre-briefed initial points, their crews dropped bundles of chemlights onto the
surface to mark the location. One by one, each AH-64 hovered over the chemlights and updated their inertial
navigation systems before regrouping and proceeding to their respective targets, while the MH-53’s departed to
their designated holding area. Advancing slowly at low altitude, the AH-64’s successfully reached their attack
positions without detection, and each AH-64 aircrew acquired their assigned targets through their Forward-
Looking Infrared (FLIR) sensors. With a single radio call, the attack commenced at precisely 2:38 AM on January
17th with an onslaught of Hellfire missiles, followed by rockets and 30mm cannon fire. Within minutes, the radar
sites were completely annihilated, and scores of coalition aircraft streamed through the gap in radar coverage to
begin the air campaign phase of Operation Desert Storm.
Leading up to the ground phase of Desert Storm in the following
month, AH-64 units began conducting deep attacks at night against
Iraqi armor units. These deep attacks were supported by EF-111 and
EC-130 electronic warfare aircraft providing suppression of enemy air
defenses (SEAD) in the form of jamming and deception, while several
artillery battalions remained on call to provide additional SEAD if
required. When the ground phase finally commenced on February
24th, battalions of AH-64A attack helicopters were launched en masse
against multiple objectives forward of friendly ground forces. On
several occasions, an entire brigade of Iraqi armor was decimated by
a single battalion of AH-64A helicopters in a single battle, solidifying
AH-64A equipped for an anti-armor the Army’s use of attack helicopters as an effective anti-armor force
mission during Desert Storm (US DoD) that was capable of attacking enemy forces in depth.
EAGLE DYNAMICS 33
DCS [AH-64D]
AH-64A+, AH-64B, and other upgrade proposals

As early as 1984, upgrades and additional AH-64 variants were
being proposed by McDonnell Douglas (which had since acquired
Hughes shortly after the AH-64A entered service) and offered to
the U.S. Army and other potential buyers. Notably, the U.S. Marine
Corps expressed interest in a “Sea Apache” variant, but the type
was never procured due to high costs.
Many alternative weapons were also suggested for addition to the
AH-64A’s arsenal, including other types of anti-tank missiles, air-
to-air missiles, and even anti-ship missiles. In particular, efforts to
arm the AH-64A with air-to-air missiles proceeded as far as weapon
test-firings of the AIM-9 Sidewinder and the Air-To-Air Stinger
(ATAS) system between 1987 and 1989. Even the anti-radar AGM-
122 Sidearm (derived from the AIM-9 missile) was successfully
tested in 1988. However, none of these efforts gained traction and AH-64A mock-up with Sidewinder and ATAS
the U.S. Army never upgraded its AH-64 fleet for air-to-air missile missile systems (McDonnell Douglas)
capability.
Multi-Stage Improvement Program (MSIP)

In 1988, McDonnell Douglas began to develop various upgrade proposals for the AH-64A, referred to as
“Advanced Apache”, “Apache Plus”, or the “AH-64B”. These proposals would have included numerous upgrades,
such as a revised and updated cockpit, digital electronics, a new fire control and gun system, improved sensors
and communications, and Stinger air-to-air missiles. However, the MSIP proposals never proceeded beyond their
concept stages.
Following the Gulf War, a more modest “AH-64A+” upgrade program was proposed that included improved
communications in the form of SINCGARS and HF radios, GPS-aided navigation, a ground-proximity warning
system, sand filtration kits, an improved flight computer, and accuracy improvements to the PNVS/TADS and the
30mm gun. Although some of these changes such as the SINCGARS radios and GPS receivers were eventually
incorporated into the AH-64A fleet, the original A+ upgrade program was largely abandoned in favor of the much
more ambitious AH-64D upgrade program.
Airborne Adverse Weather Weapon System (AAWWS)

In the late 1980’s, research and development was underway for the
AAWWS, a radar targeting system that could be mounted on top of
the AH-64’s rotor mast. The radar system would enable the AH-64 to
acquire ground or air targets while remaining masked behind terrain,
trees, or other obstructions, even in low visibility. The targeting data
could then be passed to other friendly assets in the combined-arms
battlespace, such as other helicopters, artillery, command centers,
intelligence networks, or fixed-wing fighters and strike aircraft.
By 1992, the AAWWS had evolved into the AN/APG-78 fire control
radar and was to be fitted to the AH-64D that was under
development. The APG-78 would enable the AH-64D to navigate at
low altitudes in low-visibility conditions, acquire and classify
battlefield targets faster, remain hidden behind terrain longer to
avoid air defenses, and transfer targeting and reconnaissance data
to other AH-64D’s in real-time. The AAWWS had the potential to
Maintenance personnel inspect an AH-64D’s
mast-mounted assembly (US Army)
transform a team of AH-64’s into a devastating anti-armor force.
34
[AH-64D] DCS
Aviation Restructure Initiative (ARI)

In February of 1993, the U.S. Army Aviation Center at Fort Rucker, Alabama, initiated the Aviation Restructure
Initiative with the objective to modernize, reorganize, and standardize aviation units across the Army. At the
time, the Army Aviation fleet was composed of many rotary- and fixed-wing airframe types. As part of the
modernization, the number of helicopter types was reduced from 10 to 5 and the number of fixed-wing types
was reduced from 8 to 4. Among the changes that were to be made as part of the ARI, one particular change
impacted the structure of the attack helicopter battalions and the AH-64’s role within it.
Leading up to the 1990’s, the structure of the Attack
Helicopter Battalion (ATKHB) consisted of 18 AH-64A, 13
OH-58C, and 3 UH-60 helicopters. Although the OH-
58C’s were also used for liaison and courier duties, the
principal warfighting function of the OH-58C within the
ATKHB was to serve as an “aeroscout” for the AH-64A.
However, the OH-58C was a 1960’s airframe that was
proving to be increasingly limited as an aeroscout for the
AH-64. The OH-58C lacked the speed and survivability to
operate effectively alongside the AH-64 in a modern
conflict, nor did it have adequate sensors to detect and
classify targets, relying solely on the pilots’ eyesight.
Following the reorganization of ARI, the structure of the
ATKHB transitioned to a single-airframe unit, consisting
of 24 AH-64’s across three flight companies. Each flight
company would be assigned three AH-64’s to fulfill the
scout role, with five AH-64’s to perform attack missions.
These changes in unit structure laid the foundation for
OH-58C and AH-64A “hunter-killer team” (US Army)
integration of the AH-64D within the Army’s attack
helicopter battalions, with each flight company receiving
three FCR kits for each AH-64D within the scout platoon.
By employing the AH-64A in the aeroscout role, the scout platoons
would gain a significant increase in their ability to detect and classify
targets on the battlefield, especially at night. In daytime, the AH-64A
had four times the target detection range and eight times the target
classification range compared to the OH-58C. At night, the OH-58C’s
ability to detect targets was practically non-existent while the AH-
64A’s FLIR could detect and classify targets at approximately two-
thirds the range of its DTV during the day. The weapon systems,
defensive equipment, and night operations capability of the AH-64A
also increased the aircraft’s survivability in combat compared to the
OH-58C.
Following the introduction of the upgraded AH-64D, the addition of
the APG-78 FCR in the scout platoons greatly enhanced and
accelerated the process of target detection and classification. The
APR-48 RFI, which shared the mast-mounted assembly with the FCR,
allowed the AH-64D scout platoons to receive early warning of enemy
air defense systems and subsequently target them for destruction; a
capability that neither the AH-64A nor the OH-58C possessed.
However, it is worth noting that the improved communications and
direct transmission of real-time targeting data to other AH-64D’s is
what truly allowed the FCR-equipped AH-64D’s to assume the
AH-64D equipped with the mast-mounted aeroscout role from the OH-58C.
AN/APG-78 Fire Control Radar (US Army)
EAGLE DYNAMICS 35
DCS [AH-64D]
AH-64D
Following Operation Desert Storm in 1991, the AH-64A+
upgrade proposed by McDonnell Douglas was approved
and funded by the U.S. Congress but was canceled merely
a year later in favor of the AH-64D proposal. The AH-64D
upgrade program was a significantly more robust update
to the AH-64 fleet, incorporating many aspects of the MSIP
and AAWWS programs of the late 1980’s.
The most obvious external differences between the AH-
64A and the AH-64D are the presence of the AN/APG-78
Fire Control Radar (FCR) mounted above the main rotor of
some AH-64D’s and the expanded avionics bays on either
side of the forward fuselage to accommodate the
additional computer processing capability. The AH-64A air
data system mounted above the rotor head was replaced
by a pair of Airspeed And Direction Sensor (AADS) probes
mounted to each engine nacelle. The left and right
navigation and anti-collision light assemblies were also
relocated to the engine nacelles to accommodate growth
AH-64D (US Army) options for wingtip mounted air-to-air missiles, though
such weapons were never integrated into U.S. AH-64D’s.
The cockpit layout within each crewstation received significant modifications through a program called Manpower
and Personnel Integration (MANPRINT), which focused on the human factors in optimizing the cockpit workflows.
By replacing the analog instruments with a pair of 6x6 inch color multi-purpose displays (MPD) and an upfront
display (UFD), the crew is presented with more data in an efficient manner, allowing them to gain and maintain
greater situational awareness and make decisions more quickly and effectively. Further, replacing the various
switches and knobs in each cockpit with contextual options on the MPDs, a keyboard unit (KU) for data entry,
and expanding the hands-on controls, allowed the crewmembers to interact with the aircraft’s systems, sensors,
and fire control computer more efficiently and accomplish cockpit tasks more rapidly.
The avionics improvements
also included GPS-integrated
navigation, a fully integrated
communications suite with
SINCGARS radios, a modem
for transmitting data, and
avionics supporting a MIL-STD
1553B data bus. AH-64D’s
would also eventually receive
the ARC-220 High Frequency
(HF) radio for non-line-of-sight
and over-the-horizon voice
and data communications.
Along with the improvements
to the avionics and the
addition of the mast-mounted
FCR, the AH-64D could employ
the AGM-114L, a “fire-and- Aft cockpit of the AH-64A with analog gauges and switches (Left) and the aft cockpit of
forget” variant of the missile the AH-64D featuring the MANPRINT cockpit design and layout (Right) (US Army)
that used autonomous radar
guidance instead of the semi-active laser-homing guidance of previous versions. However, the AH-64D still
retained the capability to employ existing laser-guided variants alongside the radar-guided AGM-114L.
36
[AH-64D] DCS
Unfortunately, the upgrades and additional equipment came with an increase in gross weight and a reduced
power-to-weight ratio. To improve performance in “hot and high” conditions, the engines were replaced with the
more powerful T700-GE-701C engines rated at 1,940 shaft horsepower (SHP). It is worth noting that the original
plans were for the upgraded airframes to be designated as AH-64C and AH-64D, with the AH-64C lacking the
FCR and the upgraded 701C engines. However, this additional designation proved to be redundant since the FCR
system components themselves were interchangeable between the AH-64C and AH-64D. The designation was
subsequently dropped, with all airframes being designated AH-64D. Eventually, all AH-64D’s (and even some AH-
64A’s) received the upgraded 701C engines.
The addition of the mast-mounted APG-78 Fire Control Radar and the upgraded communications equipment
enhances the organic aeroscout capability for AH-64D-equipped units, allowing a single FCR-equipped AH-64D to
instantaneously distribute targeting data to seven other AH-64D’s in the vicinity. In addition, the AH-64D’s
networking capabilities allows any AH-64D within the attack helicopter battalion to share reconnaissance
information or mission updates in near real-time with two entire flight companies of aircraft at once, if necessary.
When performing attacks in depth, the AH-64D can relay
reconnaissance information and situation updates across
long distances with the addition of the near-vertical incidence
skywave (NVIS) antenna for non-LOS communications using
the HF radio. This can be especially valuable when operating
at low altitudes or when terrain obstructs normal radio line-
of-sight.
The mast-mounted AN/APR-48 Radar Frequency
Interferometer (RFI) provides the AH-64D with an improved
early-warning of air defenses. When coupled with the FCR
and fire-and-forget AGM-114L missiles, the RFI also provides
the AH-64D with an inherent self-defense capability against
short-range air defense systems, which is crucial during deep
attacks beyond the range of friendly artillery that could
provide suppression of enemy air defenses (SEAD).
The first D model prototype was flown in April of 1992, and
by 1995 testing had concluded and full-scale production was
AH-64D (US Army) underway. The first Block 1 AH-64D was delivered to the U.S.
Army on March 31, 1997.
The Army began receiving Block 2 airframes in 2003, which featured moving map underlays for the Tactical
Situation Display (TSD), an Enhanced Upfront Display (EUFD), a new datalink modem, a digital video recording
system, and dedicated search and rescue equipment in the form of an emergency locator transmitter (ELT) and
an underwater acoustic beacon.
Modernized TADS/PNVS (M-TADS)

Despite the various upgrades within the AH-64D, the original TADS and PNVS sensors from the AH-64A had
remained unchanged. In 2005, the Army began re-fitting the AH-64D fleet with the “Modernized TADS/PNVS”
system, or simply “M-TADS”. The M-TADS upgrade featured next generation FLIR cameras for the nose-mounted
TADS and PNVS sensors, and an expanded PNVS turret housing with an additional sensor aperture for future
growth. The new FLIR sensors produced video with higher resolution and fidelity, allowing crews to detect and
classify targets at greater ranges and see more detail of their surroundings during operations at night.
In addition, the M-TADS included upgraded digital tracking logic with a multi-target tracking capability and an
automated boresighting process. The existing Optical Relay Tube (ORT) assembly in the Copilot/Gunner
crewstation was replaced with the TADS Electronic Display And Control (TEDAC) assembly, which featured a
larger video screen with better resolution.
EAGLE DYNAMICS 37
DCS [AH-64D]
Survivability Improvements
In the same year that the M-TADS was making its way to
the U.S. Army fleet, a new missile warning and defense
system was also being fielded. The AN/AAR-57 Common
Missile Warning System (CMWS) was intended to improve
the AH-64D’s defense against infrared (IR)-guided missile
threats. The modifications included a missile warning
system to notify the crew of potential missile threats within
the vicinity and two flare dispensers mounted to the tail
boom. The flare dispensers allowed the crew to eject flares
to decoy heat-seeking missiles away from the aircraft. The
CMWS electronics could also be enabled to automatically
dispense flares without crew interaction, if desired.
In 2006, the U.S. Army began modifying AH-64D engine
nacelles with a new exhaust cowling and nozzle. These
AH-64D departing FOB Tarin Kowt, Afghanistan
revised nozzles redirected the engine exhaust upward into (US Army photo by SSG Tracy Hohman)
the rotor system to dissipate the engine exhaust and
reduce the effectiveness of IR-guided missiles.
Proliferation and Export

Since August 1997, Boeing (which had acquired McDonnell-Douglas) has produced AH-64D’s domestically for the
United States and for foreign partners. Partnered with Boeing, AgustaWestland produced AH-64D’s (designated
AH Mk1) for the United Kingdom’s Army Air Corps, and Fuji Heavy Industries produced AH-64D’s (designated AH-
64DJP) for the Japanese Ground Self Defense Force.
Along with the U.S., U.K., and Japan, the AH-64D is also operated by the militaries of the Netherlands, Greece,
Israel, Egypt, Kuwait, Saudi Arabia, United Arab Emirates, and Singapore.
UK Army Air Corps AH Mk1 (UK MoD) RNLAF AH-64Ds in Afghanistan (RNLAF)
In addition to newly manufactured AH-64D’s, the U.S. Army awarded McDonnell-Douglas a $1.9 billion contract
to upgrade existing A models to D models. Starting in August of 1997, Boeing (which had acquired McDonnel-
Douglas in 1997) has since upgraded all U.S. Army AH-64A’s to D models. In all, 2,400 AH-64’s have been
produced since 1983; over a thousand of them as AH-64D’s.
38
[AH-64D] DCS
AIRCRAFT OVERVIEW
The AH-64D is a two-person day/night attack helicopter initially developed by McDonnell Douglas for the U.S.
Army. The helicopter was originally designed by Hughes for the anti-tank role, employing the AGM-114 Hellfire
missile as its primary weapon. Its design incorporates significant survivability and systems redundancy after
lessons learned in the Vietnam war. The AH-64D provides the U.S Army (and other militaries) with one of the
most maneuverable, survivable, and heavily armed rotary-winged aircraft on the modern battlefield.
DCS: AH-64D features a U.S. Army AH-64D Block 2 in service between the years of 2005-2010. The DCS: AH-
64D simulates Lot 9.1 avionics, which was fielded in 2005, along with additional equipment that was fielded to
the U.S Army fleet between 2005 and 2007, such as the Modernized TADS (M-TADS), Common Missile Warning
System (CMWS), and revised engine nozzle assemblies.
Cockpit
The AH-64D uses a tandem cockpit
layout, with the Pilot (PLT) in the aft
cockpit and the Copilot/Gunner (CPG)
in the forward cockpit. Identical flight
controls are present in both cockpits,
and each can employ any of the AH-
64’s weapon systems, but the Pilot
lacks several targeting and weapon
employment controls that are only
present in the CPG cockpit.
Both cockpits are protected with
ballistic armor, and an additional
ballistic shield separates the two
cockpits. Each crewmember sits within
EAGLE DYNAMICS 39
DCS [AH-64D]
an armored seat that is mounted on compressible pistons that stroke downward during high-speed vertical
impacts. Coupled with the stroking action of the landing gear, this system is designed to attenuate the impact
forces translated to the crewmembers’ spines, resulting in higher survival rates during crash sequences.
Both cockpit canopies consist of two heated glass windshields, four acrylic side panels, and a fifth acrylic panel
over the Pilot’s crewstation. The canopy doors open upward and to the side for ingress and egress, and manually
latched for flight. Improper latching is detected and annunciated by the onboard avionics.
For emergency egress, both cockpits include a canopy jettison system. Jettison handles are installed for the Pilot
and CPG, as well as an exterior jettison handle for rescue personnel. The jettison system consists of a detonating
cord that ejects the four acrylic side panels for crew egress.
Fuselage
The AH-64D fuselage is armored in
strategic locations, with 2,500
pounds of ballistic shielding
designed to sustain hits from
projectiles up to 23mm in caliber.
The aft fuselage includes three
integral fire/overheat detectors:
one adjacent the main transmission,
and one on each firewall louver door
(where transmission oil is cooled).
The indication of a fire in these
areas will trigger a visual and audio
warning to the crew.
Critical system relays and wiring are installed in opposing areas, permitting redundancy within the avionics in the
case of computer failure or damage. Each processor group is composed of two individual computers: one primary
and one backup. If the primary processor fails or is damaged from weapons fire, the backup processor
immediately takes over the required computing tasks.
Fire Protection System

Engine fire detection is provided by two optical flame detectors in each engine compartment, and two in the APU
compartment. Two fire bottles, a primary and a reserve, contain halon fire suppressant. If a fire is detected in
either engine compartment or the APU compartment, a voice warning message will announce to the crew the
location of the fire, along with fire warning lights on the instrument panel. These warning lights will illuminate
which buttons the crew must press to discharge the fire suppressant in an attempt to extinguish the fire.
An additional fire detection circuit is installed into the aft deck area behind the main transmission, near the
accessory gearbox and between the two engines. This fire detection circuit will generate a voice warning message
and an AFT DECK FIRE warning on the EUFD, but there is no fire suppression capability in this area.
Engines
The AH-64D is powered by two General Electric T700-GE-701C turboshaft engines, each generating up to 1,940
shaft horsepower. The engine output shafts are coupled with frontal-mounted nose gearboxes and regulated by
a Digital Electronic Control (DEC) and integral Hydro-Mechanical Units (HMU). Each engine is assembled in a
modular layout, consisting of a cold section, hot section, power turbine section, and accessory section.
40
[AH-64D] DCS
The cold section consists of an inlet particle

Maintenance platform stand Nose gearbox separator for dust and sand protection, a six-
stage compressor, variable inlet guide vanes
(IGVs), and variable stator vanes. The DEC is
mounted to underside of the cold section.
The hot section consists of the annular
combustor, nozzle assembly and gas
generator turbine stages. The gas generator is
connected to the cold section’s compressor
Power turbine stage
“danger” markings Maintenance platform brace through a central shaft, which rotates the
compressor stage to produce self-sustaining
engine power.
The power turbine section consists of two free turbine stages and the exhaust frame. The power turbine shaft
rotates within the gas generator compressor shaft and runs the full length of the engine to the front-mounted
nose gearbox. The engine turbine gas temperature (TGT) thermocouples are mounted to this stage, just aft of
the gas generator stages, along with the engine speed and torque sensors that provide cockpit indications of NP
and TQ respectfully.
The accessory section includes the HMU, NG speed sensor, fuel boost pump, oil system, and the Air Turbine
Starter. Each engine’s nose-mounted reduction gearbox powers the main transmission through an over-running
“sprag” clutch that will disengage the engine from the main transmission if the powertrain system is operating at
a higher RPM than the engine’s power turbine.
Digital Electronic Control and Hydro-Mechanical Unit

The DEC and HMU work together to manage each engine, managing fuel flow based on the position of the power
levers and collective handles. The power lever position is mechanically transmitted to the HMU via a Power
Available Spindle (PAS), and the collective position mechanically via a Load Demand Spindle (LDS). During normal
operation, the HMU controls fuel flow to the combustor according to the PAS and LDS. The HMU also schedules
the inlet guide vanes, controls the anti-ice and start bleed valve, and regulates discharge air pressure and NG
(gas generator RPM). The HMU includes an automatic NG overspeed cut-off that will flame out the engine to
prevent an engine overspeed.
The DEC coordinates automatic torque load-sharing between the two engines, monitors NP (power turbine RPM),
and limits turbine gas temperature (TGT). Like the HMU’s automatic NG overspeed cut-off, the DEC has an
automatic NP overspeed cut-off. The DEC is normally powered by the engine’s alternator but can use aircraft
power as a backup. The DEC for each engine can be disabled by momentarily placing the engine’s power lever
into the “lock-out” position.
The DEC has a contingency power feature that automatically activates during single-engine operations. If an
engine fails, the DEC of the opposite engine automatically increases the TGT limiter of the remaining engine to a
higher value, permitting an increase in operating temperature at the expense of engine life.
Starter System
The starter system consists of a pneumatic starter valve, an ignition system with two igniter plugs, and the DEC.
Pneumatic pressure for engine start can be supplied by the Auxiliary Power Unit (APU), Aircraft Ground Power
Unit (AGPU), or a running engine (cross-bleed start).
During engine start, the DEC will monitor engine parameters and automatically abort the start if an imminent hot
start is detected.
EAGLE DYNAMICS 41
DCS [AH-64D]
Auxiliary Power Unit (APU)

The GTCP36-155 APU, manufactured by Allied Signal/Garret, is a self-contained gas turbine engine that drives
the accessory section of the main transmission to generate electrical and hydraulic power without operating the
main engines or rotating the rotor blades. The APU can generate pressurized air, which is primarily used to start
the main engines without requiring external ground power sources.
The APU draws fuel from the aft fuel cell only
and consumes approximately 175 pounds per
hour when operating.
The APU is automatically monitored by an
Electronic Control Unit (ECU), which detects
overspeed and overcurrent anomalies, as well as
abnormal oil pressure. The ECU will
automatically shut down the APU when an APU exhaust duct
anomaly is detected. The ECU also controls the
power takeoff (PTO) clutch engagement to the
accessory section of the main transmission.
Drivetrain
The main rotor drive system consists of the main rotor drive shaft, main rotor transmission, three-stage reduction
gearing, and dual independent integral oil systems. The main transmission receives power from two nose gearbox
inputs, one mounted on each turboshaft engine. The main transmission is used to drive the main rotor.
Tail Rotor Gearbox

Engines
Main Transmission
Intermediate Gearbox
APU & APU drive shaft
Nose Gearboxes
An accessory gearbox is mounted to the aft side of the main transmission. This gearbox provides mechanical
power to the aircraft’s two electrical AC generators and two hydraulic pumps, one for the Primary hydraulic
system and the other for the Utility hydraulic system. This prevents the loss of generator and hydraulic power
during an autorotation when both engines have failed. The APU powers the transmission’s accessory gearbox via
the APU drive shaft, which provides full electrical power to the aircraft avionics and hydraulic power to the flight
controls prior to starting the main engines. The accessory gearbox also includes the rotor brake and the main
rotor RPM (NR) sensor.
42
[AH-64D] DCS
The tail rotor drive system consists of the tail rotor drive shaft, intermediate gearbox, and tail rotor gearbox. The
tail rotor drive shaft consists of four sections within the tail boom. The sections are connected with flexible
couplings and mounted with hanger bearings to accommodate aerodynamic and maneuvering loads from the tail
boom. The intermediate gearbox is at the base of the vertical stabilizer, and the tail rotor gearbox is at the base
of the tail rotor static mast. Both gearboxes reduce the transmission RPM and change the angle of the drive.
The main and tail rotor drive shafts are designed to carry torque loads only. Each of these shafts pass through
and rotate within a static mast. The main rotor static mast carries all vertical and bending loads, and the tail rotor
static mast absorbs all tail rotor loads. This allows the aircraft to perform aggressive or aerobatic maneuvers
while minimizing stresses to the drive train system.
Rotors
The AH-64D has a four-blade main rotor for lift and propulsion, and a four-blade tail rotor for anti-torque and
directional control.
De-rotation Unit Rotor Hub
Lead-Lag Dampeners Strap Pack
Lead-Lag Link
Pitch Change Housings
Pitch Change Link
Scissors Assembly Rotating Swashplate
Spherical Bearing Non-rotating Swashplate
The main rotor is fully articulated, with each blade able to

flap, feather, lead, and lag independently. Mechanical
droop stops under each Pitch Change Housing limits blade Delta hinge
droop. 55°
The four-blade tail rotor is semi-rigid of a teetering design.

Each opposing pair of rotor blades are offset at 55° for
ease of maintenance and to increase tail rotor efficiency.
Flapping and feathering of the tail rotor to counter
dissymmetry of lift in forward flight is facilitated by the use
of a delta hinge installed to each pair of tail rotor blades.
EAGLE DYNAMICS 43
DCS [AH-64D]
Flight Controls
AH-64D flight controls are hydromechanical, consisting of mechanical linkages between the flight controls and
control surfaces, augmented by transmission-driven hydraulic power. The flight controls are conventional and
consist of a cyclic stick, collective lever, and anti-torque pedals.
The cyclic is mechanically connected to the swashplate on the rotor mast that tilts the main rotor for attitude
control using cyclic feathering of the rotor blades. The collective is mechanically connected to the swashplate and
each engine’s Load Demand Spindle (LDS) and directly controls lift by collectively feathering all rotor blades at
once. The anti-torque pedals feather the tail rotor blades for anti-torque and directional control.
Directional (Yaw) servo-actuator
Collective servo-actuator
Lateral (Roll) servo-actuator
Longitudinal (Pitch) servo-actuator
Hydraulic augmentation is provided by the Stability and Command Augmentation System (SCAS), which consists
of electro-hydraulic actuators commanded by the Flight Management Computer (FMC). The FMC provides rate
damping and enhanced aircraft stability for accurate weapons employment; and command augmentation for
immediate, smooth, and consistent control feel across the full range of helicopter airspeeds. The FMC also
provides attitude and altitude hold capability for limited hands-off flying.
The AH-64D has an articulating horizontal stabilator
Static discharge wick Asymmetric Gurney flaps
controlled by an electric actuator. The horizontal
stabilator improves pitch control and improves over-
the-nose visibility at low airspeeds. In automatic
mode, the FMC schedules the horizontal stabilator
position according to collective position and airspeed.
In nap-of-the-earth/approach mode (NOE/A), the
horizontal stabilator is driven to the 25° trailing edge
down position when below 80 knots, to further
improve over-the-nose visibility. In manual mode, either crewmember may control the stabilator position with a
switch on the collective.
To ease pilot workload, a force trim system is provided for the cyclic and pedals. The force trim system consists
of lateral, longitudinal, and directional force trim springs and magnetic solenoids that engage and disengage the
force trim. A button on the cyclic disengages the force trim springs, allowing the cyclic and anti-torque pedals to
move freely without resistance. When re-engaged, the force trim springs hold the cyclic and pedals in their current
position and provide an increasing force gradient as the cyclic and/or pedals are deflected away from this
reference position.
44
[AH-64D] DCS
Back-Up Control System (BUCS)

Normally, the Pilot and CPG flight controls are mechanically linked. The mechanical linkages are protected by
shear pins and mis-track sensors to prevent a control jam or severance from affecting both sets of flight controls.
If the flight controls are decoupled by the shear pin, or a mis-track is otherwise sensed, the Back-Up Control
System is automatically activated. The BUCS is a single-channel, four-axis, non-redundant electric fly-by-wire
(FBW) system. The FBW system is designed to replicate the feel of the hydromechanical controls but does not
replicate SCAS functionality.
BUCS can only be active for the Pilot or the CPG station. Either the Pilot or the CPG can transfer BUCS control to
their station if necessary, depending on the nature and location of the jam or severance within the flight controls.
Landing Gear
The AH-64D has two trailing-link, main landing gear wheels and a lockable, free-castoring tailwheel. The main
landing gear consists of two single wheels with integral disc brakes, mounted on separate nitrogen-oil shock
struts.
Shock strut
Foot steps
WSPS deflector
WSPS blades
Each anti-torque pedal is connected to a hydraulic disc brake on the corresponding main landing gear wheel.
Each brake is connected to its own master cylinder, which provides hydraulic pressure to the braking system.
The Pilot and CPG anti-torque pedals, when pressed downwards, actuate the hydraulic brake system for the
corresponding wheel. A parking brake valve maintains brake pressure when closed.
The tailwheel is free-castoring in a full 360° of rotation. A spring-loaded tailwheel lock can be hydraulically
actuated to hold the tailwheel in its
forward position. The tailwheel lock is
WSPS guide vane activated from the Collective Flight Grips
or the tail wheel lock pushbuttons.
Both main landing gear shock struts have
a one-time capability to absorb loads from
a high-stress impact. Shear rings and
rupture discs on each strut, when
activated by a hard landing, start a
controlled collapse of the strut to reduce
crash loads on the airframe.
EAGLE DYNAMICS 45
DCS [AH-64D]
Fuel System
The AH-64D includes two internal self-sealing, crash-resistant fuel cells. The forward fuel cell holds up to 156
gallons, and the aft fuel cell holds up to 220 gallons. Fuel is normally balanced between the two cells automatically
by the avionics.
A 230-gallon ERFS external fuel tank can be mounted on each of the four stub wing pylons. The external fuel
tank mounted under the left inboard pylon feeds the forward fuel cell, and the external fuel tank mounted under
the right inboard pylon feeds the aft fuel cell. If an additional two fuel tanks are mounted under the outboard
pylons, the outboard external fuel tanks feed fuel to each respective inboard external fuel tank.
An Internal Auxiliary Fuel System (IAFS) may be installed into the ammunition bay, storing 100 gallons at the
expense of reducing the 1200 round ammunition capacity to 300 rounds.
Left inboard ERFS feeds

forward main fuel cell
Outboard ERFS
feeds inboard ERFS
Outboard ERFS
feeds inboard ERFS
Right inboard ERFS IAFS feeds forward

feeds aft main fuel cell and aft main fuel cells
Fuel Transfer Sub-system

Fuel is transferred between the forward and aft cells using pneumatic pressure. Transfer is normally automatic
but can be manually controlled by the aircrew.
Fuel transfer from the IAFS or external tanks is one-way only. Transfer from the external tanks to the internal
cells is pneumatic, and an electric fuel pump transfers fuel from the IAFS to the internal cells. If fuel is being
transferred between the forward and aft fuel cells, any fuel transfer from external or internal auxiliary fuel systems
will be paused.
Normally, the forward cell feeds engine 1 and the aft cell feeds engine 2. However, if necessary during abnormal
circumstances, the aircrew can manually select different crossfeed modes where both engines feed from one fuel
cell.
An electric boost pump is used to provide motive flow from the aft cell during engine start. This boost pump can
also be manually selected on during an emergency or operations in extreme cold temperatures. The APU has its
own electric boost pump that also draws from the aft cell.
46
[AH-64D] DCS
Nitrogen Inerting Unit (NIU)

The fuel cells are inerted using nitrogen to reduce the risk of fire. The NIU is completely self-contained and
automatic. It uses aircraft power and pressurized air and generates an inerted mix containing around 99%
nitrogen. This inerted gas is used to pressurize the internal cells, to include the IAFS during fuel transfer, if the
IAFS is installed.
Electrical System
Electrical aircraft power is managed by the Electrical Power Management System (EPMS). The EPMS is a fully
redundant and automatic power system consisting of a distributor for battery, AC, and DC power.
The battery is a 24-volt, 15-amp fiber nickel-cadmium (FNC) design. It can provide power for normal flight loads
for up to 12 minutes, assuming at least an 80% charge.
AC power is provided by two brushless, air-cooled generators. Each generator outputs 45 kVA three-phase four-
wire power at 115 or 200 volts and 400 Hz. Each generator has its own Generator Control Unit (GCU). A single
generator is capable of handling full flight loads without shedding. The generators are mounted to the
transmission accessory gearbox, which is powered by the main transmission while at flight RPMs or the APU
during ground operations.
DC power is provided by two Transformer-Rectifier Units (TRUs), each providing 28 volts and 350 amps of DC
power. Like the generators, a single TRU can provide sufficient power for full flight loads without shedding.
Power is distributed by four AC busses, four DC busses, four battery busses, and a battery hot bus. Each bus and
power consumer is protected by a resettable circuit breaker.
An external power receptacle can provide DC and AC power for all systems from an Auxiliary Ground Power Unit
(AGPU).
Hydraulic System
The AH-64D has two independent hydraulic systems, labeled Primary and Utility. The Primary system exclusively
powers the hydraulic flight control system via the FMC and mechanical flight control linkages. It’s powered by the
main transmission and has a total capacity of six pints with a one-pint reservoir.
The Utility system is a secondary source of hydraulic power for the flight controls (bypassing the FMC), and
powers all other hydraulic systems: rotor brake, Area Weapon System turret drive, ammunition handling system,
APU start motor, tailwheel unlock actuator, and external weapon pylon elevation actuators. Because of the higher
loads placed on the utility system, it has a higher-volume manifold and larger reservoir.
The utility system also charges a 3,000-psi hydraulic accumulator. The hydraulic accumulator is used to provide
hydraulic damping during gun fire, hydraulic power to the APU starter, and can be used to temporarily power the
flight controls via the utility system in an emergency.
Both hydraulic systems are pressurized by a corresponding hydraulic pump powered by the transmission
accessory gearbox, which is powered by the main transmission while at flight RPMs or the APU during ground
operations.
EAGLE DYNAMICS 47
DCS [AH-64D]
Integrated Pressurized Air System (IPAS)

The IPAS provides pressurized air to aircraft pneumatic systems from engine bleed air. Bleed air is drawn from
two ports on each engine: a high-pressure port is exclusively used by each hydraulic pump, and a low-pressure
port is used by all other consumers. Low-pressure air is used by the engine air turbine starters, fuel boost and
transfer pumps, anti-ice system, ice detection probe, nitrogen inerting unit, vapor cycle cooling system, and
environmental control system.
IPAS bleed air can be provided by one or both engines, the APU, or an external source such as an AGPU.
Anti-Ice System
Ice detection is provided by an aspirating ice
detect probe, powered by pneumatic air from
the IPAS. The ice detect probe activates
whenever free air temperature drops to 5° C
or below. When the anti-ice system is in AUTO
mode, detection of ice will automatically
command activation of all anti-ice systems.
Ice protection is provided by engine inlet anti-
ice from main engine bleed air, electrical heat Ice Detect Probe
to the pitot and air data system (ADS) sensors,
electric sensor aperture anti-ice, and
electrically heated canopies.
The canopies also include crewmember-controllable windshield wipers and a defog system powered by the IPAS.
WSPS guide vane
WSPS guide vane
48
[AH-64D] DCS
Environmental Control System (ECS)

The ECS provides avionics cooling via ventilation fans that force conditioned cooling air into each of the four
avionics bays. The ECS also provides crewmember comfort through ventilation, heating, and air conditioning.
Cockpit environmental control is provided via four gaspers installed in each crewstation, two over each shoulder
and another two mounted within the forward instrument panels.
Cockpit heating is provided by regulated bleed air from the IPAS.
Air conditioning is provided from two independent vapor cycle cooling systems. One system provides cooled air
for the Pilot and aft sections of each Extended Forward Avionics Bay (EFAB); the other system provides cooled
air for the CPG, the TADS and PNVS turrets, and the forward sections of each EFAB. A digital control unit (DCU)
manages the flow of cooled air for each system.
ECS 1 system
ECS 2 system
In the event of a failure of one of the ECS systems, the DCU of the functioning system will automatically open an
interconnect valve between the two cockpits. The ventilation fans in the failed cockpit will stop, and the functional
cockpit’s ventilation fans will force cooled air into both cockpits.
EAGLE DYNAMICS 49
DCS [AH-64D]
Lighting System
The AH-64D’s interior lighting consists of primary instrument lighting and secondary floodlights. The primary
lighting provides backlighting for all panels within the cockpit, such as switch labels, display bezels, and the
keypad. The floodlights are used to illuminate the main instrument panel and side consoles of each cockpit.
Each crewmember also has a dimmable utility light that can be aimed around the cockpit like a flashlight. The
standby instruments in the Pilot cockpit have their own independent lighting and, along with the utility light and
NVG-compatible floodlights, are powered by the battery in the event of a dual generator failure.
Exterior lighting consists of formation lights, navigation lights, anti-collision lights, and a steerable search and
landing light. The landing light is powered by the battery in the event of a dual generator failure.
White/Red Anti-collision Light Green Nav Light
Searchlight
Formation Lights Formation Lights
Red Nav Light White/Red Anti-collision Light White Nav Light
50
[AH-64D] DCS
Avionics
AH-64D avionics subsystems communicate across four redundant multiplex (MUX) bus channels at 1 Mbps. Each
bus channel consists of a primary and secondary bus. Channel 1 is used for controls and displays, communications
and transponder equipment, and aircraft systems. Channel 2 is used by the Aircraft Survivability Equipment (ASE),
Data Transfer Unit (DTU), flight controls, and navigation systems. Channel 3 is used by the sighting, sensors,
and weapons systems. Channel 4 is used exclusively by the Fire Control Radar (FCR) and Radar Frequency
Interferometer (RFI).
Avionics systems are controlled in both cockpits by Multi-Purpose Displays (MPDs), two per cockpit. Each MPD
has six variable-action buttons (VAB) per side. The buttons of the top row are labeled (left to right) T1–T6, the
bottom row B1–B6, and the left and right columns are labeled (top to bottom) L1–L6 and R1–R6, respectively.
Button B1, labeled “M”, returns the crewmember to the MPD Menu page. Each MPD also includes six fixed-action
buttons (FAB) that allow immediate access to the FCR, WPN, TSD, A/C, COM and VID pages; and a "favorites"
button that allows quick access of up to three frequently used MPD pages.
With external power connected and both throttles in the OFF position, the MPDs will enter a “screen saver” mode
after five minutes of inactivity. Pressing any MPD button will re-activate all MPDs.
Unlike most other aircraft, the AH-64D’s primary flight information is presented to the crewmembers through a
helmet-mounted display, in lieu of dedicated instruments or displays on the instrument panel. This not only frees
up the MPDs to display mission-, sensor-, or weapons-related data, it also ensures the crewmembers can monitor
the flight state of the aircraft while keeping their focus “heads out” of the cockpit, regardless of the direction they
may be looking.
EAGLE DYNAMICS 51
DCS [AH-64D]
Navigation System
The AH-64D’s navigation system consists of two Embedded GPS Inertial Navigation Systems (EGI), the Doppler
Radar Velocity Sensor (DRVS), radar altimeter, automatic direction finder (ADF), Helicopter Air Data System
(HADS), and Flight Management Computer (FMC).
Each EGI consists of a five-channel encrypted GPS receiver that provides position updates to a ring laser gyro
(RLG) inertial navigation unit (INU). The two EGIs are labeled INU1 and INU2, and the navigation system will
automatically select between each as either primary or backup.
ADF receiver Radar altimeter transmitter
Radar altimeter receiver
GPS receiver
Doppler velocity sensor
In addition, the AH-64D uses the AN/ASN-157 Doppler Radar Velocity Sensor (DRVS) as a velocity-aiding source
for the EGI. The DRVS uses Doppler radar measurements to determine aircraft ground speed and direction.
The AN/APN-209 Radar Altimeter provides height above ground level (AGL) to the navigation system. The APN-
209 uses a downward-facing radar transmitter and a separate receiver antenna to determine AGL altitude.
The AN/ARN-149 Automatic Direction Finder (ADF) provides audio and radio direction-finding capability for
transmissions between 100 and 2199.5 kHz.
The Air Data System (ADS) consists of two
independent air data subsystems: the Flight
AADS probe Temperature probe
Management Computer (FMC) and the
Helicopter Air Data System (HADS). The HADS
is comprised of the High Integrated Air Data
Computer (HIADC) and two Airspeed And
Direction Sensor (AADS) probes mounted to
the engine nacelles. The AADS probes sense
airspeed magnitude, direction, and free
airstream temperature. The HIADC uses this
data, along with ambient and pitot pressure
sensors, to compute air mass related data.
The FMC uses static and dynamic air pressures
measured from the static ports and pitot tubes to compute pressure altitude, air speed, and density altitude
related information. The FMC receives longitudinal and lateral true air speeds, static temperature, and non-filtered
true air speeds from the HIADC.
52
[AH-64D] DCS
Communications System
The communications system includes an intercom for crewmember communication, an ARC-186(V) VHF-AM radio,
an ARC-164(V) UHF-AM radio, two ARC-201D VHF-FM radios, and an ARC-220 HF radio.
VHF/FM1 “whip” antenna
HF “towel bar” antenna
FM2 “blade” antenna UHF “blade” antenna
The VHF radio can receive between 108.000 and 115.975 MHz and transmit/receive between 116.000 and
151.975 MHz. The VHF radio includes no frequency-hopping or encryption capability.
The UHF can transmit and receive between 225.000 and 399.975 MHz; and includes a separate GUARD receiver
tuned to 243.000 MHz. The radio is capable of HAVE QUICK and HAVE QUICK II frequency-hopping as an
electronic counter-countermeasures (ECCM) capability. A KY-58 is installed which facilitates voice and data
encryption for the UHF radio.
The two FM radios can transmit and receive between 30.000 and 87.975 MHz. The radios support SINCGARS
combat nets for frequency-hopping and include internal encryption for secure voice and data. The FM1 radio can
be augmented by an improved FM amplifier capable of providing up to 40 watts of transmit power for extending
the transmission range of the radio.
The HF radio can transmit and receive between 2.0000 and 29.9999 MHz and utilizes a KY-100 for voice and data
encryption.
The AH-64D includes an MD-1295A modem that can transmit and receive AFAPD (Air Force Applications Program
Development) messages over any radio except the ARC-220 HF radio, which has its own internal modem.
All radios are connected to the battery bus and can be utilized without generator power, but are limited to single-
channel radio frequencies that have been pre-loaded into the avionics.
EAGLE DYNAMICS 53
DCS [AH-64D]
Identification System
The AH-64D includes an APX-118(V) transponder, capable of responding to interrogations in Mode 1, Mode 2,
Mode 3/A, and Mode C formats. The APX-118(V) can also reply to encrypted Mode 4 interrogations.
Upper transponder monopole antenna Lower transponder monopole antenna
Sensor and Sighting Systems

The primary sensor and sighting system for
the AH-64 is the Integrated Helmet And Integrated Helmet Unit
Display Sighting System (IHADSS). The
IHADSS consists of the Helmet Display Unit
(HDU), a small, collimated display placed in
front of the crewmember’s right eye (on a
rotatable arm); the Integrated Helmet Unit
(IHU) and Sensor Surveying Units (SSU), a Sensor Surveying Unit
series of sensors in the cockpit that determine
crewmember head position and line-of-sight;
Helmet Display Unit
the Boresight Reticle Units (BRU), which
establishes sensor boresight; and avionics
systems that can slave sensor and weapon
systems to the IHADSS line of sight.
The IHADSS displays sensor, targeting, and
aircraft information in the crewmember’s
AN/AAQ-11 M-PNVS turret line-of-sight, helping the crewmembers to
locate and track targets and maintain
situational awareness. The HDU symbology
format changes depending on the display
mode selected by the crew. The display is
also capable of overlaying video from the
PNVS or TADS sensors, augmenting the
crewmembers’ view of terrain, obstacles,
and targets at night or inclement weather.
FLIR video for the Pilot comes from the
AN/AAQ-11 Pilot Night Vision System
(PNVS), which provides day- and night-
capable infrared video.
54
[AH-64D] DCS
The AN/ASQ-170 Target Acquisition Designation Sight (TADS) is an integrated target acquisition and tracking
system for the AH-64D’s Copilot/Gunner. It consists of both FLIR and Day TV (DTV) video systems, a laser
rangefinder/designator (LRF/D), and a laser spot tracker (LST). This gives the CPG the ability to locate, track,
and laser designate targets day and night, and in inclement weather conditions.
AN/AAQ-11 M-PNVS turret
AN/ASQ-170 M-TADS turret
Unique to the D model AH-64 is the AN/APG-78 Fire Control Radar (FCR) and AN/APR-48A Radar Frequency
Interferometer (RFI). The APG-78 is a millimeter-wave radar with the capability to detect and classify up to 256
air or ground targets. The radar is mounted atop the main rotor mast, allowing the helicopter to remain masked
while scanning for targets. It has a scan capability of ±45° in azimuth and ±25° in elevation, but can be rotated
±90° in azimuth to scan a sector to either side in air-to-ground mode, or a full 360° in air-to-air mode.
AN/APG-78 FCR AN/APR-48A RFI
Along with the IHADSS and TADS, the FCR can be used as a source of targeting data for the 30mm Area Weapon
System, 2.75-inch unguided rockets, and AGM-114 Hellfire anti-tank missiles.
EAGLE DYNAMICS 55
DCS [AH-64D]
WEAPONS & MUNITIONS

The AH-64D was designed primarily to employ the Hellfire Modular Missile System (HMMS), along with its Area
Weapon System and Aerial Rocket Subsystem. It has four hardpoints, two mounted to each stub wing. Each
hardpoint is capable of articulating between +4° to -15° in elevation.
M139 Area Weapon System (AWS)

The Area Weapon System (AWS) consists of an M230 30mm
automatic chain-driven gun mounted on the underside of the
helicopter between the two main landing gear, its turret,
controls, and the ammunition handling system. The weapon is
mounted on a hydraulically steered turret that can be slaved to
the TADS line-of-sight, the IHADSS line-of-sight, or a fixed
forward-firing position. The turret can steer up to ±86° in
azimuth and can elevate up to +11° or depress down to -60°.
The M230 fires 30x113mm link-less, tracer-less ammunition at a rate of up to 625 rounds per minute. Ammunition
is stored in a magazine in the main fuselage under the transmission and can hold up to 1200 rounds. When the
Internal Auxiliary Fuel System (IAFS) is installed, magazine size is reduced to 300 rounds.
M788 Target Practice. The M788 is an inert training round used for target
practice. The M788 is ballistically matched to the M789 HEDP rounds.
M789 High Explosive/Dual Purpose. The M789 is a dual-purpose tactical
round used for combat operations. The round has a light armor penetrating
capability as well as a bursting fragmentation effect for anti-material and anti-
personnel use.
Aerial Rocket Sub-System (ARS)

The Aerial Rocket Sub-system consists of M261 lightweight
rocket launchers, capable of firing 2.75-inch folding fin aerial
rockets (FFARs), primarily variants of the Hydra-70 rocket
family. The M261 consists of 19 individual rocket tubes, and
may be loaded on all four pylons, for a maximum of 76 rockets.
Each M261 rocket launcher is "zoned", allowing for carriage of
up to three different rocket types with one pair of launchers
mounted, or up to five rocket types with two pairs of rocket
launchers mounted. Each tube includes individual firing and
fusing circuits.
The Hydra-70 rocket family is typically employed with the Mk 66 motor, with many different warhead options
available. Variants employed by the U.S. Army include the following:
M151 High Explosive. Also called the "10-pounder", the M151 is used
against lightly armored and soft targets. The warhead may be equipped with
the either M423 point-detonating (PD) fuze or the M433 resistance-
capacitance (RC) programmable delay fuze.
56
[AH-64D] DCS
M229 High Explosive. Also called the "17-pounder", the M229 is used
as an enhanced “aerial artillery” warhead over the M151. The warhead
is equipped with the M423 point-detonating (PD) fuze. Minimum range:
140 meters.
M156 White Phosphorus. The M156 “Willie Pete” rocket is used for
target marking. The warhead is equipped with an M423 point-detonating
fuze for ground dispersal of the warhead’s effects, which generates a Not Implemented
white smoke marking signal for approximately 2 minutes (depending on
wind conditions). (N/I)
M264 Red Phosphorus. The M264 is used for generating smoke-

screen concealment. The warhead is equipped with an M439 variable
time delay fuze, which generates a white smoke concentration across Not Implemented
several hundred meters for approximately 5 minutes (depending on wind
conditions). (N/I)
M261 Multi-Purpose Sub-Munition. The MPSM contains 9

submunitions for use against lightly- to medium-armored vehicles and
soft targets. The warhead is equipped with an M439 variable time delay Not Implemented
fuze for an airburst just prior to the target. Minimum range 1,000 meters.
(N/I)
M255A1 Flechette. The “Flechette” contains 1,179 60-grain

hardened steel flechettes for use against soft targets or personnel. The
warhead is equipped with an M439 variable time delay fuze for an Not Implemented
airburst just prior to the target. Minimum range 800 meters; effective
range 1 to 3 kilometers. (N/I)
M257 Illumination. The “Overt Illum” is used for battlefield

illumination, and is equipped with an M442 fixed time fuze, which
will deploy a parachute-equipped flare approximately 3,500 meters
from its launch point. Provides illumination for approximately 3
minutes.
M278 IR Illumination. The M278 “Covert Illum” is used for covert

battlefield illumination, and is equipped with an M442 fixed time fuze,
which will deploy a parachute-equipped flare approximately 3,500 Not Implemented
meters from its launch point. Provides IR illumination for night vision
goggle-equipped personnel for approximately 3 minutes. (N/I)
M274 Training. Also called the "blue spear", the M274 training rocket
produces a brief smoke signature for target practice. An M423 point-
detonating (PD) fuze is integrated into warhead casing, which detonates
to provide a small, but noticeable flash and smoke signature for impact
spotting. This rocket is ballistically matched to the M151 HE rocket to
provide identical targeting and engagement training for aircrews.
EAGLE DYNAMICS 57
DCS [AH-64D]
Hellfire Modular Missile System (HMMS)

The Hellfire Modular Missile System is the primary weapon system
of the AH-64D. It can employ both semi-active laser-guided (SAL)
and active radar-guided (RF) variants of the AGM-114 Hellfire
missile. The system consists of the M299 four-rail missile launcher,
which can fire all variants of the Hellfire missile.
The Hellfire is an air-to-ground, anti-armor missile that has been
expanded in capability to include other air-to-surface applications.
The Hellfire is an effective standoff weapon which can be employed
as a direct- or indirect-fire weapon and can be fired from behind
cover or in the open. The Hellfire weighs approximately 100 lbs.
and has a 20-pound high-explosive anti-tank (HEAT) warhead,
which includes a tandem shaped-charge for defeating reactive armor.
Up to four Hellfires can be loaded on a single launcher, for a total of up to sixteen.
AGM-114K Laser-guided HEAT. The AGM-114K is a semi-active
laser-homing variant with both Lock-On Before Launch (LOBL) and
Lock-On After Launch (LOAL) capability. In LOBL mode, the Hellfire uses
a nose-mounted laser seeker to lock on to a coded laser designation
prior to launch. When launched in LOAL mode, the crew can select from
multiple trajectories that the missile will fly using a digital autopilot
system until it detects a laser designation mid-flight that matches its
assigned laser code.
AGM-114L Radar-guided HEAT. The AGM-114L is an active
radar-guided variant, making it a fire-and-forget weapon, and
retains LOBL and LOAL capability like its laser-guided predecessor.
In LOBL mode, the Hellfire uses an onboard millimeter wave
(MMW) radar seeker to lock on to the target prior to launch. In
LOAL mode, the Hellfire uses an inertial guidance system to fly to
the target location prior to acquiring the target with its MMW radar.
Auxiliary Fuel Systems (IAFS & ERFS)

The AH-64D can be equipped with auxiliary fuel systems to increase range and combat radius, extend endurance
at the objective area, or enable the AH-64D to self-deploy over long distances.
100-gallon Internal Auxiliary Fuel System (IAFS). The 100-gallon IAFS replaces the standard 1200-round
ammunition magazine for the Area Weapon System. The IAFS provides 98 gallons of usable fuel and storage for
up to 242 rounds of 30mm ammunition (300 rounds total). Like the main fuel tanks, the IAFS is crashworthy,
self-sealing if punctured by hostile fire, and nitrogen-inerted to prevent incendiary effects.
230-gallon Extended Range Fuel System
(ERFS). The 230-gallon ERFS tanks can be
mounted to the external wing stations. Unlike
the IAFS, the ERFS tanks do not have a fuel
quantity measurement system, but each ERFS
tank does have a sensor to indicate when the
tank itself is empty. In addition, the ERFS tanks
are not crashworthy or self-sealing, and are
typically only used for self-deployment.
However, on occasion these tanks may be used
in combat areas if absolutely necessary.
58
[AH-64D] DCS
PILOT COCKPIT OVERVIEW

The Pilot’s primary task is to facilitate the Copilot/Gunner’s ability to operate the aircraft sensors and weapon
systems. The Pilot maintains awareness of the aircrew’s surroundings and the tactical situation; and maneuvers
the aircraft as necessary to ensure the Copilot/Gunner (CPG) can perform unimpeded sensor scans or employ
weapon systems.
The Pilot’s secondary task is to maintain security of the aircraft and aircrew. As the CPG will often be focused
inside the cockpit while operating the aircraft sensors, weapons, and radios, the Pilot maintains a “heads-out”
focus as much as possible. The Pilot remains on the look-out within the immediate vicinity around the aircraft
and is ready to employ the Area Weapon System (AWS) against close-in threats to protect the aircraft or other
team members if necessary.
When equipped with the mast-mounted Fire Control Radar (FCR), the Pilot can use the FCR to assist the CPG in
the targeting process by directing the CPG to specific areas within which to perform TADS sensor scans, or even
hand over individual targets to the CPG for engagement. Alternatively, the Pilot can use the FCR to autonomously
detect, acquire and engage enemy targets with any of the aircraft’s three weapon systems.
Boresight Reticle Unit (BRU)

Instrument Panel CMWS Control Panel
Keyboard Unit
Data Transfer Unit (DTU)
Left Console
Right Console
Cyclic & Anti-Torque Pedals

Collective
Controls
It is important to have a general understanding of where the various controls are located. To help locate items
more easily, the cockpit has been delineated into five primary areas: Instrument Panel, the Keyboard Unit
(KU), Left Console, Right Console, and the CMWS Control Panel.
Each text box above may be selected to jump to a more detailed description of that instrument panel or console,
to include the Cyclic & Collective Controls. Selecting the image of the instrument panel or console will return
the manual back to this page.
The CMWS Control Panel is described in the Aircraft Survivability Equipment (ASE) chapter.
EAGLE DYNAMICS 59
DCS [AH-64D]
Instrument Panel
Master Warning/Master Caution

Standby Magnetic Compass Lighted Pushbuttons
Fire Detection/Extinguishing Panel Enhanced Upfront Display (EUFD)
Left Multi-Purpose Display (MPD) Right Multi-Purpose Display (MPD)
Canopy Jettison Handle Master Zeroize Switch
Standby Attitude Indicator
Armament Panel Standby Altimeter
Video Panel Standby Airspeed Indicator
Parking Brake Handle Check Overspeed Test/Generator Reset Panel
Windshield Wiper Control Panel
Each text box above may be selected to jump to a more detailed description of that instrument or panel. Selecting
the image of the instrument or panel will return the manual back to this page.
The Enhanced Upfront Display (EUFD) and Multi-Function Display (MPD) are described in dedicated sections later
in this chapter.
Standby Magnetic Compass

The standby magnetic compass is used by the Pilot for heading reference
when there has been a failure of primary power, or the navigation system
has become unreliable.
Due to magnetic variances and other inaccuracies during normal flight
maneuvers, the standby magnetic compass should not be relied upon for
precise heading or navigation information. The aircraft should immediately
be recovered to a suitable friendly location. Visual landmarks may be used
to maintain awareness of aircraft position and aid in navigation back to
maintenance facilities or friendly-controlled areas.
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[AH-64D] DCS
Master Warning/Master Caution Lighted Pushbuttons

The Master Warning/Master Caution lighted pushbuttons alerts the
Pilot to observe the EUFD WCA area for warning and caution messages
indicating conditions that require their immediate attention.
1. MSTR WARN Button. Acknowledges the MASTER WARNING
1. MSTR WARN Button
condition. Extinguishes the MSTR WARN light in the Pilot
crewstation and ceases the corresponding voice warning
message in both crewstations.
• MSTR WARN Light. Flashes to alert the Pilot to a 2. MSTR CAUT Button
WARNING message displayed on the EUFD.
2. MSTR WARN Button. Acknowledges the MASTER CAUTION
condition. Extinguishes the MSTR CAUT light and ceases the
corresponding caution audio tone in the Pilot crewstation.
• MSTR CAUT Light. Illuminates to alert the Pilot to a CAUTION message displayed on the EUFD.
Fire Detection/Extinguishing Panel

The FIRE DET/EXTG Panel controls the fire detection 1. ENG 1 FIRE Button 2. APU FIRE Button 3. ENG 2 FIRE Button
and suppression equipment. It consists of three
pushbutton warning lights, with covers, that
illuminate when a fire is detected and two
pushbuttons that discharge extinguishing agents into
the selected component.
Fire detection sensors are present in each engine
nacelle, the APU compartment, and the aft deck area
near the transmission accessory gearbox. However,
the Halon extinguishing agent can only be discharged
into either engine nacelle or the APU compartment.
1. ENG 1 Button. The ENG 1 FIRE button is used 5. TEST Switch
4. PRI Button 6. RES Button
to indicate when a fire is detected within the left
engine nacelle and to arm the fire extinguishing system for discharge into the left engine nacelle.
• FIRE Light. The yellow FIRE light will illuminate at any time a fire is detected within the left engine
nacelle and will extinguish when a fire is no longer detected.
• RDY Light. The green RDY light will illuminate when the ENG 1 FIRE button has been pressed in either
crewstation. When pressed, the following occurs:
o Fuel flow to engine 1 is shut off, however the engine will continue to operate until the remaining
fuel within the fuel lines and engine fuel manifold is consumed.
o The fire extinguishing system is armed.
o Bleed air from engine 1 is shut off.
o The MSTR WARN light is acknowledged and the “ENGINE 1 FIRE” voice warning message will
cease.
• Once armed, only the crewstation within which the ENG 1 FIRE button was pressed can dis-arm it and
restore the systems to their normal operating conditions.
2. APU Button. The APU FIRE button is used to indicate when a fire is detected within the APU compartment
and to arm the fire extinguishing system for discharge into the APU compartment.
EAGLE DYNAMICS 61
DCS [AH-64D]
• FIRE Light. The yellow FIRE light will illuminate at any time a fire is detected within the APU
compartment and will extinguish when a fire is no longer detected.
• RDY Light. The green RDY light will illuminate when the APU FIRE button has been pressed in either
o Fuel flow to APU is shut off, however the APU will continue to operate until the remaining fuel
within the fuel lines and APU fuel system is consumed.
o Bleed air from the APU is shut off.
o The MSTR WARN light is acknowledged and the “APU FIRE” voice warning message will cease.
• Once armed, only the crewstation within which the APU FIRE button was pressed can dis-arm it and
3. ENG 2 Button. The ENG 2 FIRE button is used to indicate when a fire is detected within the right engine
nacelle and to arm the fire extinguishing system for discharge into the right engine nacelle.
• FIRE Light. The yellow FIRE light will illuminate at any time a fire is detected within the right engine
nacelle and will extinguish when a fire is no longer detected.
• RDY Light. The green RDY light will illuminate when the ENG 1 FIRE button has been pressed in either
o Fuel flow to engine 2 is shut off, however the engine will continue to operate until the remaining
fuel within the fuel lines and engine fuel manifold is consumed.
o Bleed air from engine 2 is shut off.
o The MSTR WARN light is acknowledged and the “ENGINE 2 FIRE” voice warning message will
cease.
• Once armed, only the crewstation within which the ENG 2 FIRE button was pressed can dis-arm it and
4. PRI Button. Pressing this button will discharge the Primary fire extinguishing bottle into the compartment
selected using the ENG 1, ENG 2, or APU pushbuttons above.
• DISCH Light. Illuminates when the Primary extinguisher bottle is armed and available for use. When
the Primary bottle is discharged, the light will extinguish; or if the fire extinguishing system is disarmed
by de-selecting the ENG 1, ENG 2, or APU pushbuttons above.
5. Test Switch. Pressing this switch to the TEST 1 or TEST 2 positions will test the fire detection circuits.
When released, the switch is spring-loaded back to the center position.
• TEST 1. Tests fire detection circuit 1. A successful test is indicated by the following:
o All three FIRE lights on the ENG 1, ENG 2, and APU pushbuttons are illuminated in both
crewstations.
o The MSTR WARN lighted pushbutton will be illuminated in both crewstations.
o The “AFT DECK FIRE” warning message will be displayed on the EUFD.
o “AFT DECK FIRE”, “ENGINE 1 FIRE”, “ENG 2 FIRE”, “APU FIRE” voice warning messages will be
heard in sequence.
• TEST 2. Tests fire detection circuit 2. A successful test is indicated by the same items as the TEST 1
position, with the addition of the following:
o Both DISCH lights on the PRI and RES pushbuttons are illuminated in both crewstations.
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[AH-64D] DCS
6. RES Button. Pressing this button will discharge the Reserve fire extinguishing bottle into the compartment
selected using the ENG 1, ENG 2, or APU pushbuttons above.
• DISCH Light. Illuminates when the Reserve extinguisher bottle is armed and available for use. When
the Reserve bottle is discharged, the light will extinguish; or if the fire extinguishing system is disarmed
by de-selecting the ENG 1, ENG 2, or APU pushbuttons above.
Armament Panel
The Armament Panel controls the master arm state of the aircraft.
Each button is common to both crewstations, in that pressing a
button in one crewstation will change the state of the button in the
other crewstation accordingly.
1. A/S Button. Pressing this button toggles the master arm
state between ARM and SAFE when the aircraft is not weight-
on-wheels, or any time the Ground Override is ON.
• ARM Light. Indicates the aircraft is Armed.
1. A/S Button 2. GND ORIDE Button
o Weapons may be fired from the aircraft.
o The laser rangefinder/designator may be fired.
• SAFE Light. Indicates the aircraft is Safe.
o Weapons are inhibited from firing.
o The laser rangefinder/designator is inhibited from firing.
2. GND ORIDE Button. Pressing this button enables/disables the Ground Override. The Ground Override
state will have no effect on aircraft systems when airborne.
• ON Light. Indicates the Ground Override is enabled. When on the ground (weight-on-wheels), the
following inhibits are affected:
o The A/S button may be toggled to the ARM state. Disabling the Ground Override will automatically
set the A/S button to the SAFE state.
o Weapon systems may be actioned. Disabling the Ground Override will automatically de-action any
actioned weapon systems.
o FCR transmissions are permitted. Disabling the Ground Override will automatically cease any FCR
transmissions.
o The Chaff dispenser may be armed. Disabling the Ground Override will automatically set the Chaff
state to SAFE.
EAGLE DYNAMICS 63
DCS [AH-64D]
Video Panel
The Video Panel controls the brightness and display of sensor 1. IHADSS BRT/CON Knob 2. SYM BRT Knob
video.
1. IHADSS BRT/CON Knob. Two concentric knobs that
controls the brightness and contrast of the Helmet Display
Unit (HDU). The outer knob controls video brightness and the
inner knob controls video contrast.
2. SYM BRT Knob. Controls the brightness of the IHADSS
symbology displayed on the HDU independently of the video
underlay.
3. ACM Switch. When on, FLIR gain and level is controlled
automatically. When off, the FLIR knob is enabled. (N/I)
4. FLIR LVL/GAIN Knob. Two concentric knobs that control 3. ACM Switch 4. FLIR LVL/GAIN Knob
the display of FLIR video from the PNVS or TADS. The outer
knob controls level and the inner knob controls gain.
Canopy Jettison Handle

The Canopy Jettison handle can be used to aid in emergency egress from
the aircraft. When initiated, the canopy side panels on either side of each
crewstation will be explosively jettisoned from the canopy frame. Either
crewmember can initiate the canopy jettison process, as can rescue crews
via an external jettison handle. (N/I)
Each of the three Canopy Jettison handles are physically locked in place via
a safety pin, which are stowed prior to flight. A stowage slot is present in
each crewstation for storing the safety pins during flight.
Master Zeroize Switch

The guarded Master Zeroize switch erases all sensitive data onboard the aircraft in the
event the aircraft is forced down in a hostile area. (N/I)
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[AH-64D] DCS
Standby Attitude Indicator

The standby attitude indicator is a self-
contained attitude indicator that displays 1. Bank Angle Scale
±85° of aircraft pitch and 360° of aircraft

2. Bank Angle Indicator
roll. The indicator is used by the Pilot for
attitude reference when there has been 3. Attitude Sphere
a failure of primary power, or the flight
reference system has become unreliable. 4. Aircraft Symbol (Waterline)
The attitude indicator can develop errors 5. Pitch Scale

during aggressive maneuvers, which may
require it to be caged in flight using the 6. Slip Indicator (Ball)
PULL TO CAGE knob.
7. Rate-of-Turn Indicator
A yellow OFF warning flag will appear
when the indicator is caged, or electrical
8. PULL TO CAGE Knob
power to the attitude indicator has been
lost.
1. Bank Angle Scale. Indicates the bank angle when used in conjunction with the Bank Angle Indicator. A
white triangular bank angle index is set at 0° of bank. Major tick marks are placed at 30°, 60° and 90°
angles of bank. Minor tick marks are placed at 10° and 20° angles of bank.
2. Bank Angle Indicator. Indicates bank angle relative to the horizon. When the indicator is aligned with the
fixed triangular bank angle index, the aircraft is in a level attitude.
3. Attitude Sphere. Rotates within the indicator to indicate pitch and roll attitude throughout most
orientations of flight, in relation to the Aircraft Symbol. The white hemisphere indicates the aircraft nose is
pointed above the horizon toward the sky, in a climb. The black hemisphere indicates the aircraft nose is
pointed below the horizon toward the ground, in a dive.
4. Aircraft Symbol (Waterline). Provides a fixed attitude reference of the aircraft nose around which the
Attitude Sphere rotates. The vertical alignment of the symbol can be manually adjusted by rotating the PULL
TO CAGE knob.
5. Pitch Scale. Provides an attitude reference scale of aircraft pitch in relation to the Aircraft Symbol. Major
tick marks are placed at every 10° of pitch and minor tick marks are placed at every 5° of pitch.
6. Slip Indicator (Ball). Indicates whether the aircraft is in coordinated flight. With the ball centered between
the two black marks, the aircraft is in coordinated flight, which minimizes drag. If the ball is left of center,
applying left pedal will adjust tail rotor thrust to bring the aircraft back into coordinated flight. Likewise, if
the ball is right of center, applying right pedal will adjust tail rotor thrust to bring the aircraft back into
coordinated flight.
7. Rate-of-Turn Indicator. Indicates the aircraft rate of turn, with the lower white bar moving left and right
to indicate an increased turn rate in that direction. One bar width equates to 1° to 1.2° per second turn
rate. If the lower white bar is aligned with the upper white bar in the center, the aircraft is not turning. If
the lower white bar is aligned with the upper white bars on the left or right, the aircraft is in a standard rate,
3° per second turn. If the lower white bar is centered between two of the upper white bars, the aircraft is
in a half standard rate turn.
8. PULL TO CAGE Knob. Cages the attitude indicator and is used to adjust the relative pitch of the Aircraft
Symbol in relation to the Attitude Sphere. When the knob is pulled outward, the Attitude Sphere is caged to
a level attitude orientation regardless of the aircraft’s actual attitude, causing the OFF warning flag to appear.
When pulled outward and rotated fully clockwise, the attitude indicator is locked in the caged position.
EAGLE DYNAMICS 65
DCS [AH-64D]
Standby Airspeed Indicator

The standby airspeed indicator is used by the Pilot
for airspeed reference when there has been a failure
of primary power, or the flight reference system has
become unreliable. The indicator is pneumatically 1. Airspeed Indicator
operated by the right pitot probe.
1. Airspeed Indicator. Indicates indicated
airspeed along the Indicated Airspeed Scale.
2. Indicated Airspeed Scale. The outer scale
of the instrument, from 0 to 250 knots. Tick 2. Indicated Airspeed Scale
marks are set at 50-knot increments, and dots
are set at 10-knot increments starting at 20
knots.
Standby Altimeter
The standby altimeter is used by the Pilot for
barometric altitude reference when there has been a 1. 1000-foot Altitude Scale
failure of primary power, or the flight reference
system has become unreliable. The altimeter is 2. 1000-ft Scale Indicator
pneumatically operated by the static pressure
system.
3. Altitude Indicator
1. 1000-foot Altitude Scale. Each major tick
mark corresponds with 100-foot increments, 4. “Kollsman” Window
with minor tick marks corresponding to 50-foot
increments. 5. Barometric Setting Knob
2. 1000-foot Scale Indicator. Indicates the

aircraft altitude on the outer 1000-foot scale.
3. Altitude Indicator. Indicates the current barometric altitude in 1000-foot increments from 0 feet to 20,000
feet.
4. “Kollsman” Window. Indicates current altimeter setting correction in inches of mercury (in/Hg). The
altimeter setting on the AH-64D is designed to be used in conjunction with QNH barometric altimeter settings
to calibrate the altimeter to altitudes above mean sea level (MSL).
5. Barometric Setting Knob. Sets altimeter setting correction as displayed in the “Kollsman” Window.
Check Overspeed Test/Generator Reset Panel

Tests engine overspeed circuits and provides a means to
reset the generators if the MPDs are non-functional
following a power failure.
1. CKT A Switch. Tests the overspeed protection
Circuit A for each engine.
• ENG 1. Not implemented.
1. CKT A Switch 2. CKT B Switch 3. GEN RST Switch
• OFF. The switch is spring-loaded to this
position.
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[AH-64D] DCS
2. CKT B Switch. Tests the overspeed protection Circuit B for each engine.
• OFF. The switch is spring-loaded to this position.
3. GEN RST Switch. Performs a reset of either generator in the case of a power failure.
• GEN 1. Resets Generator 1.
• GEN 2. Resets Generator 2.

Controls the external windshield wipers and canopy
defog functions.
1. DEFOG Button. Directs hot air mixed with ambient
air from the cockpit against the canopy side panels
to remove fogging. (N/I)
2. WINDSHIELD WIPER Knob. Sets the speed for
the windshield wiper or returns the wiper to the
PARK position. 1. DEFOG Button 2. WINDSHIELD WIPER Knob
• PARK. Holding the knob in this position will move the windshield wiper to its designated parking
location. When released, the knob will be spring-loaded to the OFF position.
• OFF. Powers off the windshield wiper at its current position.
• LO. Powers the windshield wiper and sets the motion to low speed.
• HI. Powers the windshield wiper and sets the motion to high speed.
Parking Brake Handle

The PARK BRAKE handle can be used by the Pilot to set the wheel brakes without
needing to continuously apply pressure to the anti-torque pedals themselves. To
set the brakes using this method, the brakes are engaged by applying pressure
to the anti-torque pedals in either crewstation, and the Pilot then pulls the PARK
BRAKE handle out. The pressure on the anti-torque pedals is then released.
To release the brakes after they have been set using the PARK BRAKE handle,
either crewmember may simply apply brake pressure using the anti-torque
pedals, and the Parking Brake handle will snap inward.
Note that the PARK BRAKE handle can be pulled and locked in the outward
position without applying the wheel brakes, and therefore the outward position
of the handle does not directly correlate to the brakes being set. However, if the
PARK BRAKE handle is in the forward position, the brakes are indeed released.
EAGLE DYNAMICS 67
DCS [AH-64D]
Keyboard Unit
5The Keyboard Unit (KU) is used by
the crewmembers to input data into
the aircraft computers, perform
arithmetic functions, or be used as
a scratchpad to temporarily record
data for a brief time.
Each Keyboard Unit is
independently operated by either
crewmember, and data is only
entered and utilized by the onboard
computers when a data prompt is
present on the KU display itself.
The N, E, S and W keys are boxed
for easy recognition if coordinates
are to be input using Latitude and
Longitude.
Data Entry and Arithmetic Functions

The KU uses an “overtype” method of data 1. Display Prompt 2. Scratchpad Display 3. Arithmetic Buttons
entry, in that any data underneath the flashing
cursor will be overwritten by the next
character entered, and each subsequent
character to the right of the cursor will be
continuously overwritten as more characters
are entered.
1. Display Prompt. Indicates the type of
data that will be input if accepted by the
avionics. Pressing an MPD pushbutton
associated with a data entry symbol >
will show the corresponding prompt on
the KU followed by a colon. The desired
data can then be input into the
scratchpad.
2. Scratchpad Display. The maximum
number of characters that can be
displayed on the KU scratchpad itself is
22, but the scroll buttons can be used to
move the cursor left or right in a
4. CLR Button 5. Scroll Arrows 6. ENTER Button
continuous scrolling fashion if the data
entry exceeds the 22 characters on the 7. Display Brightness Knob 8. BKS Button 9. SPC Button
display.
3. Arithmetic Buttons. If a display prompt is not present on the scratchpad display, basic arithmetic functions
may be performed using these keys. To perform basic arithmetic, enter a number, followed by either the *
(multiply), ÷ (divide), + (add), or - (subtract) keys. Enter another number and press Enter (equal). The
resultant value will display on the scratch pad.
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[AH-64D] DCS
4. CLR Button. Removes all data entered on the scratchpad but will not remove or cancel a display prompt if
present.
5. Scroll Arrows. Moves the cursor position left or right on the display to set the data entry point over existing
characters.
6. ENTER Button. Used to accept a data input to an MPD data entry prompt. If data input is invalid, the
characters on the scratchpad display will flash, and the data will need to be edited before it can be accepted
into the MPD data prompt.
7. Display Brightness Knob. Adjusts the brightness of the KU scratchpad display.
8. BKS Button. Removes the character to the left of the cursor and shifts the cursor to the left, along with
any characters underneath or to the right of the cursor.
9. SPC Button. Places a blank character space at the cursor position.
EAGLE DYNAMICS 69
DCS [AH-64D]
Left Console
Free Air Temperature Gauge
Power Quadrant Panel Tail Wheel/NVS Mode Panel
Exterior Lighting/
Interior Lighting Panel
Emergency Panel
Stores Jettison Panel
Canopy Jettison Handle Pin
Each text box above may be selected to jump to a more detailed description of that panel. Selecting the image
of the panel will return the manual back to this page.
Tail Wheel/NVS Mode Panel

Controls the tail wheel locking mechanism and the
operating mode of the crewstation’s Night Vision System.
1. TAIL WHEEL Button. Toggles the commanded
state of the tail wheel locking mechanism between
locked and unlocked.
• UNLOCK Light. Illuminates to indicate when
the tail wheel is unlocked, regardless of the 1. TAIL WHEEL Button 2. NVS MODE Switch
commanded state of the locking mechanism.
2. NVS MODE Switch. Sets the operating mode of the Night Vision System within the crewstation. The default
NVS sensor selections are the PNVS in the Pilot crewstation and the TADS in the CPG crewstation, unless
the NVS Select Switch on the Collective Flight Grip has been used to swap the NVS sensor selections.
• FIXED. Activates the selected NVS sensor and slaves it to the fixed forward position (0° in azimuth
and -4.9° in elevation). If the selected NVS sensor is the PNVS, it will be un-stowed. If the selected
NVS sensor is TADS, it will switch to FLIR in Wide field-of-view, regardless of the TEDAC switch settings.
• NORM. Activates the selected NVS sensor and slaves it to the crewmember’s IHADSS line-of-sight. If
the selected NVS sensor is the PNVS, it will be un-stowed. If the selected NVS sensor is TADS, it will
switch to FLIR in Wide field-of-view, regardless of the TEDAC switch settings.
• OFF. Deactivates the selected NVS sensor and stows it. The PNVS will return to the stowed position
and the TADS will stow in the fixed forward position (0° in azimuth and -4.9° in elevation).
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[AH-64D] DCS
Emergency Panel
The Emergency Panel provides a singular location for the 1. GUARD Button 3. ZEROIZE Switch
crewmember to perform miscellaneous emergency
actions, without requiring navigation through MPD pages
to access the associated functions. (N/I)
1. GUARD Button. Tunes the UHF radio to the
GUARD frequency of 243.000 MHz. The frequency
in the Primary slot of the UHF radio will be moved
to the Standby slot, and “GUARD” will be displayed
as the frequency callsign.
2. XPNDR Button 4. EMERG HYD Button
Pressing this button when it is already set to ON will
return the previous UHF frequency to the Primary
slot and place the GUARD frequency in the Standby slot.
• ON Light. Illuminates to indicate that the GUARD button has been pressed in either crewstation.
2. XPNDR Button. Sets the transponder Mode 3/A code to 7700 to indicate the aircraft is experiencing an in-
flight emergency. If the transponder is in STBY, it will automatically be set to NORM, and EUFD transponder
information will indicate a status of “7700 EMER”.
Pressing this button when it is already set to ON will return the transponder to the NORM status, but the
Mode 3/A code will need to be manually changed by either crewmember.
• ON Light. Illuminates to indicate that the XPNDR button has been pressed in either crewstation.
3. ZEROIZE Switch. When set to the forward position, all communications encryption, modem settings, and
any TSD points within the navigational database will be erased.
4. EMERG HYD Button. Activates the emergency hydraulics system. This system provides emergency
hydraulic pressure to the utility hydraulic system for a very brief period in order to perform an immediate
emergency landing.
• ON Light. Illuminates to indicate that the emergency hydraulics has been activated by either
crewmember.
EAGLE DYNAMICS 71
DCS [AH-64D]
Power Quadrant Panel

The Pilot’s Power Quadrant includes
controls for battery, APU and engine
start, and rotor brake operation. The
POWER levers manage engine output
during normal and manual control 1. RTR BRK Switch
Button
operations.
1. RTR BRK Switch. Controls the
commanded state of the rotor
2. MSTR IGN Knob
brake mounted to the accessory
gearbox of the main
transmission.
3. FRICT Lever
• OFF. The rotor brake is
commanded to disengage.
4. APU Button
• BRK. The rotor brake is
commanded to engage in a
low-pressure state to 5. ENG START
reduce the time it takes for Switches
the rotor system to

decelerate to a stop. Used
when shutting down in high
6. ENG POWER
winds or when on board a
Levers
naval vessel in rough sea
conditions.
• LOCK. The rotor brake is
commanded to engage in a
high-pressure state to
prevent the rotor from spinning. Used when performing an engine start in high winds or when on board
a naval vessel in rough sea conditions.
Rotor brake operation is electronically inhibited if either ENG POWER lever is beyond the IDLE position.
2. MSTR IGN Knob. Enables battery or external power to the aircraft.
• OFF. Disconnects the battery from the DC battery bus.
• BATT. Connects the battery to the DC battery bus. If the aircraft is receiving DC power from the
Transformer-Rectifier Units (TRUs), the battery will be set to a charging state, but will automatically
provide emergency power to the battery bus if a TRU failure occurs.
• EXT PWR. Enables external AC and DC power to be supplied via the external power receptacle.
3. FRICT Lever. Adjusts the friction resistance when moving the engine power levers. (N/I)
4. APU Button. Intiates the APU automatic start-up and shutdown sequences.
• ON Light. Illuminates to indicate when the APU has successfully started and is operating.
5. ENG START Switches. Controls the pneumatic air starters and ignition systems of each main engine.
• START. Moving the switch momentarily to this position initiates an automatic start sequence for the
respective engine and enables the engine ignitors. The System Processor (SP) will automatically
activate the fuel boost pump and open the pneumatic valve to the engine air starter to spool the N G
section of the engine. The SP will automatically close the pneumatic valve to disengage the starter
when the NG reaches 52% RPM.
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[AH-64D] DCS
• OFF. Normal position of the ENG START switch after initiating a START sequence or motoring the
engine using the IGN ORIDE position.
• IGN ORIDE. Moving the switch to this position manually opens the pneumatic valve to the engine air
starters to spool the NG section of the engine. The System Processor (SP) will not activate the fuel
boost pump nor the engine ignition system. The pneumatic air starters will continue to spool the NG
section of the engine at ~25% RPM until the ENG START switch is returned to the OFF position, which
will close the close the pneumatic valve to disengage the starter.
An engine start sequence may be aborted by setting the ENG START switches to the IGN ORIDE
position and then to OFF. This will disable the engine ignition system, disengage the engine air starters,
and the fuel boost pump will be automatically deactivated by the SP.
6. ENG POWER Levers. Controls the fuel flow and control mode of each main engine. Each ENG POWER
lever is connected to the corresponding Hydromechanical Unit (HMU) on the engine through the Power
Available Spindle (PAS).
Each ENG POWER lever includes a detent that prevents the lever from being inadvertantly advanced beyond
FLY into the LOCK OUT range, or retarded below IDLE to OFF. A finger-lift detent lever on each ENG POWER
lever disengages the mechanical detents.
• LOCK OUT. Setting the ENG POWER lever to this position will lock out the Digital Electronic Control
(DEC) from electronically regulating fuel flow and will set the engine throttle to fully open. This will also
disable the NP overspeed protection and TGT limiting functions of the DEC, so the engine throttle will
need to be manually controlled using the ENG POWER lever to prevent an overspeed or
overtemperature condition.
This position is only used during emergency procedures in which the DEC has malfunctioned or failed
in some manner, requiring the aircrew to manually control the engine throttle in order to prevent an
engine overspeed or overtemperature, or to maintain the rotor RPM (N R) within an acceptable range
for flight.
• FLY. Setting the ENG POWER lever to this position will set the PAS to the FLY position and command
the DEC to trim fuel flow to maintain the rotor RPM (NR) at 101%. Each engine will automatically
regulate their respective throttle settings to equally balance the torque requirement between each
engine (load-sharing).
• IDLE. Setting the ENG POWER lever to this position will set the PAS to the IDLE position. The DEC will
no longer regulate the fuel flow based on rotor RPM (NR) and the load-sharing logic between the
engines is disabled.
Setting the ENG POWER lever to this position will also reset the DEC from the LOCK OUT condition,
returning DEC-related functionality to the respective engine.
• OFF. Setting the ENG POWER lever to this position will set the PAS to the OFF position, shutting off
fuel flow to the engine.
When the RTR BRK switch is in the BRK or LOCK positions, the ENG POWER levers will be physically inhibited
from advancing beyond the IDLE position.
EAGLE DYNAMICS 73
DCS [AH-64D]

The Stores Jettison panel allows the crewmembers to 2. L INBD Button 4. R OUTBD Button
selectively jettison individual weapon stations in lieu of
performing an emergency jettison of all stations at once. 1. L OUTBD Button 3. R INBD Button
Each weapon station can be armed/disarmed by toggling

the corresponding pushbutton on this panel. Each
pushbutton includes an ARM light which indicates that
that station will be jettisoned when the JETT button is
pressed.
Only the crewstation that has armed a weapon station
for jettison can disarm it. However, once any stations are
armed, either crewmember can initiate the jettison
sequence by pressing the JETT button.
1. L OUTBD Button. Arms/disarms the left outboard
wing station for jettison.
5. No function 6. JETT Button 7. No function
2. L INBD Button. Arms/disarms the left inboard
wing station for jettison.
3. R INBD Button. Arms/disarms the right inboard wing station for jettison.
4. R OUTBD Button. Arms/disarms the right outboard wing station for jettison.
5. L TIP Button. No function.
6. JETT Button. Jettisons any weapon stations that have been selectively armed.
7. R TIP Button. No function.
Exterior Lighting/Interior Lighting Panel

The Exterior Lighting/Interior Lighting panel controls the 1. NAV Switch 2. SIGNAL Knob 3. PRIMARY Knob
exterior aircraft lighting and the interior lighting within
the Pilot cockpit.
1. NAV Switch. Sets the brightness levels of the
engine nacelle-mounted red/green and the tail
mounted white navigation lights.
• BRT. Sets the navigation lights to bright.
• OFF. Sets the navigation lights to off.
• DIM. Sets the navigation lights to dim.
2. SIGNAL Knob. Adjusts the brightness of the signal
lights within the cockpit when set to nighttime
brightness levels. This knob will have no function if
the signal lights are set to daytime brightness level.
Rotating the knob to the RST (Reset) detent will set
the signal light brightness scale to nighttime levels 4. FORM Knob 5. FLOOD Knob 6. STBY INST Knob
if the PRIMARY knob is not in the OFF position and

7. ANTI COLL Switch 8. PRESS TO TEST Button
the FLOOD knob is less than 50%.
3. PRIMARY Knob. Adjusts the brightness of the primary instrument backlighting within the cockpit. Rotating
this knob to the OFF position will revert the signal lights to daytime mode.
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[AH-64D] DCS
4. FORM Knob. Adjusts the brightness of the exterior formation lights on the wing tips, tail boom, and vertical
stabilizer.
5. FLOOD Knob. Adjusts the brightness of the interior flood lights within the cockpit. Rotating this knob
clockwise beyond the 50% setting will revert the signal lights to daytime mode.
6. STBY INST Knob. Adjusts the brightness of the standby instrument illumination within the cockpit.
7. ANTI COLL Switch. Sets the operating mode of the engine nacelle-mounted anti-collision strobe lights.
• WHT. Sets the anti-collision lights to a white, alternating flash pattern.
• OFF. Sets the anti-collision lights to off.
• RED. Sets the anti-collision lights to a red, alternating flash pattern.
8. PRESS TO TEST Button. Illuminates all signal lights to verify their function.
Free Air Temperature Gauge

The Free Air temperature gauge indicates the
temperature of the external air mass via a probe
directly protruding from the gauge itself through the
fuselage to the outside of the aircraft. 1. Temperature Indicator
1. Temperature Indicator. Indicates air

temperature in Celsius (°C) as directly measured
outside the pilot cockpit.
2. Temperature Scale
2. Temperature Scale. Each major tick mark
corresponds with 10-degree increments, with
minor tick marks corresponding to 2-degree
increments.
EAGLE DYNAMICS 75
DCS [AH-64D]
Right Console
Communications Panel
M4 Rifle
HDU Storage Holster
The Communications panel controls the 1. FM1 Knob 2. FM2 Knob 3. HF Knob
volume of the intercom, radios, and
other audio sources within the
crewstation. 4. VHF Knob
1. FM1 Knob. Adjusts the volume of
5. UHF Knob
the FM1 radio. Rotating the knob
clockwise will increase the volume
level; and pulling the knob 6. SQL Switches
outward will mute the audio from

7. SENS Knob
the FM1 radio.
2. FM2 Knob. Adjusts the volume of 8. MASTER Knob
the FM2 radio. Rotating the knob
clockwise will increase the volume 9. ICS Switch
level; and pulling the knob
outward will mute the audio from 10. IDENT Button
the FM2 radio.
11. IFF Knob
3. HF Knob. Adjusts the volume of
the HF radio. Rotating the knob 12. RLWR Knob
clockwise will increase the volume
13. No function 14. VCR Knob 15. ADF Knob
level; and pulling the knob
outward will mute the audio from the HF radio.
4. VHF Knob. Adjusts the volume of the VHF radio. Rotating the knob clockwise will increase the volume level;
and pulling the knob outward will mute the audio from the VHF radio.
76
[AH-64D] DCS
5. UHF Knob. Adjusts the volume of the UHF radio. Rotating the knob clockwise will increase the volume
level; and pulling the knob outward will mute the audio from the UHF radio.
6. SQL Switches. Momentarily pressing these switches to the forward or aft positions will toggle the squelch
function of the corresponding radio.
7. SENS Knob. Adjusts the voice-activation sensitivity when the intercom switch is in the VOX position.
Rotating the knob clockwise will increase the sensitivity and lower the voice-activation threshold.
8. MASTER Knob. Adjusts the overall volume level of all audio sources received within the crewmember’s
helmet.
9. ICS Switch. Controls the operating mode of the crewmember’s mic on the intercom audio circuit.
• PTT. The crewmember’s mic will only be activated when the Push-To-Talk switch on the cyclic or the
floor button is depressed.
• VOX. The crewmember’s mic will be activated any time the voice level exceeds the threshold set by
the SENS knob, or when the Push-To-Talk switch on the cyclic or the floor button is depressed.
• HOT MIC. The crewmember’s mic is continuously activated.
10. IDENT Button. When pressed, the transponder performs an identification-of-position function. This is
used to momentarily highlight the ownship position when replying to non-encrypted transponder
interrogations (non-Mode 4 interrogations). (N/I)
11. IFF Knob. Adjusts the volume of the IFF interrogation audio. Rotating the knob clockwise will increase
the volume level. (N/I)
12. RLWR Knob. Adjusts the volume of the voice warning messages received from the APR-39/AVR-2
Radar/Laser Warning Receiver system; as well as the Radar Frequency Interferometer (RFI) if the mast-
mounted FCR is installed and the RFI is operational. Rotating the knob clockwise will increase the volume
level.
13. ATA Knob. No function.
14. VCR Knob. Adjusts the volume of the VCR audio when video playback is enabled. Rotating the knob
clockwise will increase the volume level; and pulling the knob outward will mute the audio from the VCR
playback. (N/I)
15. ADF Knob. Adjusts the volume of the audio received from the ARN-149 Automatic Direction Finder (ADF).
Rotating the knob clockwise will increase the volume level; and pulling the knob outward will mute the audio
from the ADF receiver.
EAGLE DYNAMICS 77
DCS [AH-64D]
COPILOT/GUNNER COCKPIT OVERVIEW

The Copilot/Gunner’s primary task is to utilize the aircraft sensors to continuously search, acquire, identify, and
(when appropriate) engage targets on the battlefield with the aircraft’s weapon systems. When enemy targets
are located and identified, the Copilot/Gunner (CPG) coordinates with the Pilot (PLT) to determine the best course
of action to accomplish the mission. Effective communication and coordination between the crewmembers are
critical to mission success.
The CPG’s secondary task is to manage the aircraft navigation and communication systems during the mission.
As the Pilot will often be focused on flying the aircraft and maneuvering around the terrain and obstacles, the
CPG will typically be focused inside the cockpit to tune radio frequencies, monitor the aircraft movement along
the current route, and receive or transmit tactical reports. Accordingly, the CPG coordinates with other units, to
include ground forces, or the other Copilot/Gunners within the team to delineate sectors of fire, sensor coverage,
and fires distribution on enemy targets.
The CPG can effectively utilize any sensor on the aircraft to search for or engage enemy targets. While the Pilot
can assist in the targeting process by using the FCR to hand over targets to the Copilot/Gunner, the CPG can also
directly control the FCR, and may autonomously hand over targets between the FCR and the TADS. If necessary,
the CPG may even hand over a TADS target to the Pilot for an engagement using the FCR, while the CPG continues
to scan the battlefield for additional targets with the electro-optical sensors in the TADS.
Boresight Reticle Unit (BRU)
Instrument Panel TADS Electronic Display And Control (TEDAC)
Cockpit Mirror
Keyboard Unit
Right Console
Left Console
Cyclic & Anti-Torque Pedals

Collective
Controls
It is important to have a general understanding of where the various controls are located. To help locate items
more easily, the cockpit has been delineated into five primary areas: Instrument Panel, the Keyboard Unit
(KU), Left Console, Right Console, and the TADS Electronic Display And Control (TEDAC).
Each text box above may be selected to jump to a more detailed description of that instrument panel or console,
to include the Cyclic & Collective Controls. Selecting the image of the instrument panel or console will return
the manual back to this page.
78
[AH-64D] DCS
Instrument Panel
Fire Detection/Extinguishing Panel Master Warning/Master Caution

Lighted Pushbuttons
Canopy Jettison Handle
Enhanced Upfront Display (EUFD)
Left Multi-Purpose Display (MPD) Armament Panel Master Zeroize Switch Right Multi-Purpose Display (MPD)
The Enhanced Upfront Display (EUFD) and Multi-Function Displays (MPD) are described in dedicated sections
later in this chapter.
The Fire Detection/Extinguishing Panel, Armament Panel, Canopy Jettison Handle, and Master Zeroize Switch
function identically to those in the Pilot cockpit.
Master Warning/Master Caution Lighted Pushbuttons

The Master Warning/Master Caution lighted pushbuttons alerts the
CPG to observe the EUFD WCA area for warning and caution messages
indicating conditions that require their immediate attention.
1. MSTR WARN Button. Acknowledges the MAST ER WARNING
condition. Extinguishes the MSTR WARN light in the CPG
crewstation and ceases the corresponding voice warning message
in both crewstations.
• MSTR WARN Light. Flashes to alert the CPG to a 1. MSTR WARN Button 2. MSTR CAUT Button
WARNING message displayed on the EUFD.
2. MSTR WARN Button. Acknowledges the MASTER CAUTION condition. Extinguishes the MSTR CAUT light
and ceases the corresponding caution audio tone in the CPG crewstation.
• MSTR CAUT Light. Illuminates to alert the CPG to a CAUTION message displayed on the EUFD.
EAGLE DYNAMICS 79
DCS [AH-64D]
Keyboard Unit
The Keyboard Unit (KU) functions
identically to the KU in the Pilot
cockpit.
Left Console
Power Quadrant Panel Emergency Panel
Utility Light
Canopy Jettison Handle Pin
Tail Wheel/NVS Mode Panel
First Aid Kit
The Emergency Panel, Tail Wheel/NVS Mode Panel, and Stores Jettison Panel function identically to those in the
Pilot cockpit.
80
[AH-64D] DCS
Power Quadrant Panel

The ENG POWER levers in the Copilot/Gunner cockpit
function identically to those located on the Pilot’s Power
Quadrant Panel.
The CPG’s ENG POWER levers are connected to the
Pilot’s ENG POWER levers through linkages between the
cockpits. When either crewmember moves an ENG
POWER lever, the corresponding lever in the other
cockpit will move accordingly.
However, the CPG’s finger-lift detent levers are not
mechanically linked to the physical detents of the Pilot’s
ENG POWER levers. The detent levers on the ENG
POWER levers in the CPG cockpit use microswitches to
electrically command the detents in the Pilot cockpit. As
such, the electrical power is required for the CPG to
physically move the ENG POWER levers beyond the
LOCK OUT or IDLE detents.

The Interior Lighting panel controls the exterior aircraft 1. SIGNAL Knob 2. PRIMARY Knob
lighting and the interior lighting within the
Copilot/Gunner cockpit.
1. SIGNAL Knob. Adjusts the brightness of the signal
lights within the cockpit when set to nighttime
brightness levels. This knob will have no function if
the signal lights are set to daytime brightness level.
Rotating the knob to the RST (Reset) detent will set
the signal light brightness scale to nighttime levels
if the PRIMARY knob is not in the OFF position and
the FLOOD knob is less than 50%.
2. PRIMARY Knob. Adjusts the brightness of the
primary instrument backlighting within the cockpit.
Rotating this knob to the OFF position will revert
3. FLOOD Knob 4. PRESS TO TEST Button
the signal lights to daytime mode.
3. FLOOD Knob. Adjusts the brightness of the interior flood lights within the cockpit. Rotating this knob
clockwise beyond the 50% setting will revert the signal lights to daytime mode.
4. PRESS TO TEST Button. Illuminates all signal lights to verify their function.
EAGLE DYNAMICS 81
DCS [AH-64D]
Right Console
HDU Storage Holster
Processor Select Panel
The Communications Panel and Windshield Wiper Control Panel function identically to those in the Pilot cockpit.
Processor Select Panel

The Processor Select panel controls the System
Processor (SP) selection for aircraft functions. (N/I)
1. SP1/SP2 Lights. Illuminates either SP1 or SP2 to
indicate which System Processor is primary.
2. Processor Select Switch. Sets primary SP
selection to automatic or manual selection.
1. SP1/SP2 Lights 2. PROCESSOR SELECT Switch
• SP1. Manually selects SP1 as the primary SP.
• AUTO. Enables automatic switchover of aircraft functions if the primary SP malfunctions.
• SP2. Manually selects SP2 as the primary SP.
82
[AH-64D] DCS
TADS Electronic Display And Control (TEDAC)

The TEDAC is a modernized replacement for the Optical Relay Tube (ORT) from the AH-64A and early AH-64D
aircraft. Its primary purpose is to present the CPG with high-resolution sensor video from the Modernized Target
Acquisition Designation Sight (M-TADS).
TEDAC Display Unit (TDU)
TEDAC Left Handgrip (LHG) TEDAC Right Handgrip (RHG)
Along with the TDU bezel controls, fixed handgrips on either side of the TEDAC are used to control aircraft
sensors, weapons, and the CPG’s MPD cursor. Many of these controls replicate functions on the CPG’s cyclic and
collective controls but allow the CPG to utilize such functions without actively interfering with the Pilot’s flight
control inputs.
The TEDAC can also be used to display the FCR page as an alternative to an MPD. However, since the TEDAC
does not have Variable Action Buttons along the bezel of its display, the bezel FCR controls may only be utilized
using the left handgrip cursor controller.
Each text box above may be selected to jump to a more detailed description of that TEDAC component. Selecting
the image of the component will return the manual back to this page.
EAGLE DYNAMICS 83
DCS [AH-64D]
TEDAC Display Unit (TDU)

The TEDAC Display Unit provides the CPG with a “heads-out” display for presenting TADS or PNVS sensor video,
or FCR targeting information. The TDU will display sensor video in a grayscale format when the TDU Display Knob
is set to DAY mode, or in a greenscale format when the Display Knob is set to NT mode.
1. TAD Button 2. FCR Button 3. PNV Button 4. G/S Button
5. TDU Display Knob
6. FLIR LEV Knob

8. SYM Rocker Switch
7. FLIR GAIN Knob

9. BRT Rocker Switch
12. R/F Rocker Switch

10. CON Rocker Switch
13. EL Rocker Switch

11. Asterisk Button
14. AZ Rocker Switch
15. AZ/EL Button 16. ACM Button 17. FREEZE Button 18. FILTER Button
If the CPG’s NVS Mode switch is set to NORM or FIXED, the TDU will function as a repeater of the CPG’s
Helmet Display Unit (HDU) and display HMD Flight symbology and NVS sensor video. The TAD, FCR, PNV,
and G/S buttons along the top of the TDU will be inhibited.
1. TAD Button. If the CPG’s NVS Mode switch is set OFF, the TDU will display HMD Weapon symbology when
the CPG’s selected sight is HMD, or TADS Weapon symbology and TADS sensor video when the CPG’s
selected sight is TADS.
2. FCR Button. If the CPG’s NVS Mode switch is set OFF, the TDU will display the FCR page. All FCR page
functions (except for accessing the UTIL sub-page) are mirrored on the TDU; however, they may only be
accessed by using the MPD cursor.
The MPD cursor can only be moved to the TDU using the “bump” method, and only when the FCR page is
displayed. To bump the cursor to the TDU FCR page, move the cursor to the inboard edge of either MPD,
release input on the Cursor Controller, and then re-apply pressure input inboard toward the TDU.
3. PNV Button. If the CPG’s NVS Mode switch is set OFF, the TDU will display the Pilot’s HMD Flight symbology
and NVS sensor video. If the CPG’s selected sight is TADS or FCR, this button will also display the Pilot’s
HMD Flight symbology and NVS sensor video within the CPG’s HDU.
4. G/S Button. If the CPG’s NVS Mode switch is set OFF, the TDU will display a grayscale pattern. The
grayscale pattern is used to set the appropriate brightness and contrast levels for the TDU video output.
5. TDU Display Knob. Powers the TDU video screen and selects the overall brightness scale.
84
[AH-64D] DCS
• DAY. Powers on the TDU and sets the overall brightness scale to daytime levels.
• NT. Powers on the TDU and sets the overall brightness scale to nighttime levels.
• OFF. Powers off the TDU screen only. All TEDAC functions and TDU bezel buttons remain functional.
6. FLIR LEV Knob. Controls the relative brightness scale of thermographic video from the PNVS or TADS FLIR
cameras.
7. FLIR GAIN Knob. Controls the relative thermographic gain from the PNVS or TADS FLIR cameras.
8. SYM Rocker Switch. Controls the brightness level of displayed symbology on the TDU or within the CPG’s
HDU. When the CPG’s selected sight is HMD, the symbology within the CPG’s HDU will be adjusted. When
the CPG’s selected sight is TADS or FCR, the symbology brightness on the TDU will be adjusted. The
symbology brightness may be incrementally adjusted using short presses, or continually adjusted using
continuous presses.
9. BRT Rocker Switch. Controls the overall brightness level of the TDU or CPG’s HDU. When the CPG’s
selected sight is HMD, the overall brightness level of the CPG’s HDU will be adjusted. When the CPG’s
selected sight is TADS or FCR, the overall brightness level of the TDU will be adjusted. The brightness level
may be incrementally adjusted using short presses, or continually adjusted using continuous presses.
10. CON Rocker Switch. Controls the contrast level of the TDU or CPG’s HDU. When the CPG’s selected sight
is HMD, the contrast level of the CPG’s HDU will be adjusted. When the CPG’s selected sight is TADS or FCR,
the contrast level of the TDU will be adjusted. The contrast level may be incrementally adjusted using short
presses, or continually adjusted using continuous presses.
11. Asterisk Button. Resets the overall brightness and contrast levels to their default settings. When the CPG’s
selected sight is HMD, the overall brightness and contrast of the CPG’s HDU will be reset. When the CPG’s
selected sight is TADS or FCR, the overall brightness and contrast of the TDU will be reset.
12. R/F Rocker Switch. Adjusts the range focus of the selected TADS sensor. Pressing up on the rocker switch
sets the focus to longer ranges. Pressing down on the rocker switch sets the focus to shorter ranges. The
focus may be incrementally adjusted using short presses, or continually adjusted using continuous presses.
13. EL Rocker Switch. Not implemented.
14. AZ Rocker Switch. Not implemented.
15. AZ/EL Button. Not implemented.
16. ACM Button. Not implemented.
17. FREEZE Button. Freezes the current frame on the TDU video screen. The video output will continue to
update normally on other displays within either crewstation.
18. FILTER Button. Not implemented.
EAGLE DYNAMICS 85
DCS [AH-64D]
TEDAC Left Handgrip (LHG)

1. Image Auto Track/Offset Switch 2. TADS Field-Of-View Switch
3. Video Record Button

4. TADS Sensor Select Switch
7. FCR Mode Switch 5. Weapon Action Switch
8. Cursor Controller/Enter
6. Store/Update Switch
9. Cursor Display Select Button
10. Weapon Trigger 11. FCR Scan Switch

(opposite side)
12. Cued Search Button
13. Linear Motion Compensation

Button (opposite side)
14. No function (opposite side)
1. Image Auto Track/Offset Switch. Controls the Image Auto-Track (IAT) targeting functions of the TADS.
• IAT (Forward). Commands an auto-track on the target within the TADS line-of-sight (LOS) reticle
and sets it as the IAT primary track.
If the TADS LOS reticle is within the IAT primary track gates, commands the primary track Aim Point
to update its position to the centroid of the TADS LOS reticle.
• OFS (Aft). If the TADS LOS is outside the IAT primary track gates, a short press (<0.5 second) to the
OFS position will command the TADS LOS reticle to return to the IAT primary track from its offset
postion.
If the TADS LOS is within the IAT primary track gates, a short press (<0.5 second) to the OFS position
will drop the primary track.
A long press (>0.5 second) to the OFS position will command the TADS to drop the primary track and
any secondary tracks, regardless of the current position of the TADS LOS reticle.
2. TADS Field-Of-View Switch. Selects the magnification field-of-view of the TADS FLIR/DTV cameras.
• W (Wide, Right). Sets the FLIR/DTV optical magnification to wide field-of-view.
• M (Medium, Aft). Sets the FLIR optical magnification to medium field-of-view. If DTV is the selected
sensor, sets the DTV optical magnification to wide field-of-view.
• N (Narrow, Left). Sets the FLIR/DTV optical magnification to narrow field-of-view.
• Z (Zoom, Forward). Sets the FLIR/DTV video to a 2:1 electronic magnification.
3. Video Record Button. Not implemented.
86
[AH-64D] DCS
4. TADS Sensor Select Switch. Selects the TADS sensor to be used for targeting. This switch position is
overridden and commanded to FLIR when the CPG NVS Mode switch is set to NORM or FIXED.
• FLIR (Forward). Sets the TADS sensor video to the FLIR thermographic camera.
• DTV (Center). Sets the TADS sensor video to the DTV camera.
• DVO (Aft). No function.
5. Weapon Action Switch (WAS). Selects, or “actions”, a weapon system for employment. (Also known as
“WASing”, pronounced “Wahz-ing”). Selecting the same weapon a second time will de-select, or “de-action”,
the weapon. If the Copilot/Gunner actions a weapon from the TEDAC Left Handgrip (LHG), only the weapon
trigger on the LHG will be activated for weapons employment from the CPG station.
Neither crewstation has priority over the other, allowing either cyclic Weapon Action Switch to action the
weapon, taking control away from the other crewstation in a “last actioned” logic.
• GUN (Forward). Actions/de-actions the Area Weapon System (AWS) for employment and slaves the
gun to the weapon solution of the selected sight within the crewstation.
• RKT (Left). Actions/de-actions the Aerial Rocket Sub-system (ARS) for employment, activates pylon
articulation, and displays the Rocket Steering Cursor symbology within the crewstation.
If the CPG actions rockets using the Weapon Action Switch on the LHG and the Pilot actions rockets,
the crew will enter COOP (Cooperative) rocket mode.
If the CPG actions rockets using the Weapon Action Switch on the CPG cyclic and the Pilot actions
rockets, the rockets will be assigned to either crewstation using the “last actioned” logic.
• MSL (Right). Actions/de-actions the Hellfire Modular Missile System (HMMS) for employment,
activates pylon articulation, and displays the Missile Launch symbology within the crewstation.
• ATA (Aft). No function.
NOTE: Weapons cannot be actioned if the aircraft is weight-on-wheels unless GND ORIDE has been enabled
on the Armament Panel to override this inhibit.
6. Store/Update Switch. Stores new target or waypoint locations using the CPG’s selected sight or performs
a position update to the aircraft navigation system.
• Store Point (STORE, Forward). When the CPG’s selected sight is TADS, moving the switch
momentarily to this position stores a Target (TG) point along the TADS line-of-sight at the current
range.
When the CPG’s selected sight is FCR, moving the switch momentarily to this position stores a Target
(TG) point at the location of the Next-To-Shoot (NTS) target.
When used in conjunction with the TSD Point sub-page, may be used to store a Waypoint (WP) or
Target (TG) point, and may be used in conjunction with either the HMD or the TADS.
• Update Position (UPDT, Aft). Not implemented.
7. FCR Mode Switch. Selects the FCR mode of operation when the CPG’s selected sight is FCR and the FCR
is not scanning. (N/I)
8. Cursor Controller/Enter (CURSOR). Controls the MPD cursor movement on the MPD, allowing bezel
options to be selected by the cursor in lieu of the bezel buttons; or cursor-selection of points on the MPD
itself. Depressing the Cursor Controller commands the highlighted item underneath the cursor to be selected.
9. Cursor Display Select (L/R) Button. Sets the MPD cursor to the center of the opposite MPD.
EAGLE DYNAMICS 87
DCS [AH-64D]
10. Weapon Trigger. Fires the weapon system that has been actioned within the crewstation if the A/S button
on the Armament panel is set to ARM.
• First Detent. Fires the weapon system if no Performance or Safety Inhibits are present.
• Second Detent. Fires the weapon system if no Safety Inhibits are present.
11. FCR Scan Switch. When the CPG’s selected sight is FCR, momentarily setting the switch to either position
will initiate an FCR scanburst. If the FCR is already performing a single or continuous scanburst, momentarily
setting the switch to either position will terminate the ongoing scanburst.
• S-SCAN (Forward). Initiates a single scanburst. The FCR will perform several scans of the FCR scan
volume and then terminate scanning. The number of scans that are performed within a single scanburst
are dependent on the selected scan size.
• C-SCAN (Aft). Initiates a continuous scanburst. The FCR will perform scans of the FCR scan volume
continuously until manually terminated by the crewmember or until a different sight is selected.
NOTE: The FCR cannot transmit if the aircraft is weight-on-wheels unless GND ORIDE has been enabled on
the Armament Panel to override this inhibit.
12. Cued Search (CUED) Button. Not implemented.
13. Linear Motion Compensation (LMC) Button. Toggles the Linear Motion Compensation function of the
TADS system. (See Target Acquisition Designation Sight (TADS) for more information.)
14. Cage Button. No function.
88
[AH-64D] DCS
TEDAC Right Handgrip (RHG)

1. FCR Scan Size Switch 2. C-Scope Button
3. FLIR Polarity Button
4. Laser Tracker Switch
5. Sight Select Switch 7. Sight Slave Button
8. Sight Manual Tracker

6. Image Auto Track
Polarity Switch
9. Display Zoom Button
11. MTT Track Promote Switch 10. LRFD Trigger

(opposite side)
12. Cursor Enter Button
13. No function (opposite side)
14. Missile Advance Button

(opposite side)
1. FCR Scan Size Switch. Selects the FCR scan size when the CPG’s selected sight is FCR and the FCR is not
scanning.
• W (Wide, Right). Sets the FCR scan volume to 90° in azimuth if the FCR mode is GTM.
• M (Medium, Aft). Sets the FCR scan volume to 45° in azimuth if the FCR mode is GTM.
• N (Narrow, Left). Sets the FCR scan volume to 30° in azimuth if the FCR mode is GTM.
• Z (Zoom, Forward). Sets the FCR scan volume to 15° in azimuth if the FCR mode is GTM.
2. C-SCOPE Button. Not implemented.
3. FLIR Polarity Button. Toggles the FLIR image polarity between white-hot and black-hot.
4. Laser Tracker (LT) Switch. Enables/disables the Laser Spot Track (LST) mode of the TADS system.
• A (Automatic, Forward). Enables the LST in Automatic mode and inhibits the LRFD from firing.
• O (Off, Center). Disables the LST and permits the LRFD to fire.
• M (Manual, Aft). Enables the LST in Manual mode and inhibits the LRFD from firing.
5. Sight Select Switch. Selects the sight to be used for targeting and weapon employment within the
Copilot/Gunner (CPG) crewstation.
• HMD (Forward). Sets the CPG sight to the CPG’s Helmet-Mounted Display. The CPG’s HDU will display
HMD Flight symbology.
• FCR (Left). Sets the CPG crewstation sight to the Fire Control Radar and displays the FCR page on
the left MPD if not already displayed. When selected while the CPG’s NVS Mode switch is set to OFF,
the CPG’s HDU will display TADS Weapon symbology and TADS sensor video. If the Pilot is using the
TADS as his/her NVS sensor, the CPG’s HDU will display HMD Flight symbology.
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Neither crewstation has priority over the other, allowing either Sight Select Switch to select the FCR as
the sight, taking control away from the other crewstation in a “last selected” logic.
• TADS (Right). Sets the CPG sight to the Target Acquisition Designation Sight. The CPG’s HDU will
display TADS Weapon symbology and TADS sensor video. If either crewmember is using the TADS as
their NVS sensor, this switch position will be inhibited.
• LINK (Aft). If the CPG’s selected sight is FCR, this position will slave the TADS to the FCR Next-To-
Shoot (NTS) target. If the CPG’s selected sight is TADS, this position will slave the FCR centerline to
the azimuth of the TADS line-of-sight. (See the Fire Control Radar chapter for more information.)
6. Image Auto Track Polarity Switch. Not implemented.
7. Sight Slave Button. Slaves/de-slaves the CPG’s selected sight to the selected acquisition source.
8. Sight Manual Tracker. Manually controls the CPG’s selected sight when de-slaved from the selected
acquisition source. Also called the “thumb force controller”.
9. Display Zoom Button. Not implemented.
10. LRFD Trigger. Fires the laser rangefinder/designator if the A/S button on the Armament panel is set to
ARM and the LRFD is powered (VAB L6 on the WPN Utility sub-page).
• First Detent. Fires a short pulse of laser energy for range-finding purposes. To fire additional range-
finding pulses, the trigger must be released prior to pulling the trigger again.
• Second Detent. Fires a continuous pulse of laser energy for designation purposes, for the duration
the trigger is depressed.
11. MTT Track Promote Switch. When using the Multi-Target Track sub-mode of the Image Auto-Track, this
switch cycles the primary track through each auto-tracked target.
• – (Forward). Promotes the previous secondary track as the primary track and commands the TADS
LOS reticle to the Aim Point of the new primary track.
• + (Aft). Promotes the next secondary track as the primary track and commands the TADS LOS reticle
to the Aim Point of the new primary track.
12. Cursor Enter Button. Commands the highlighted item underneath the cursor to be selected. Used as an
alternate method of cursor-selection in lieu of depressing the Cursor Controller itself.
13. Heads-Down Display (HDD) Button. No function.
14. Missile Advance Button. Steps to the next Hellfire missile in sequence. This button is only functional when
the missile mode is set to MAN.
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CYCLIC & COLLECTIVE HAND CONTROLS

The cyclic and collective hand controls allows either crewmember to control many of the aircraft functions
regarding sensors, weapons, communications, and defensive systems without removing their hands from the
flight controls.
The Pilot and Copilot/Gunner cyclic and collective grips are identical in form and function. The only exception is
this is the BUCS trigger on the Pilot’s Collective Flight Grip is non-functional.
Cyclic Grip
The Cyclic Grip is used to control weapons, communications, and countermeasure functions. It also includes
functions for controlling the IHADSS flight symbology.
2. Weapon Action Switch
3. Symbology Select Switch

1. Force Trim/
Hold Mode Switch
4. PTT/RTS Switch
7. Weapon Trigger
5. Chaff Dispense Button
8. No function
6. Flare Dispense Button
9. FMC Release Button
1. Force Trim/Hold Mode Switch. Controls the force trim and Hold modes provided by the Flight
Management Computer (FMC).
• R (Release, Forward). When held forward, the force trim is interrupted, releasing the magnetic
brakes on the cyclic and pedals. While force trim is interrupted, Heading Hold and Attitude Hold will be
disengaged.
When the switch itself is released, the force trim will re-engage the magnetic brakes on the cyclic and
pedals, set a new force trim reference point at the current cyclic/pedal positions in pitch, roll and yaw,
and any applicable hold modes will re-engage (assuming their specific re-engagement logic is met).
• AT (Attitude Hold, Left). Activates/deactivates Attitude Hold.
• AL (Altitude Hold, Right). Activates/deactivates Altitude Hold.
• D (Disengage, Aft). Deactivates Attitude Hold and Altitude Hold.
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2. Weapon Action Switch (WAS). Selects, or “actions”, a weapon system for employment. (Also known as
“WASing”, pronounced “Wahz-ing”). Selecting the same weapon a second time will de-select, or “de-action”,
the weapon. If the Copilot/Gunner actions a weapon from the Cyclic Grip, only the weapon trigger on the
Cyclic Grip will be activated for weapons employment from the CPG station.
Neither crewstation has priority over the other, allowing either cyclic Weapon Action Switch to action the
weapon, taking control away from the other crewstation in a “last actioned” logic.
• G (Gun, Forward). Actions/de-actions the Area Weapon System (AWS) for employment and slaves
the gun to the weapon solution of the selected sight within the crewstation.
• R (Rocket, Left). Actions/de-actions the Aerial Rocket Sub-system (ARS) for employment, activates
pylon articulation, and displays the Rocket Steering Cursor symbology within the crewstation.
If the CPG actions rockets using the Weapon Action Switch on the TEDAC Left Handgrip (LHG) and the
Pilot actions rockets, the crew will enter COOP (Cooperative) rocket mode.
If the CPG actions rockets using the Weapon Action Switch on the CPG cyclic and the Pilot actions
rockets, the rockets will be assigned to either crewstation using the “last actioned” logic.
• M (Missile, Right). Actions/de-actions the Hellfire Modular Missile System (HMMS) for employment,
activates pylon articulation, and displays the Missile Launch symbology within the crewstation.
• A (Air-To-Air, Aft). No function.
3. Symbology Select Switch. Selects the IHADSS symbology mode. The symbology mode is common to
both crewstations, in that the symbology will remain the same for both crewmembers, regardless of which
Symbology Select Switch was used to change the IHADSS symbology mode.
• CT (Cruise/Transition, Forward). Selects Transition symbology mode. If Transition symbology is
already displayed, each subsequent press will toggle between Cruise and Transition symbology modes.
• HB (Hover/Bob-Up, Aft). Selects Hover symbology mode. If Hover symbology is already displayed,
each subsequent press will toggle between Bob-Up and Hover symbology modes.
Each time Bob-Up mode is entered, a new Bob-Up box will be “dropped”, and the command heading
will be referenced to the current heading value.
• FLT Page Access/Return (Z-Axis, Depress). Displays the FLT page on the left MPD within the
crewstation. If the FLT page is already displayed, it will have no effect. If the FLT page is displayed on
the right MPD, the MPD pages will be swapped.
If no button is pressed on the FLT page within 10 minutes, depressing the Symbology Select Switch
will return the left MPD to the previous page. After 10 minutes, the return logic will timeout and will no
longer be available.
4. PTT/RTS Switch. Activates the crewmember’s microphone or selects the next radio for transmission.
• RADIO (Left). Transmits over the radio currently selected by the RTS indicator on the EUFD.
• ICS (Right). Transmits over the cockpit intercom to the opposite crewstation and/or ground crews.
• RTS (Depress). Cycles the Radio Transmit Select indicator on the EUFD to the next radio in sequence.
If the RTS indicator is set to the HF radio at the bottom of the list, RTS indicator will cycle to the VHF
radio at the top of the list.
5. Chaff Dispense (C) Button. Dispenses the chaff program.
6. Flare Dispense (FLARE) Button. Dispenses the flare program.
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7. Weapon Trigger (Guarded). Fires the weapon system that has been actioned within the crewstation.
• First Detent. Fires the weapon system if no Performance or Safety Inhibits are present.
• Second Detent. Fires the weapon system if no Safety Inhibits are present.
8. Cage Button. No function.
9. FMC Release Button. Deactivates the Pitch, Roll, Yaw and Collective FMC channels.
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Collective Flight Grip

The Collective Flight Grip is used to control flight and navigation functions.
1. Emergency Jettison Button 2. Boresight/Polarity Switch
3. Searchlight Switch
4. Searchlight Position Switch
5. NVS Select Switch
6. Stabilator Control Switch 7. Chop Button
8. Tail Wheel Lock/Unlock Button 9. BUCS Trigger (CPG only)

Button
1. Emergency Jettison (JETT) Button (Guarded). Jettisons all weapon stations from the wing pylons.
2. Boresight/Polarity Switch. Controls the FLIR polarity for the NVS sensor assigned to the crewstation.
• B/S (Boresight). No function.
• PLRT (Polarity). Toggles the FLIR image polarity between white-hot and black-hot.
3. Searchlight Switch. Activates, deactivates or stows the fuselage-mounted search/landing light.
• ON (Forward). Powers the searchlight on.
• OFF (Center). Powers the searchlight off.
• STOW (Aft). Commands the searchlight to retract to the stowed position. The switch will be spring-
loaded from STOW to the OFF position.
4. Searchlight Position Switch. Controls the position of the fuselage-mounted search/landing light.
Searchlight position control will be inhibited for 1 minute after STOW is commanded.
• EXT (Extend, Forward). Rotates the searchlight bulb forward and up.
• L (Left). Rotates the searchlight bulb left/counter-clockwise.
• R (Right). Rotates the searchlight bulb right/clockwise.
• RET (Retract, Aft). Rotates the searchlight bulb down and back.
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5. NVS Select Switch. Selects the NVS sensor within the crewstation. When this occurs, the format of the
Field-Of-Regard Box within each crewmember’s IHADSS symbology will update to reflect their selected NVS
sensor azimuth/elevation slew limits. (See IHADSS Flight Symbology for more information.)
Neither crewstation has priority over the other, allowing the NVS Select Switch in either crewstation to select
either NVS sensor.
• TADS (Forward). Selects the TADS as the NVS sensor in the crewstation.
• PNVS (Aft). Selects the PNVS as the NVS sensor in the crewstation.
6. Stabilator Control Switch. Sets the horizontal stabilator to Manual or Automatic mode, and controls the
stabilator angle when set to Manual mode.
• ND (Nose-Down, Forward). Slews the stabilator trailing edge down, causing the nose to pitch
forward. If the stabilator is in Automatic mode, this position will set the mode to Manual.
• NU (Nose-Up, Aft). Slews the stabilator trailing edge up, causing the nose to pitch up. If the stabilator
is in Automatic mode, this position will set the mode to Manual.
• RESET (Depress). Resets the stabiliator mode to Automatic.
7. Engine Chop (CHOP) Button (Guarded). Pressing this button activates the Engine Chop circuit, which
reduces engine power to idle. Pressing it again resets the Engine Chop circuit and restores normal engine
power. (N/I)
8. Tail Wheel Lock/Unlock Button. Toggles the commanded state of the tail wheel locking mechanism
between locked and unlocked.
9. BUCS Trigger (CPG only). Enables the Copilot/Gunner (CPG) to override the flight controls in the Pilot
crewstation when the Back-Up Control System (BUCS) is on. This trigger is non-functional in the Pilot
crewstation. (N/I)
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Collective Mission Grip

The Collective Mission Grip is used to control aircraft sensors and the MPD cursor.
1. FCR Mode Switch 2. FCR Scan Size Switch
3. Cursor Controller/Enter
4. Sight Select Switch
5. Cursor Display
Select Button 6. FCR Scan Switch
7. Cued Search Button
8. Missile Advance Button 9. Alternate Cursor Enter Trigger
1. FCR Mode Switch. Selects the FCR mode of operation when the crewmember’s selected sight is FCR and
the FCR is not scanning. (N/I)
2. FCR Scan Size Switch. Selects the FCR scan size when the crewmember’s selected sight is FCR and the
FCR is not scanning.
• W (Wide, Right). Sets the FCR scan volume to 90° in azimuth if the FCR mode is GTM.
• M (Medium, Aft). Sets the FCR scan volume to 45° in azimuth if the FCR mode is GTM.
• N (Narrow, Left). Sets the FCR scan volume to 30° in azimuth if the FCR mode is GTM.
• Z (Zoom, Forward). Sets the FCR scan volume to 15° in azimuth if the FCR mode is GTM.
3. Cursor Controller/Enter (CURSOR). Controls the MPD cursor movement on the MPD, allowing bezel
options to be selected by the cursor in lieu of the bezel buttons; or cursor-selection of points on the MPD
itself. Depressing the Cursor Controller commands the highlighted item underneath the cursor to be selected.
4. Sight Select Switch. Selects the sight to be used for targeting and weapon employment within the
crewstation.
• HMD (Forward). Sets the crewstation sight to the Helmet-Mounted Display. The crewmember’s HDU
will display HMD Flight symbology.
• FCR (Left). Sets the crewstation sight to the Fire Control Radar and displays the FCR page on the left
MPD if not already displayed. When selected in the Copilot/Gunner (CPG) crewstation while the CPG’s
NVS Mode switch is set to OFF, the CPG’s HDU will display TADS Weapon symbology and TADS sensor
video. If the Pilot is using the TADS as his/her NVS sensor, the CPG’s HDU will display HMD Flight
symbology.
Neither crewstation has priority over the other, allowing either Sight Select Switch to select the FCR as
the sight, taking control away from the other crewstation in a “last selected” logic.
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[AH-64D] DCS
• TADS (Right). Sets the Copilot/Gunner (CPG) sight to the Target Acquisition Designation Sight. If the
CPG’s NVS Mode switch is set to OFF, the CPG’s HDU will display TADS Weapon symbology and TADS
sensor video. If either crewmember is using the TADS as their NVS sensor, this switch position will be
inhibited.
This switch position is non-functional in the Pilot crewstation.
• LINK (Aft). If the crewmember’s selected sight is FCR, this position will slave the TADS to the FCR
Next-To-Shoot (NTS) target. If the CPG’s selected sight is TADS, this position in the CPG crewstation
will slave the FCR centerline to the azimuth of the TADS line-of-sight. (See the Fire Control Radar
chapter for more information.)
5. Cursor Display Select Button. Sets the MPD cursor to the center of the opposite MPD.
6. FCR Scan Switch. When the crewmember’s selected sight is FCR, momentarily setting the switch to either
position will initiate an FCR scanburst. If the FCR is already performing a single or continuous scanburst,
momentarily setting the switch to either position will terminate the ongoing scanburst.
• S-SCAN (Forward). Initiates a single scanburst. The FCR will perform several scans of the FCR scan
volume and then terminate scanning. The number of scans that are performed within a single scanburst
are dependent on the selected scan size.
• C-SCAN (Aft). Initiates a continuous scanburst. The FCR will perform scans of the FCR scan volume
continuously until manually terminated by the crewmember or until a different sight is selected.
NOTE: The FCR cannot transmit if the aircraft is weight-on-wheels unless GND ORIDE has been enabled on
the Armament Panel to override this inhibit.
7. Cued Search (CUED) Button. Not implemented.
8. Missile Advance Button. Steps to the next Hellfire missile in sequence. This button is only functional when
the missile mode is set to MAN.
9. Alternate Cursor Enter Trigger. Commands the highlighted item underneath the cursor to be selected.
Used as an alternate method of cursor-selection in lieu of depressing the Cursor Controller itself.
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INTEGRATED HELMET AND DISPLAY

SIGHTING SYSTEM (IHADSS)
The IHADSS allows the crewmembers to view flight and navigation information, sensor video, targeting
information, and weapon status. The IHADSS also allows each crewmember to independently cue weapons and
sensors using their head movements. The system is an integral part of flight operations during the day, and a
crucial system in performing flight operations at night.
IHU tracking sensors Integrated Helmet Unit (IHU)
Sensor Surveying Unit

Sensor Surveying Unit
HDU Combiner Lens
Helmet Display Unit (HDU)
As a subcomponent of the IHADSS, each crewmember’s individual Helmet Display Unit (HDU) projects symbology
and video onto a combiner lens directly in front of the crewmembers’ right eye. Similar to a Heads-Up Display
(HUD) found in many other aircraft types, the HDU is the primary source of flight and navigation data for the
crewmember that is on the controls. However, unlike many HUD designs that are fixed to an aircraft’s instrument
panel, the HDU in the AH-64 is designed to allow a crewmember to view and effectively utilize this data without
requiring them to focus their attention straight ahead over the nose of the aircraft.
Symbology is displayed within the crewmember HDU’s in one of two formats: Flight symbology or Weapon
symbology. Weapon symbology is displayed within the CPG’s HDU when the CPG’s selected sight is TADS.
(See TADS Weapon Symbology for more information.)
Flight Symbology
The Pilot is always presented with Flight symbology within the HDU. The Copilot/Gunner (CPG) is presented with
Flight symbology within the HDU when the CPG’s selected sight is HMD, or any time the CPG’s NVS Mode is set
to NORM or FIXED. Flight symbology is presented to the crewmembers in one of four symbology modes: Cruise,
Transition, Hover, or Bob-Up. The Symbology Select Switch on either Cyclic Grip is used to change the selected
symbology mode for both crewstations simultaneously.
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1. Heading Tape 2. Aircraft Heading 3. Lubber Line
4. Engine Torque 11. Bank Angle Indicator
5. Horizon Line 12. Barometric Altitude
6. Head Tracker 13. Flight Path Vector
7. True Airspeed 14. Vertical Speed Indicator
8. Pitch Ladder 15. Rate-of-climb Scale
9. Waypoint Status 16. Radar Altitude
10. Ground Speed 17. Skid/Slip Indicator
Cruise Mode
18. Command Heading
19. Engine TGT
25. Alternate Sensor Bearing

20. Navigation Fly-To Cue
26. Cued Line-Of-Sight Reticle

21. G Status
27. Cueing Dots

22. Line-Of-Sight Reticle
23. Field-Of-View Box 28. Cued Line-Of-Sight Dot
24. Field-Of-Regard Box
Transition Mode
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29. Acceleration Cue
31. Radar Altimeter Tape

30. Velocity Vector
Hover Mode
32. Bob-Up Box
33. High Action Display
Bob-Up Mode
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[AH-64D] DCS
1. Heading Tape. Displays a 180° hemisphere of magnetic headings. Major tick marks are displayed in 30°
increments and marked by a cardinal direction or heading in the tens value. Minor tick marks are displayed
in 10° increments.
2. Aircraft Heading. Displays a digital readout of the aircraft’s current magnetic heading in 1° increments,
superimposed over the Heading Tape.
3. Lubber Line. The Lubber Line is aligned to the centerline of the aircraft and serves as a reference for both
the aircraft heading and for the Bank Angle Indicator when in Cruise symbology mode.
4. Engine Torque. Displays the highest torque value of the two engines, in 1% increments. A box will be
displayed around the torque at 98% or greater. If the difference in engine torque values exceeds 12%, the
torque digital readout will flash.
5. Horizon Line. Indicates the horizon position and orientation relative to the aircraft nose, which is referenced
to the LOS Reticle.
When in Cruise symbology mode, the the Horizon Line is displaced in pitch in a 2:1 movement ratio.
When in Transition symbology mode, the Horizon Line is displaced in pitch in a 4:1 movement ratio, up to
a maximum of ±30°. When aircraft pitch attitude exceeds ±30° in pitch, the Transition mode Horizon Line
will remain saturated at maximum deflection until the pitch attitude is less than ±30°.
6. Head Tracker. Represents the armament datum line (ADL, or centerline) of the aircraft; 0° in azimuth and
-4.9° in elevation. The Head Tracker assists the crewmembers in maintaining awareness of their head
position relative to the nose of the aircraft, especially under low-light conditions while using the PNVS or
TADS sensors for flight and navigation.
7. True Airspeed. Indicates the true airspeed (TAS) of the aircraft in 1 knot increments, from 0 to 210 knots.
The airspeed indication is boxed if the airspeed exceeds VNE.
When Attitude Hold is engaged, a rounded “status window” box is displayed around the TAS digital readout.
8. Pitch Ladder. Indicates aircraft pitch attitude when in Cruise symbology mode. Pitch ladder increments are
displayed at ±10°, ±20°, ±30°, ±45° and ±60° pitch.
9. Waypoint Status. Displays the point selected for navigation, its distance in
kilometers or nautical miles, and estimated time enroute (ETE). The ETE is based
on the current ground speed and distance remaining, and is presented in HH:MM
format when the ETE is ≥5 minutes, or M:SS format when ETE is <5 minutes.
The ETE is not displayed when ground speed is <15 knots or ETE is >10 hours.
Waypoint Status information is not displayed if there is no active destination point.
10. Ground Speed. Indicates the speed across the surface in 1 knot increments. Ground Speed is only displayed
in Cruise and Transition symbology modes, and only when the primary INU is aligned.
11. Bank Angle Indicator. Indicates bank angle relative to the horizon when in Cruise symbology mode. When
the Bank Angle Indicator is aligned with the lubber line below the heading tape, the aircraft is in a level
attitude.
12. Barometric Altitude. Indicates the barometric altitude when Cruise mode symbology is displayed.
Barometric Altitude is displayed in 10-foot increments from -2,300 feet to 20,000 feet.
13. Flight Path Vector. The Flight Path Vector (FPV) represents the point towards which the helicopter is
flying. It is a 3-dimensional representation of the aircraft’s velocity vector. The FPV is not displayed in Hover
or Bob-Up symbology modes, if the 3-dimensional velocity is <5 knots ground speed, or if the aircraft is
weight-on-wheels.
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14. Vertical Speed Indicator (VSI). The Vertical Speed Indicator moves up and down the rate-of-climb scale
to indicate vertical speed. The VSI becomes saturated at the ±1,000 fpm tick marks at the top or bottom of
the Rate-of-climb Scale, augmented by digital readouts of rate-of-climb in 100 fpm increments.
15. Rate-of-climb Scale. Major tick marks are placed at 0, ±500 and ±1,000 feet per minute (fpm) rates of
climb/descent. Minor tick marks are placed in 100 fpm increments between 0 and ±500 fpm. When the rate-
of-climb/descent exceeds ±1,000 fpm, a digital readout to the nearest 100 fpm value is displayed adjacent
to the 1,000 fpm major tick marks.
When Altitude Hold is engaged, a rounded “homeplate” box is displayed next to the Rate-of-climb Scale at
0 fpm.
16. Radar Altitude. Indicates the radar-detected altitude above ground level from 0 to 1,428 feet. The Radar
Altitude is displayed in increments of 1 foot from 0 to 50 feet in altitude, and increments of 10 feet between
50 feet and 1,428 feet in altitude.
The Radar Altitude is not displayed when the altitude exceeds 1,428 feet above ground level.
17. Skid/Slip Indicator. Also called the “trim ball”; indicates whether the aircraft is in coordinated flight (also
known as “in aerodynamic trim”, or simply “in trim”). With the ball is centered between the tick marks, the
aircraft is in coordinated flight, which minimizes drag. If the ball is left of center, applying left pedal will
adjust tail rotor thrust to bring the aircraft back into coordinated flight. Likewise, if the ball is right of center,
applying right pedal will adjust tail rotor thrust to bring the aircraft back into coordinated flight.
18. Command Heading. Indicates the magnetic heading to the Navigation Fly-To Cue when in Cruise,
Transition, or Hover symbology modes. When Bob-up symbology mode is entered, the Command Heading
chrevron is set to the heading of the aircraft, and maintained at that value until Bob-Up mode is exited.
19. Engine TGT. Displays the highest of the two engines’ Turbine Gas Temperature (TGT) indications if
operating in an intermediate or contingency TGT limit.
When operating under dual engine intermediate power, the TGT (in °C) will be displayed during the final
two minutes of either the 30-minute or 10-minute allowable timers.
When operating under single engine contingency power, the TGT (in °C) will be displayed during the entire
2.5 minutes allowable for operating in the contingency power temperature range.
20. Line-Of-Sight (LOS) Reticle. Indicates the crewmember’s helmet line-of-sight (LOS). The LOS Reticle is
used as a positional reference for the Head Tracker, Horizon Line, Velocity Vector, Acceleration Cue, and
Bob-Up Box. It is also used as an aiming crosshair for weapons employment, and is bolded when in Cruise
symbology mode.
The LOS Reticle flashes when the crewmember’s LOS is invalid, the selected NVS sensor is at its slew limit,
or if the gun is actioned and the gun system has failed and is no longer following the crewmember’s helmet.
21. Navigation Fly-To Cue. Indicates the location of the current point selected for navigation. Also called the
“homeplate” symbol, the Navigation Fly-To Cue is sized so the Flight Path Vector fits within it for precise 3-
dimensional navigation.
The Navigation Fly-To Cue is not displayed when the aircraft is weight-on-wheels.
22. G Status. Displays the accelerometer measured G-force on the aircraft when the load factor exceeds 2G’s,
or if within ¼G of the G load factor limit under the current conditions of velocity, density altitude, and gross
weight.
23. Field-Of-View (FOV) Box. The FOV box indicates the relative position of the crewmember’s helmet line-
of-sight within the larger Field-of-Regard box. The FOV box represents a 30° x 40° field of view and is driven
by the crewmember’s helmet orientiation as detected by helmet sensors within each resepective cockpit.
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24. Field-Of-Regard (FOR) Box. The FOR box indicates azimuth limits for the crewmember’s Night Vision
System (NVS) sensor turret. The format of the FOR box is determined by the NVS sensor (PNVS or TADS)
assigned to that crewstation. Tick marks around the edges of the PNVS FOR box mark 0° in azimuth and
elevation. Tick marks around the edges of the TADS FOR box mark 0° and ±90° in azimuth, and 0° elevation.
-90° +90°
+20° +30°
0°
-45° -60°
-90° 0° +90° -120° 0° +120°
PNVS Format (Left) & TADS Format (Right)
25. Alternate Sensor Bearing. Indicates the magnetic heading of the opposite crewmember’s selected sight
when the opposite crewmember’s sight is HMD or TADS.
The Alternate Sensor Bearing symbol is not displayed when the other crewmember’s selected sight is FCR.
26. Cued Line-Of-Sight Reticle. Indicates the virtual location of the crewmember’s selected acquisition
source.
If CUEING is deselected on the Pilot’s WPN Utility (UTIL) sub-page, this symbol is not displayed.
27. Cueing Dots. Indicates the quadrant direction of the selected acquisition source to “cue” the crewmember’s
helmet position to the location of the Cued LOS Reticle. The dots are removed when the Cued LOS Reticle
is with 4° of that quadrant relative to the LOS Reticle.
All four dots flash when the “IHADSS B/S REQUIRED” message is present within the Sight Status field of the
High Action Display, indicating the crewmember needs to boresight their IHADSS.
If CUEING is deselected on the Pilot’s WPN Utility (UTIL) sub-page, these dots are not displayed.
28. Cued Line-Of-Sight Dot. Indicates the relative location of the selected acquisition source within the Field-
of-Regard box.
29. Acceleration Cue. The Acceleration Cue indicates magnitude and direction of the aircraft’s rate of
acceleration. The Acceleration Cue is displayed in Transition, Hover, and Bob-Up symbology modes.
When in Transition mode, or in Hover or Bob-Up modes when the ground speed is <6 knots, the Acceleration
Cue is displaced from the outer point of the Velocity Vector. When in Hover or Bob-Up modes and the
Velocity Vector becomes “saturated” at 6 knots ground speed, the Acceleration Cue displacement originates
from the center of the LOS reticle.
30. Velocity Vector. The Velocity Vector indicates the aircraft’s 2-dimensional direction and magnitude of
velocity across the surface.
In Hover and Bob-Up symbology modes, the Velocity Vector will become “saturated” (reaching it’s maximum
displacement) at 6 knots ground speed. In Transition symbology mode, the Velocity Vector will become
saturated at 60 knots ground speed.
31. Radar Altimeter Tape. The Radar Altimeter Tape displays altitude above ground level in an “analog”
format. Major tick marks are displayed in 50-foot increments between 0 and 200 feet. Minor tick marks are
displayed in 10-foot increments between 0 and 50 feet.
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When the aircraft has exceeded 200 feet AGL, the Radar Altimeter Tape will be removed from the symbology.
The Radar Altimeter Tape will not be subsequently displayed until the aircraft descends below 180 feet AGL.
32. Bob-Up Box. The Bob-Up Box represents a 12-foot wide octogonal box anchored to a position on the
surface below the helicopter.
When Bob-Up symbology mode is entered, the Bob-Up Box is displayed and referenced to the 2-dimensional
position on the surface the helicopter was located over when Bob-Up mode was entered. This is termed
“dropping a Bob-Up box”. The box will remain in this position until the crew changes symbology modes.
As the aircraft moves laterally across the surface, the Bob-Up Box moves within the symbology to indicate
the relative position of the reference location. When the Bob-Up box has become “saturated” (reaching it’s
maximum displacement), the aircraft has displaced 40 feet from the reference position on the surface. Once
the aircraft returns to within 40 feet of the reference position, the Bob-Up Box will become de-saturated.
33. High Action Display. The High Action Display is displayed in both Flight and Weapons symbology. The
HAD provides prioritized sight and weapon status messages to the crew for targeting and weapons
employment. (See High Action Display in the Helmet-Mounted Display chapter for more information.)
Symbology Categories
Symbology elements can be grouped into one of four categories: Informational elements, Longitudinally scaled
elements, Laterally scaled elements, and Virtual elements.
Informational Symbology Elements

Symbology elements that provide data and status indications are fixed in location within the symbology. Some of
these elements are only displayed in specific symbology modes, such as Ground Speed and Barometric Altitude.
Other elements are only displayed when relevant; or when approaching an aircraft limitation, such as the G Status
or Turbine Gas Temperature (TGT) indications.
Barometric Altitude
TGT
G Status
Informational Symbology Elements
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Longitudinally Scaled Symbology Elements

Symbology elements that are longitudinally scaled include the Horizon Line, Pitch Ladder, Bank Angle Indicator,
Skid/Slip Indicator, Vertical Speed Indicator and Rate-of-climb Scale, and the Heading Tape along with its
associated azimuth indicators. These symbology elements can be thought of as representing a front-facing
viewpoint from behind the helicopter, or as the IHADSS equivalent of the MPD FLT page.
180° heading hemisphere
+1000
ft per min
5°
-1000
ft per min
10°
The height of the LOS Reticle
represents 5° in pitch in Cruise mode
and 10° in pitch in Transition mode
Attitude Indicator Magnetic Compass
Skid/Slip Indicator Vertical Speed Indicator
Longitudinally Scaled Symbology Elements
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Laterally Scaled Symbology Elements

Symbology elements that are laterally scaled include the Velocity Vector, Acceleration Cue, and Bob-Up Box.
These symbology elements can be thought of as representing a top-down view of the helicopter over the surface.
12 feet
Acceleration Cue indicates a
steady velocity and vector
The relative distance from the center Bob-Up Box becomes saturated when
of the LOS Reticle to the furthest edge the helicopter is displaced 40 feet from
of the Bob-Up Box when it is saturated the Bob-Up reference position
is approximately one rotor diameter
1 rotor diameter
Velocity Vector becomes saturated

at 6 knots ground speed in
Hover/Bob-Up symbology modes
Laterally Scaled Symbology Elements
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Virtual Symbology Elements

Virtual symbology elements include the Flight Path Vector, Head Tracker, Cued LOS Reticle, and Navigation Fly-
To Cue. These symbology elements are displayed at their true positions relative to the crewmember’s line-of-
sight, as virtual representations of locations “out-the-window”. As the crewmember turns his or her head, the
positions of these symbols are updated within the symbology field-of-view in real-time so they reflect the true
positions of their respective sources.
Navigation Fly-To Cue Flight Path Vector
Head Tracker Cued LOS Reticle
Virtual Symbology Elements
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Night Vision System (NVS)

The IHADSS integrates the use of a Night Vision System
(NVS) mode for flight operations at night. Each
crewmember can enable a FLIR video underlay within
their respective HDU by setting the NVS Mode switch in
their crewstation to NORM or FIXED.
(See Tail Wheel/NVS Mode Panel for more information.)
By default, the PNVS is assigned to the Pilot crewstation and the TADS assigned to the CPG crewstation, but
either crewmember can take control of either NVS sensor by using the NVS Select switch on the Collective Flight
Grip. This can be especially critical in the case of a failure in the NVS system while operating at extremely low
altitudes at night. (See Collective Flight Grip for more information.)
When the NVS Mode switch is set to NORM, the NVS sensor assigned to the crewstation will unstow if necessary
and become slaved to the crewmember’s helmet line-of-sight. If the crewmember’s helmet reaches or exceeds
the slew limits of their NVS sensor, the LOS Reticle will flash and “LIMITS” will be displayed within the Sight
Status field of the High Action Display.
When the NVS Mode switch is set to FIXED, the NVS sensor assigned to the crewstation will slave to the fixed
forward location (0° in azimuth/-4.9° elevation). This can be used in the case of a failure in the IHADSS helmet
tracking, which will result in the sensor turret remaining at its last commanded position. If this were to occur, the
last detected helmet position may be off to one side or at an extreme look-down angle, preventing the
crewmember from viewing the aircraft’s current flight path and any imminent obstacles.
When the NVS is set to NORM or FIXED, virtual symbology elements within the HDU become “video-stabilized”.
This is to reduce visual disorientation if the crewmember rotates their head faster than the NVS turret can slew.
If this occurs, virtual elements such as the Flight Path Vector will remain stabilized to their relative locations within
the FLIR video, to prevent a false perception of the aircraft’s flight path within the FLIR imagery.
The exception to this logic is the Head Tracker symbol, which will always remain “helmet-stabilized” to the
crewmember’s line-of-sight, even when the NVS is in FIXED mode.
PNVS at its turret limit
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AN/AAQ-11 Pilot Night Vision System (PNVS)

The PNVS is a Forward-Looking Infrared (FLIR) sensor housed within a steerable turret on the topside of the
aircraft nose sensor assembly. The PNVS is primarily intended to aid the Pilot in performing low-altitude flight
under any lighting conditions, ranging from twilight to total darkness without ambient lighting from celestial or
terrestrial light sources.
The PNVS can slew ±90° in azimuth and +20° to -45° in elevation, at up to 120° per second. As the crewmember
moves his or her head, the IHADSS sensors within the cockpit track the movements of the helmet and translate
those motions into steering commands. As the crewmember looks left or right, the PNVS turret slews left and
right to follow. As the crewmember looks up or down, the FLIR sensor itself articulates up and down within the
turret housing.
The Modernized PNVS (M-PNVS) includes an enlarged sensor housing with a second optical sensor aperture for
potential upgrades and “growth” within the system.
PNVS Sensor Turret Slew Range
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AN/ASQ-170 TADS as Night Vision System

The TADS is a multi-sensor targeting system housed within a steerable turret on the underside of the aircraft
nose sensor assembly. The TADS is primarily intended to allow the Copilot/Gunner to target and designate enemy
locations and vehicles for the aircraft’s weapon systems. Like the PNVS, the TADS includes a Forward-Looking
Infrared (FLIR) sensor. Unlike the PNVS, the TADS FLIR sensor is intended for targeting purposes, and includes
three levels of optical magnification. However, if required, the TADS FLIR can be used as an NVS sensor for the
Copilot/Gunner, or as a backup NVS sensor for the Pilot (should the PNVS fail).
The TADS can slew ±120° in azimuth and +30° to -60° in elevation, at up to 60° per second. As the crewmember
moves his or her head, the IHADSS sensors within the cockpit track the movements of the helmet and translate
those motions into steering commands. As the pilot looks around, the TADS turret rotates in azimuth and elevation
to follow. However, due to the slower slew rate of the TADS, the crewmember must be more deliberate when
moving his or her head to avoid “outrunning the TADS” and inducing visual disorientation.
If the CPG is using the TADS for targeting as their selected sight and moves their NVS Mode switch to NORM or
FIXED, their sight selection will automatically switch to HMD, the TADS video will switch to FLIR (overriding the
TADS Sensor Select switch on the TEDAC Left Handgrip), the TADS Field-Of-View will switch to Wide, and the
TADS will be slaved to the CPG’s helmet position.
If the Pilot’s NVS Mode switch is in NORM or FIXED and the Pilot presses forward on the NVS Select Switch, the
same events will occur, except the TADS turret will be slaved to the Pilot’s helmet position.
TADS Sensor Turret Slew Range
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ENHANCED UP-FRONT DISPLAY (EUFD)

The Enhanced Up-Front Display (EUFD) provides the aircrew with a consolidated location for viewing critical
message alerts about aircraft systems and managing voice and data communications. Unlike the MPDs, the EUFD
functionality is retained when the aircraft is operating on battery power.
The display itself is divided into three primary areas: warnings/cautions/advisories (WCA), radio status, and
information display. Additional controls for interacting with and controlling the EUFD are located to either side of
the LED display.
5. Brightness Control Knob
1. Warning/Caution/Advisory 2. Warning 3. Caution 4. Advisory
Scroll Rocker Message Area Message Area Message Area 6. Preset Button 7. Enter Button
8. Datalink Transmit 9. Radio Transmit 10. Information Display Area 11. Radio Status Area 13. Swap Button
Select Rocker Select Rocker
12. Stopwatch Button
1. Warning/Caution/Advisory (WCA) Scroll Rocker. Accesses additional WCA messages by scrolling the
WCA areas up or down in a scrolling manner. This may be necessary if 8 or more messages exist in any of
the three WCA columns. A double arrowhead symbol is displayed along the EUFD display if any column
contains 8 or more active message alerts to indicate to the crew that WCA scrolling is necessary to view all
messages.
2. Warning Message Area. Warning messages alert the crew to critical aircraft emergencies or malfunctions
that could result in death to the aircrew and/or catastrophic loss of the aircraft. These emergency conditions
will be accompanied by the flashing illumination of the MSTR WARN pushbutton light and an audio voice
message alerting the crew to the nature of the emergency.
Examples of warning alerts include an engine fire, an engine flameout, or a total loss of hydraulics.
3. Caution Message Area. Caution messages alert the crew to less critical but potentially hazardous aircraft
malfunctions or conditions that could affect safe flight operations. These conditions will be accompanied by
the illumination of the MSTR CAUT pushbutton light and an audio caution tone to the crew.
Examples of caution alerts include a loss of oil or transmission pressure, overtemperature conditions, failures
in the electrical system, or low fuel levels.
4. Advisory Message Area. Advisory messages alert the crew to non-critical conditions, status of systems,
or reception of datalink transmissions. Some messages may be accompanied by unique audio tones to cue
the crew to their presence.
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Examples of advisory alerts include the commanded state of the tail wheel lock (when weight-on-wheels),
completion of an automatic fuel check, or an unlatched canopy door.
5. Brightness Control Knob. Adjusts the brightness of the EUFD display.
6. Preset Button. Toggles display of the Preset frequency list. (See Tuning a Radio using the EUFD for more
information.)
7. Enter Button. Tunes the currently selected radio frequency from the displayed Preset frequency list.
8. Datalink Transmit Select Rocker. Selects a radio for datalink transmission.
9. Radio Transmit Select (RTS) Rocker. Cycles the Radio Transmit Select indicator on the EUFD to the
next or previous radio in sequence. If the RTS indicator is set to the HF radio at the bottom of the list,
pressing down on the RTS rocker will cycle the indicator to the VHF radio at the top of the list. If the RTS
indicator is set to the VHF radio at the top of the list, pressing up on the RTS rocker will cycle the indicator
to the HF radio at the bottom of the list.
10. Information Display Area. Displays fuel, transponder and time information in a single line.
• Total onboard fuel quantity, in pounds (lbs).
• Transponder Mode S enabled status. This data field will be blank if Mode S is disabled. (N/I)
• Transponder Mode 3A code (“squawk” code). This data field will be blank if Mode 3/A is disabled. (N/I)
• Transponder Mode 4 code (A or B). This data field will be blank if Mode 4 is disabled. (N/I)
• Transponder status (STBY, NORM or EMER). (N/I)
• Current time (Local or Zulu). If the stopwatch is enabled, elapsed time is displayed above current time.
Total Fuel Quantity Mode S Mode 3/A Mode 4 Transponder Status Current Time Local/Zulu
11. Radio Status Area. The 6 rows in the center of the EUFD display each of the five radios, their various
states and settings, and the primary and standby frequency information for each radio.
• Primary Frequency List. Displays the currently tuned frequency for each radio.
• Primary Callsign List. Displays the 5-character callsign associated with the currently tuned preset
frequency. If the primary frequency is manually tuned, “MAN” will be displayed in this data field. If the
primary frequency is a GUARD frequency, “GUARD” will be displayed in this data field.
• Primary Datalink Network List. Displays the datalink network number currently tuned to the radio. If
no datalink protocol has been tuned, this data field will be blank.
• Standby Frequency List. Displays the standby frequency for each radio.
• Standby Callsign List. Displays the 5-character callsign associated with the standby preset frequency.
If the standby frequency is manually tuned, “MAN” will be displayed in this data field. If the standby
frequency is a GUARD frequency, “GUARD” will be displayed in this data field.
• Radio Monitor Status. Displays which radios are being monitored by each crewmember. If a dot is
present along the left row, the respective radio is being monitored within the crewstation. If a dot is
present along the right row, the respective radio is being monitored within the opposite crewstation.
Pulling out the volume knob of the VHF, UHF, FM1, FM2, or HF radio on the crewstation’s
Communications panel will blank the dot that corresponds with that radio on in this data field.
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• Squelch Status. Displays which radios have squelch enabled. If an asterisk is present alongside a radio,
squelch is enabled for that radio. Squelch can be toggled using the Squelch switches on the
Communications panel in either cockpit.
• HF Radio Status. When the RTS indicator for the current crewstation is set to the HF radio, the 6th radio
status line will display additional information regarding the HF transmit frequency. (N/I)
• UHF GUARD Receiver. Displays “G” if the dedicated GUARD receiver of the ARC-164 radio is enabled
to monitor 243.0 MHz.
• HF Power Setting. Displays the current power setting of the ARC-220 HF radio. (N/I)
• IFM Power Setting. Displays the current power setting of the IFM amplifier for the ARC-201D FM1 radio.
• Standby Datalink Network List. Displays the datalink network number in standby. If no datalink protocol
is present, this data field will be blank.
Radio Transmit Primary Primary Primary Standby Standby
Select Indicators Frequency List Callsign List Network List Frequency List Callsign List
Datalink Transmit
Select Indicators
Radio Monitor Squelch HF Radio GUARD HF Power IFM Power Standby

Status Status Status Receiver Setting Setting Network List
• Radio Transmit Select Indicator. The icons shown indicates which radio has been selected for voice
transmission:
o Voice transmissions from the current crewstation are selected to this radio.
o Voice transmissions from the opposite crewstation are selected to this radio.
o Voice transmissions from both crewstations are selected to this radio.
o Voice transmissions from neither crewstation are selected to this radio.
• Datalink Transmit Select Indicator. The icons shown indicates which radio has been selected for
data transmission:
o Data transmissions from the current crewstation are selected to this radio.
o Data transmissions from the opposite crewstation are selected to this radio.
o Data transmissions from both crewstations are selected to this radio.
12. Stopwatch Button. Starts and stops the stopwatch, which is displayed
above the current time. A square symbol is displayed to the right of the
stopwatch timer when the stopwatch is paused.
Holding this button for >2 seconds resets the stopwatch timer and
removes it from the EUFD.
NOTE: The EUFD stopwatch in each crewstation is independent of the other. Starting, stopping, or resetting
the EUFD stopwatch in one crewstation will have no effect on the EUFD stopwatch in the other crewstation.
13. Swap Button. Swaps the radio frequency, encryption mode, and network configuration with the standby
values of the currently selected radio.
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MULTI-PURPOSE DISPLAYS (MPD)

The Multi-Purpose Displays (MPDs) are color liquid crystal displays that allow the Pilot and CPG to access different
pages and/or formats of information. Each page allows the crewmember to view different information or access
different functions. There are two MPDs in each crewstation. The MPDs are identical; either can display any page,
sub-page, or format. Many functions that would be controlled by switches or physical controls in other aircraft
are included as MPD functions in the AH-64D.
If on the ground while on external power and the engine Power Levers set to OFF, the MPDs will enter a
screensaver mode if no buttons are pressed within 5 minutes. Pressing any button on either MPD will re-initialize
turn them back on.
1. Variable Action
Buttons T1→T6
2. VID Knob 4. Mode Knob
3. BRT Knob
5. Asterisk Button
1. Variable Action 1. Variable Action

Buttons L1 ↓ L6 Buttons R1 ↓ R6
6. Fixed Action Buttons 6. Fixed Action Buttons
7. M Button 1. Variable Action

Buttons B1→B6
1. Variable Action Buttons (VAB). Selects the option corresponding with the displayed text adjacent to the
MPD button itself.
• VAB T1-T6. The top row of Variable Action Buttons are numbered from T1 starting on the far left to
T6 on the far right.
• VAB L1-L6. The left column of Variable Action Buttons are numbered from L1 starting on the at the
top to L6 at the bottom.
• VAB R1-R6. The right column of Variable Action Buttons are numbered from R1 starting on the at the
top to R6 at the bottom.
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• VAB B1-B6. The bottom row of Variable Action Buttons are numbered from B1 starting on the far left
to L6 on the far right.
2. VID Knob. Adjusts the brightness of the video or map underlay independently of the primary symbology
displayed on the MPD.
3. BRT Knob. Adjusts the overall brightness setting of the MPD display within the overall brightness level
selected by the Mode Knob.
4. Mode Knob. Sets the brightness level of the MPD.
• DAY. Sets the MPD to daytime brightness levels.
• NT. Sets the MPD to nighttime brightness levels.
• MONO. Sets the MPD to nighttime brightness levels and an NVG-friendly monochromatic color scheme.
5. Asterisk (*) Button. Not implemented.
6. Fixed Action Buttons. Sets the MPD to the corresponding page.
• FCR. Displays the Fire Control Radar page.
• WPN. Displays the Weapon page.
• TSD. Displays the Tactical Situation Display page.
• VID. Displays the Video page.
• COM. Displays the Communications page.
• A/C. Displays the Flight page if in the air. Displays the Engine page if on the ground with weight-on-
wheels.
7. M Button. Variable Action Button B1 is used to access the Menu and DMS pages.
• Menu page: If any page is displayed on the MPD other than the Menu page, this button will display
the Menu page.
• DMS page: If the Menu page is displayed on the MPD, this button will access the DMS page.
Auto-paging
Some MPD pages will be displayed automatically when certain events occur; this is called “auto-paging”.
Autopaging by the DMS system is automatic and contextual based on specific aircraft conditions.
DMS autopaging can be suppressed in the CPG crewstation from the DMS Utility page.
• The ENG page will display in Emergency format when a new Warning message is displayed.
• The ENG page will display in Emergency format when the EMERG HYD button on the Emergency panel
in either crewstation is pressed.
• The ENG page will display when an ENG START switch is engaged on the Pilot’s Power Quadrant panel.
ASE autopaging occurs when a threat is detected that exceeds the ASE Autopage threshold set within the
crewstation on the TSD Utility or ASE pages. (See Aircraft Survivability Equipment for more information.)
• The TSD page will display when the RLWR or RFI detects radar or laser energy exceeding the ASE
Autopage threshold. If the ASE page is displayed, ASE autopaging is suppressed.
FCR autopaging occurs when the FCR is selected as that crewstation’s sight.
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Variable Action Button (VAB) Functions

The function of a Variable Action Button is indicated by the format of its label. When a VAB command is in-
progress, the label will be displayed in “inverse video”.
Two-State button
Page button Toggles a mode or option between
Displays a different MPD page or two states, which are maintained
sub-page, annotated by an after switching to a different page.
arrow. When a sub-page is
accessed, the button label will be
boxed.
Grouped buttons
Momentary button Selects a mode or option from
Commands an action. The a list of grouped buttons. The
button label will be label along the border of the
displayed in inverse video grouped buttons displays
while the action is being what the options pertain to.
performed.
Maintained button
Changes the page to a Multi-State button
different format or toggles Displays an expanded list from which to choose a
an option or mode. The mode or option. Once a selection is made, the
state of the button is expanded list will collapse. If a different option is
maintained if the MPD is no longer desired, pressing the currently selected
switched to a different page. option with
the box
displayed
around its
On/Off button label will
Toggles a system or collapse the
component on or off. If the list with no
circle is hollow, the system is changes
not powered. If the circle is made.
filled, the system is powered.
Disabled button
Buttons that are inhibited or Data Entry button
“barriered” from selection will Pressing a button marked
be marked with a green line with a > symbol will activate
next to their label. the Keyboard Unit for data
entry. While the KU is
active, the current data
Missing/Invalid Data button entry is boxed. If the KU
Button labels displayed in white with a entry is valid, the new data
question mark indicate data that is is displayed once accepted.
missing or currently invalid.
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Paging buttons Search buttons

Cycles forward and back Scrolls up and down
through multiple pages of through a list of grouped
data displayed on the MPD. button options.
MPD Cursor
Each crewstation has an independent MPD cursor for accessing MPD commands or interacting with
MPD displayed data and symbols. The Cursor Controller on the Collective Mission Grips and TEDAC
Left Handgrip is used to slew the cursor on the active MPD. The cursor provides the crewmembers
a means to select VAB commands on the MPD without removing their hands from the flight controls
or the TEDAC handgrips. When placed over a VAB label, the label text will be bolded to indicate
Cursor-Enter can be pressed.
The cursor can be moved to the opposite MPD using the Cursor Display Select button on the
Collective Mission Grip or TEDAC Left Handgrip or by “bumping” the cursor between MPDs. To
bump the cursor to the opposite display, move the cursor to the inboard edge of the MPD, release input on the
Cursor Controller, and then re-apply pressure input toward the opposite MPD. The cursor can also be utilized on
the TDU in the CPG crewstation if the FCR page is displayed on the TDU. However, the cursor can only be moved
to the TDU FCR display using the “bump” method.
The MPD cursor itself may be displayed in several formats, depending on the specific page that is displayed on
the MPD and the position of the cursor itself.
Normal format Target Reference Point format
The cursor may be used for selecting The cursor is being used to place a
Variable Action Button commands TRP-shaped Priority Fire Zone on the
along the bezel of the MPD. TSD Battle Area Management page.
Crosshairs format Zoom format
The cursor may be used for selecting The cursor is being used to select an
symbols or map locations within the area to enlarge when ZOOM has been
central “footprint” of the MPD page. selected on the FCR page.
Symbol Select format Opposite Crewmember format
A symbol is identified for cursor Distinguishes the cursor belonging to
selection using Cursor-Enter. the opposite crewmember from the
crewmember’s own cursor, if enabled
for display on the TSD.
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MPD Symbology Colors

All MPD pages share a 6-color template for consistent indication of various types of symbology. These colors
increase the efficiency of a crewmember’s interpretation and prioritization of displayed data within the cockpit.
• Green. Default symbology color, normal conditions, and Advisory messages.

• Yellow. Hazards to flight, intermediate or transient operating conditions, and Caution messages
• Red. Targets, enemy threats, conditions exceeding allowable parameters, and Warning messages.
• White. Items requiring a crewmember’s attention, or invalid selection/data.
• Cyan. Ownship, friendly units, pitch attitudes above the horizon (sky).
• Brown. Pitch attitudes below the horizon (ground).
In addition to colors, the intensity of the symbology itself may also be adjusted to indicate relevance or recency
of the information.
• Full-intensity color. Relevant or current data.

• Partial-intensity color. Less relevant or stale data.
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Menu (M) Page

The Menu page provides immediate access to any “top-level” MPD page within the three page categories, as well
as the DMS, VIDEO, VCR, and Favorites (*) pages. The Menu page may be accessed at any time by pressing the
M button (VAB B1).
VIDEO page Favorites page
VCR page
COMMUNICATION pages
MISSION pages
DMS page AIRCRAFT pages
Page Categories
Most MPD pages are grouped within one of three categories: AIRCRAFT, COMMUNICATIONS, and MISSION.
AIRCRAFT pages COMMUNICATION pages MISSION pages
Aircraft systems. Communication systems. Navigation, weapons, radar, and
defensive systems.
• ENG Engine and • DL Datalink • ASE Aircraft Survivability
powertrain information • XPNDR Transponder Equipment
• FLT Flight instruments • UHF UHF radio • TSD Tactical Situation Display
• FUEL Fuel systems • FM FM1/FM2 radios • WPN Weapon systems
• PERF Performance data • HF HF radio • FCR Fire Control Radar
• UTIL Utility systems • COM Comms presets and
network management
EAGLE DYNAMICS 119

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Engine (ENG) Page

The ENG page displays engine and powertrain data and is displayed in either Ground, Flight, or Emergency
formats, based on aircraft status. ENG page data may be displayed as digital numerical values and/or analog
vertical tapes.
• Values displayed in green represent normal operating parameters.
• Values displayed in yellow represent intermediate or transient operating parameters that will result in
component damage or fatigue if maintained continuously.
• Values displayed in red represent maximum operating parameters that have been exceeded that has
most likely resulted in component damage or fatigue and may result in imminent failure.
For data that is also displayed as an analog tape, the entire vertical tape is color-coded to indicate operating
condition, and the width of the tape will widen when outside of normal operating parameters. The increase in
the width of the tape allows crewmembers to recognize when indications are outside normal operating parameters
when the MPD is set to MONO (monochromatic) mode.
ENG Ground Format

During initial start-up of the APU, the ENG page will be displayed in Ground format, with engine oil and hydraulic
pressure windows displayed in the lower half of the page. The ENG page will return to Ground format any time
the ENG START switches are moved to the START or IGN ORIDE positions on the Pilot’s Power Quadrant panel.
1. Engine Torque 2. Engine Turbine Gas Temperatures
3. Maximum TGT Limit
8. Maximum NR/NP Limit

4. Intermediate TGT Limit
5. Maximum Torque Limit 9. Powertrain Tachometer
10. Engine NP Tachometer

6. Digital Readout
11. Engine NG Tachometer
7. Analog Tape
12. Engine Start Box
13. Hydraulic System Pressures
14. Engine Oil Pressures
15. SYS sub-page 16. ETF sub-page 17. WCA sub-page
1. Engine Torque (TQ). Displays the torque, as a percentage, that is being exerted by engines 1 and 2 on
the powertrain system as measured at each engines’ power turbine output shaft.
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2. Engine Turbine Gas Temperatures (TGT). Displays the temperature, in degrees Celsius, of the exhaust
gases being expelled by the gas generator sections of engine 1 and 2 into each engines’ power turbine
sections.
3. Maximum TGT Limit. Indicates the maximum engine turbine gas temperature (TGT) limit of 949° C.
4. Intermediate TGT Limit. Indicates the intermediate engine turbine gas temperature (TGT) limits of 870°
C and 878° C.
5. Maximum Torque Limit. Indicates the maximum engine torque limit for the current main rotor speed NR.
6. Digital Readout. Digital readouts are displayed to provide precise, numerical values of engine and
powertrain components.
7. Analog Tape. Vertical analog tapes are color-coded and varied in width to provide rapid and intuitive
analysis of display normal, intermediate/transient, and maximum operating ranges of the engines and
powertrain. As the digital readouts of torque, temperature, or speed increase, the analog tapes increase in
length.
8. Maximum NR Limit. Indicates the maximum main rotor speed (NR) limit of 110%.
9. Powertrain NR/NP Tachometer. Displays the main rotor speed (NR), as measured at the main
transmission, as a percentage. Includes analog tapes for NR and each engines’ NP speed.
10. Engine NP Tachometer. Displays the power turbine speed of engines 1 and 2, as a percentage.
11. Engine NG Tachometer. Displays the gas generator speed of engines 1 and 2, as a percentage.
12. Engine Start Box. Displayed when either Air Turbine Starter (ATS) is engaged in the START or IGN ORIDE
modes.
• If either ENG START switch is positioned to the START position on the Pilot’s Power Quadrant panel,
“ON” will be displayed under the corresponding NG digital readout to indicate that a normal start
sequence has been initiated for that engine.
• If the ENG START switch is positioned to the IGN ORIDE position on the Pilot’s Power Quadrant panel,
“OVRD” will be displayed under the corresponding NG digital readout to indicate that the engine is being
motored by the ATS.
13. Hydraulic System Pressures (PSI). Displays the hydraulic pressures of the primary (PRI) and utility
(UTIL) hydraulic systems, and the hydraulic accumulator (ACC), in pounds-per-square-inch. The hydraulic
system pressures box is removed when the ENG page transitions to In-Flight format.
14. Engine Oil Pressures (PSI). Displays the oil pressures of engines 1 and 2, in pounds-per-square-inch.
The engine oil pressure box is removed when the ENG page transitions to In-Flight format.
15. SYS sub-page. Displays the ENG Systems sub-page.
16. ETF sub-page. Not implemented.
17. WCA sub-page. Displays the DMS Warning/Caution/Advisory sub-page.
EAGLE DYNAMICS 121

DCS [AH-64D]
ENG In-Flight Format

When both power levers are brought to FLY, the ENG page will transition from Ground to In-Flight format.
20. Engine Oil & Hydraulic

System Pressures
18. Engine TORQUE %

21. Engine NP %
22. Engine NG %
19. Engine TGT °C 23. Transmission NR %
18. Engine TORQUE % (Indications & limits). Displays the

torque, as a percentage, that is being exerted by engines 1 and 2
on the powertrain system as measured at each engines’ power
turbine output shaft. The analog tapes and digital readouts will be
displayed separately for each engine in red when above these
limits under these conditions.
The red maximum limit is dynamic and will re-position based on
the maximum allowable torque for the current conditions, which
is driven by the main rotor RPMs (NR) and whether the aircraft is
operating under dual- or single-engine power.
If NR is <50% the TQ red line will
Torque Limits Torque Limits
be displayed at 30%.
(NR <50%) (NR <90%)
If NR is <90% the TQ red line will
6 secs be displayed at 70%.
If NR is >90% the TQ red line will be displayed at 115% under dual engine
6 secs power and at 125% under single-engine power.
If either TQ indicates <51%, the other engine’s TGT limiter is increased to
896 °C, allowing the healthy engine to operate in a single-engine
contingency mode. A yellow sub-range limit will be displayed at 123% within
both TQ analog tape ranges above the TQ digital readout, delineating
Dual Engine Torque between the 2.5-minute single-engine contingency range and the 6-second
Limits (NR >90%) single-engine transient range.
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[AH-64D] DCS
If either engine TQ enters the dual-engine transient operating

range (101-115% when NR is >90%) a 6-second countdown timer 6 secs
will be displayed instead of the engine numbers below the analog
tapes.
6 secs
If either engine TQ enters a single-engine contingency range (111-
122% when NR is >90%) a 2.5-minute countdown timer will be 2.5 mins
displayed instead of the engine numbers below the analog tapes.

If either engine TQ enters a single-engine transient operating range 2.5 mins
(123-125% when NR is >90%) a 6-second countdown timer will be

displayed instead of the engine numbers below the analog tapes.
Single Engine Torque Limits

(NR >90%)
19. Engine TGT °C (Indications & limits). Displays Dual Engine

the temperature, in degrees Celsius, of the exhaust TGT Limiter
12 secs
gases being expelled by the gas generator sections
of engine 1 and 2 into each engines’ power turbine
sections. 12 secs
Single Engine
Each engine incorporates a TGT limiter within the Limit (±12°C)
Digital Electronic Control that will limit the engine to 2.5 mins
a maximum TGT of 867±12 °C when under dual
engine conditions, or 896±12 °C when under single-
2.5 mins
engine conditions.
Dual Engine
If either engine’s torque indicates <51%, the other Limit (±12°C)
Dual Engine TGT Limits 10 mins
engine’s TGT limiter is increased to 896±12 °C,
allowing the healthy engine to operate in a single-
engine contingency mode for 2.5 minutes. 10 mins
TGT timers indicate the maximum acceptable time 30 mins

limit for the intermediate, contingency, and transient
operating ranges. Max
During Start
If an engine’s TGT enters an intermediate operating
range, a 30-minute (811-870 °C) or 10-minute (871- 30 mins
878 °C) countdown timer will be displayed instead Max
of the engine numbers below the analog tapes. Continuous
Power
If under single-engine power, a third intermediate
sub-range limit will be displayed, delineating
between the 2.5-minute single-engine contingency Single Engine TGT Limits
range (879-896 °C) and the 12-second transient and TGT range in Lockout
range (897-949 °C). When operating within these
ranges, a 2.5-minute or 12-second timer will be
displayed respectively.
The maximum TGT limit is 949 °C.
EAGLE DYNAMICS 123

DCS [AH-64D]
20. Engine Oil & Hydraulic System Pressures (Indications & limits). Displays the oil pressures of engines
1 and 2, in pounds-per-square-inch; or the hydraulic pressures of the primary (PRI) and utility (UTIL)
hydraulic systems, and the hydraulic accumulator (ACC), in pounds-per-square-inch. If these systems are
outside their normal operating parameters, the applicable box will be displayed above the digital NP readouts
when the ENG page is in In-Flight format.
If the oil pressure of an a PSI LOW or LEVEL LOW >5 secs
engine is above 120 PSI caution exists for either >5 mins
or below 23 PSI, the system, the digital readout for
digital readout for that that hydraulic system will be
engine will be displayed displayed in yellow. >5 mins
in red and boxed.
If the hydraulic pressures of
the primary or utility hydraulic
Engine Oil
systems, or the accumulator,
Pressure
are above 3300 for greater
Limits
than 5 minutes, above 3400
PSI for 5 seconds, or below Hydraulic System
If the hydraulic pressures of the primary 1260 PSI, the digital readout
Pressure Limits
or utility hydraulic systems, or the for that hydraulic system will
accumulator, are above 3300 PSI, or if be displayed in red and boxed.
21. Engine NP % (Indications & limits). Displays engine power turbine

speed (NP) as a percentage. NP is displayed as analog tapes on either side
of the main rotor (NR) analog tape and digitally to the right of the #2 12 secs
engine NP analog tape.
If the power turbine speed of an engine is between 106-121%, the analog 12 secs
tape and digital readout for that engine will be displayed in yellow, with
the digital readout boxed at 107% and above, and a 12-second countdown 12 secs
timer will be displayed instead of the engine numbers below the analog
tapes.
If the power turbine speed of an engine is above 121%, the analog tape
and digital readout for that engine will be displayed in red (with the digital
Engine Power Turbine
readout boxed).
Speed (NP) Limits
22. Engine NG % (Indications & limits). Displays engine #1 and #2 gas

generator speeds (NG) as a percentage. NG is indicated digitally to the right of 12 secs
the #2 engine NP analog tape, and below the engine NP digital readouts.
If the gas generator speed of an engine is between 102.3-105.1%, the digital
12 secs
readout for that engine will be displayed in yellow.
If the gas generator speed of an engine is above 105.1% or below 63.1%, the
digital readout for that engine will be displayed in red and boxed
Engine Gas Generator

Speed (NG) Limits
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[AH-64D] DCS
23. Transmission NR % (Indications & limits). Displays main rotor

speed (in percent NR) as analog vertical tapes with digital readouts and
maximum limits. NR is indicated digitally above the center analog tape.
If the rotor is operating within 106-111% NR, the analog tape and digital
readout will be displayed in yellow.
If the rotor is operating below 95% or above 110%, the analog tape
and digital readout will be displayed in red.
Main Rotor Speed

(NR) Limits
ENG Emergency Format
If Warning or Caution messages are displayed on the EUFD, the ENG page will enter Emergency format and
display the Warning or Caution messages in the lower half of the page.
If the hydraulic or engine oil pressures are out of normal operating parameters, the applicable window will be
displayed in the top right corner of the ENG page.
24. Warning Message

25. Caution Message
24. Warning Message. Warning messages are displayed in red and alert the crew to critical aircraft
emergencies or malfunctions that could result in death to the aircrew and/or catastrophic loss of the aircraft.
25. Caution Message Area. Caution messages are displayed in yellow and alert the crew to less critical but
potentially hazardous aircraft malfunctions or conditions that could affect safe flight operations.
EAGLE DYNAMICS 125

DCS [AH-64D]
ENG Systems (SYS) Sub-page

The SYS page displays powertrain pressures and temperatures, hydraulic pressures, environmental temperatures
of the Extended Forward Avionics Bays (EFAB) and cockpits, and stabilator angle and nominal speed. Either
generator may be disabled from this page.
1. Engine Oil Pressures
2. Engine Nose Gearbox

Oil Pressures
7. Hydraulic System
3. Engine Nose Gearbox Pressures
Oil Temperatures
4. Transmission
Oil Pressures
5. Transmission Oil
Temperatures 8. ECS Temperatures
6. AC Generator Power
9. Stabilator Status
1. Engine Oil Pressures (PSI). Displays the engine oil pressures, in pounds-per-square-inch.
2. Engine Nose Gearbox (NGB) 4. Transmission (XMSN) Oil
Oil Pressures (PSI). Displays the Pressures (PSI). Displays
oil pressures of the engine nose the oil pressures for the main
gearboxes, in pounds-per-square- transmission, in pounds-per-
inch. square-inch.
If the nose gearbox oil pressure is NGB Oil If the transmission oil pressure Transmission
below 30 PSI, the digital readout Pressure is below 30 PSI, the digital Oil Pressure
will be displayed in red and boxed. Limits readout will be displayed in red Limits
and boxed.
3. Engine Nose Gearbox (NGB)
Oil Temperatures. Displays the 5. Transmission (XMSN) Oil
oil temperatures of the nose Temperatures. Displays the
gearboxes for engines 1 and 2, in oil pressures for the main
degrees Celsius. transmission, in degrees
Celsius.
If the oil temperature of a nose NGB Oil
gearbox is above 134°C, the Temperature If the transmission oil Transmission
digital readout will be displayed in Limits temperature is above 134 in Oil
red and boxed. °C, the digital readout will be Temperature
displayed in red and boxed. Limits
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NOTE: During extended APU operations on the ground without either engine operating, monitor the XMSN
OIL TEMP. Do not operate the APU with a XMSN OIL TEMP (1 or 2) between 120°-130° C for greater than
5 minutes. If the temperature exceeds 130° C, shut down the APU and allow the transmission oil to cool for
30 minutes.
6. AC Generator Power. Enables/Disables AC Generators 1 and 2. If both generators are disabled, the MPDs
will blank and the generators must be reset in the Pilot crewstation to re-enable AC power. (see Pilot’s Check
Overspeed Test/Generator Reset Panel)
7. Hydraulic System Pressures. Displays the hydraulic pressures of the primary (PRI) and utility (UTIL)
hydraulic systems, and the hydraulic accumulator (ACC), in pounds-per-square-inch.
8. ECS Temperatures. Displays the environmental temperatures inside the forward and aft sections of each
Extended Forward Avionics Bay (EFAB) and each cockpit, in degrees Fahrenheit.
9. Stabilator Status. Displays the current stabilator angle and nominal airspeed restriction. The angle is
referenced to the trailing edge of the stabilator and displays a range of 10° UP to -35° DN.
If the stabilator is in manual mode, the angle and nominal airspeed values are displayed in white.
If the stabilator is detected as failed, the nominal airspeed value will be displayed in yellow.
If the position of the stabilator is unknown, the angle indication will be displayed as a white “?” and the
nominal airspeed will be displayed in red as the true airspeed equivalent of 90 knots IAS.
EAGLE DYNAMICS 127

DCS [AH-64D]
Flight (FLT) Page

The FLT page displays flight and basic navigation information; and includes controls for configuring navigation
and instrument settings such as altimeter settings, altitude warnings, and units of measurement.
4. Engine Torque 11. Bank Angle Indicator
5. Navigation Fly-to Cue 12. Barometric Altitude
6. Horizon Line 13. Flight Path Vector
7. True Airspeed 14. Vertical Speed Indicator
8. Pitch Ladder 15. Rate-of-climb Scale
9. Waypoint Status 16. Radar Altitude
10. Ground Speed 17. Turn Rate Indicator
18. Skid/Slip Indicator
in 10° increments.
3. Lubber Line. The Lubber Line is aligned to the centerline of the aircraft and serves as a reference for both
the aircraft heading and for the Bank Angle Indicator when in Cruise symbology mode.
4. Engine Torque. Displays the highest torque value of the two engines, in 1% increments. A box will be
displayed around the torque at 98% or greater. If the difference in engine torque values exceeds 12%, the
torque digital readout will flash.
5. Navigation Fly-To Cue. Indicates the location of the current point selected for navigation. Also called the
“homeplate” symbol, the Navigation Fly-To Cue is sized so the Flight Path Vector fits within it for precise 3-
dimensional navigation. The Navigation Fly-To Cue is not displayed when the aircraft is weight-on-wheels.
6. Horizon Line. Indicates the horizon position and orientation relative to the aircraft nose, which is referenced
to the Waterline.
The airspeed indication is displayed in red and boxed if the airspeed exceeds VNE.
When Attitude Hold is engaged, a rounded “status window” box is displayed around the TAS digital readout.
8. Pitch Ladder. Indicates aircraft pitch attitude. Major pitch ladder increments are displayed at ±10°, ±20°,
±30°, ±45° and ±60° pitch, with minor increments placed at ±5°, ±15°, ±25°, ±37.5°, and ±52.5°.
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9. Waypoint Status. Displays the point selected for navigation, its distance in kilometers or nautical miles,
and estimated time enroute (ETE). The ETE is based on the aircraft’s current ground speed, and is presented
in HH:MM format when the ETE is ≥5 minutes, or M:SS format when ETE is <5 minutes. The ETE is not
displayed when ground speed is <15 knots or ETE is >10 hours. Waypoint Status information is not displayed
if there is no active destination point.
10. Ground Speed. Indicates the speed across the surface in 1 knot increments. Ground Speed is only displayed
when the primary INU is aligned.
11. Bank Angle Indicator. Indicates bank angle relative to the horizon, with major tick marks placed at 10°
increments and minor tick marks placed at 5° increments. When the Bank Angle Indicator is aligned with
the lubber line below the heading tape, the aircraft is in a level attitude.
12. Barometric Altitude. Indicates the barometric altitude when Cruise mode symbology is displayed.
Barometric Altitude is displayed in 10-foot increments from -2,300 feet to 20,000 feet.
13. Flight Path Vector. The Flight Path Vector (FPV) represents the point towards which the helicopter is
flying. It is a 3-dimensional representation of the aircraft’s velocity vector. The FPV is not displayed if the 3-
dimensional velocity is <5 knots ground speed, or if the aircraft is weight-on-wheels.
14. Vertical Speed Indicator (VSI). The Vertical Speed Indicator moves up and down the rate-of-climb scale
to indicate vertical speed. The VSI becomes saturated at the ±1,000 fpm tick marks at the top or bottom of
the Rate-of-climb Scale, augmented by digital readouts of rate-of-climb in 100 fpm increments.
15. Rate-of-climb Scale. Major tick marks are placed at 0, ±500 and ±1,000 feet per minute (fpm) rates of
climb/descent. Minor tick marks are placed in 100 fpm increments between 0 and ±500 fpm. When the rate-
of-climb/descent exceeds ±1,000 fpm, a digital readout to the nearest 100 fpm value is displayed adjacent
to the 1,000 fpm major tick marks.
When Altitude Hold is engaged, a rounded “homeplate” box is displayed next to the Rate-of-climb Scale at
0 fpm.
50 feet and 1,428 feet in altitude. The Radar Altitude is not displayed when the altitude exceeds 1,428 feet
above ground level.
17. Turn Rate Indicator. Indicates the rate of turn as the aircraft enters a bank. The rate of turn is displayed
as a solid square moving underneath three “doghouses”. The center doghouse cooresponds with no turn
(level attitude), and the left and right doghouses coorespond with standard-rate turns to the left and right,
respectively. If the indicator is located between the center doghouse and either of the outer doghouses, the
aircraft is in a half-standard-rate turn.
18. Skid/Slip Indicator. Also called the “trim ball”; indicates whether the aircraft is in coordinated flight (also
known as “in aerodynamic trim”, or simply “in trim”). With the ball is centered between the tick marks, the
aircraft is in coordinated flight, which minimizes drag. If the ball is left of center, applying left pedal will
adjust tail rotor thrust to bring the aircraft back into coordinated flight. Likewise, if the ball is right of center,
applying right pedal will adjust tail rotor thrust to bring the aircraft back into coordinated flight.
EAGLE DYNAMICS 129

DCS [AH-64D]
24. Command Heading
19. Engine TGT

25. Extended Bank
Angle Scale
20. G Status
26. HI Altitude Alert
21. Stabilator Position
27. LO Altitude Alert
22. Waterline Bias

28. Radar Altimeter Tape
23. Waterline Symbol
29. FLT SET format
19. Engine TGT. Displays the highest of the two engines’ Turbine Gas Temperature (TGT) indications if
operating in an intermediate or contingency TGT limit.
When operating under dual engine intermediate power, the TGT (in °C) will be displayed during the final
two minutes of either the 30-minute or 10-minute allowable timers.
When operating under single engine contingency power, the TGT (in °C) will be displayed during the entire
2.5 minutes allowable for operating in the contingency power temperature range.
20. G Status. Displays the accelerometer measured G-force on the aircraft when the load factor exceeds 2G’s,
or if within ¼G of the G load factor limit under the current conditions of velocity, density altitude, and gross
weight.
21. Stabilator Position. Displays the position of the stabilator when the stabilator is in Manual mode; the
symbol is not shown when the stabilator is in Automatic mode. The position is shown graphically on an arc
from 10° trailing edge up to -35° trailing edge down, with a small tick mark at 0°.
The color of the symbol indicates operating mode:
• White: Stabilator is in Manual mode.
• Yellow: Stabilator Manual mode has failed. If the stabilator position is known, it is shown graphically;
otherwise, a question mark “?” symbol is shown inside the stabilator symbol. The maximum true
airspeed for the current stabilator position is shown below the symbol.
• Red: Stabilator manual mode has failed, and current airspeed exceeds the maximum true airspeed for
current stabilator position.
22. Waterline Bias. Toggles the pitch bias of the waterline no bias and -5°. The “-W-” symbol will be boxed
when bias is applied.
NOTE: Adjusting the pitch bias on this page adjusts the pitch bias for both crewstations, to include the pitch
bias of the horizon line in Transition and Cruise symbology modes.
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23. Waterline Symbol. The waterline symbol indicates nose position and is a central reference for the pitch
ladder. The symbol can be biased (adjusted upward or downward from its normal position) by using the FLT
SET format. When the waterline is biased, the symbol will be partially “filled”.
Waterline un-biased (Left) & biased (Right)
24. Command Heading. Indicates the magnetic heading to the Navigation Fly-To Cue.
25. Extended Bank Angle Scale. When the bank angle exceeds 20°, the scale is displayed in white and will
be extended in the direction of the current bank.
26. HI Altitude Alert. If an altitude value other than 0 is set into the HI Altitude Alert data field on the FLT
SET format, and the aircraft is above that altitude as indicated by the radar altimeter, “HI” is displayed in
yellow above the radar altimeter digital readout. In addition, the radar altimeter digital readout is displayed
in yellow, as is the radar altimeter analog tape if shown.
27. LO Altitude Alert. If an altitude value other than 0 is set into the LO Altitude Alert data field on the FLT
SET format, and the aircraft is below that altitude as indicated by the radar altimeter, “LO” is displayed in
red below the radar altimeter digital readout. In addition, the radar altimeter digital readout is displayed in
red, as is the radar altimeter analog tape if shown, and an “ALTITUDE LOW…ALTITUDE LOW” voice message
will sound over the ICS.
28. Radar Altimeter Tape. The Radar Altimeter Tape displays altitude above ground level in an “analog”
format. Major tick marks are displayed in 50-foot increments between 0 and 200 feet. Minor tick marks are
displayed in 10-foot increments between 0 and 50 feet.
When the aircraft has exceeded 200 feet AGL, the Radar Altimeter Tape will be removed from the symbology.
The Radar Altimeter Tape will not be subsequently displayed until the aircraft descends below 180 feet AGL.
29. FLT SET format. Displays the FLT Settings format.
EAGLE DYNAMICS 131

DCS [AH-64D]
FLT Settings (SET) Format

Pressing the SET button (VAB B6) displays the FLT page in Settings format. Pressing the SET button a second
time returns the FLT page to standard format.
1. HI Altitude Alert 2. LO Altitude Alert 3. Barometric Units 4. Barometric Altitude 5. Barometric Pressure
9. Barometric
Pressure Setting
6. Accelerometer Reset
7. Accelerometer
8. Waterline
Bias Setting
10. Radar Altimeter Power
11. Distance Units
1. HI Altitude Alert. Activates the KU for inputting a high-altitude alert. When the aircraft is above this
altitude as indicated by the radar altimeter, “HI” is displayed in yellow above the radar altimeter digital
readout. In addition, the radar altimeter digital readout is displayed in yellow.
If set to an altitude of “0”, the high-altitude alert is disabled.
2. LO Altitude Alert. Activates the KU for inputting a low-altitude alert. When the aircraft is below this altitude
as indicated by the radar altimeter, “LO” is displayed in red below the radar altimeter digital readout. In
addition, the radar altimeter digital readout is displayed in red, as is the radar altimeter analog tape if shown,
and an “ALTITUDE LOW…ALTITUDE LOW” voice message will sound over the ICS.
If set to an altitude of “0”, the low-altitude alert is disabled.
3. Barometric Units. Toggles the units used to display and edit the barometric pressure setting within the
crewstation between inches of mercury (IN) and millibars (MB).
4. Barometric Altitude. Activates the KU for inputting the current altitude above sea level (MSL). When this
value is changed, the barometric pressure setting is re-calculated based on the pressure altitude detected
by the Helicopter Air Data System (HADS) and displayed accordingly.
5. Barometric Pressure. Activates the KU for inputting the current barometric pressure setting. When this
value is changed, the current altitude above sea level (MSL) is re-calculated based on the pressure altitude
detected by the Helicopter Air Data System (HADS) and displayed accordingly.
6. Accelerometer Reset. Pressing this button resets the positive and negative accelerometer telltales to 1 G.
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7. Accelerometer. Displays current load factor (in G-force or G) along a vertical scale. A bolded tick mark
indicates 1 G, with non-bolded tick marks every additional G in either direction, for a display range of +4 G
to -1 G. Red dots indicate maximum positive and negative load factors for the current environmental
conditions, gross weight, and airspeed. The solid green triangle indicates current load factor and is displayed
in red if a limit is exceeded. Hollow green triangles are positive and negative telltales, which indicate
maximum positive and negative G experienced since the accelerometer was last reset.
8. Waterline Bias Setting. Adjusts the pitch bias of the waterline symbol up or down in 1° degree increments
for each button press, up to a maximum of 10° in either direction. “BIAS” is displayed if a bias is applied.
NOTE: Adjusting the pitch bias on this page adjusts the pitch bias for both crewstations, to include the pitch
bias of the horizon line in Transition and Cruise symbology modes.
9. Radar Altimeter Power. Enables/disables the radar altimeter. When enabled, the radar altimeter will
perform a Built-In Test (BIT) for 10 seconds before displaying radar altitude measurements.
10. Distance Units. Toggles the units used for distance measurement within the crewstation between
kilometers (KM) and nautical miles (NM). The Waypoint Status window on the FLT page, TSD page, and
IHADSS Flight Symbology within the crewstation will display the distance to current waypoint based on this
selection. The TSD scale and TSD grid lines within the crewstation will also be displayed based on this
selection.
NOTE: The Range Source displayed within the High Action Display is unaffected by this selection and will
always be displayed in metric.
EAGLE DYNAMICS 133

DCS [AH-64D]
Fuel (FUEL) Page

The FUEL page displays fuel quantity and distribution; and includes controls for configuring the crossfeed settings
for supplying fuel to engines and transferring fuel between individual fuel tanks.
1. Forward Main Fuel Cell
2. Fuel Feed Line 12. Fuel Transfer Line
3. Internal Auxiliary 13. Extended Range Fuel

Fuel System (IAFS) System (ERFS) Tank
4. L AUX Transfer 14. R AUX Transfer
5. C AUX Transfer 15. Boost Pump
6. Aft Main Fuel Cell
7. Transfer Mode 16. CROSSFEED Mode
8. External Fuel
Quantity Input
17. Fuel Type
9. Specific Fuel Range
18. Endurance
10. Fuel Quantity
11. Calculated Fuel Flow
19. FUEL CHECK format
1. Forward Main Fuel Cell. Indicates the quantity of fuel remaining in the forward main fuel cell, in pounds
(LB). If the quantity remaining is 240 pounds or less, the digital fuel quantity will be displayed in yellow to
indicate a low fuel condition. If the fuel cell is empty, a white “E” will be displayed.
2. Fuel Feed Line. When fuel is being transferred between auxiliary fuel tanks and the main fuel cells, a solid
line will be displayed between the auxiliary fuel tank and either of the main fuel cells. The Fuel Feed Line
will be displayed in white for 3 seconds after transfer has been commanded before reverting to a full intensity
green color. If fuel transfer has been commanded but is not occurring, the Fuel Feed Line will be displayed
in partial intensity green.
Fuel supplied from the main fuel cells to either engine are displayed as bolded Fuel Feed Lines.
NOTE: If fuel is being transferred between the main fuel cells (either automatically or manually), fuel
transfer from auxiliary fuel tanks cannot occur and will be paused until the main fuel cells are no longer
transferring fuel.
3. Internal Auxiliary Fuel Cell. Indicates the quantity of fuel remaining in the Internal Auxiliary Fuel System
(IAFS), in pounds (LB). If the fuel cell is empty, a white “E” will be displayed. If the IAFS is not installed,
this symbol is not displayed.
4. L AUX Transfer. Enables/disables fuel transfer from Extended Range Fuel System (ERFS) tanks mounted
on the left wing to the forward main fuel cell. If two ERFS tanks are loaded on the left wing, fuel will be
transferred from the outboard ERFS tank to the inboard ERFS tank, and then to the forward main fuel cell
in turn. Fuel transfer from wing-mounted ERFS tanks to the main fuel cells cannot occur if bleed air is
disabled or unavailable. If no external fuel tanks are loaded on the left wing, this option is not displayed.
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5. C AUX Transfer. Enables/disables fuel transfer from Internal Auxiliary Fuel System (IAFS) to both main
fuel cells. If ERFS tanks are mounted on either wing are also commanded to transfer fuel to the main fuel
cells, the IAFS will not transfer fuel until the ERFS tanks are empty. Fuel transfer from the IAFS to the main
fuel cells cannot occur if bleed air is disabled or unavailable. If the IAFS is not installed, this option is not
displayed.
6. Aft Main Fuel Cell. Indicates the quantity of fuel remaining in the aft main fuel cell, in pounds (LB). If the
quantity remaining is 260 pounds or less, the digital fuel quantity will be displayed in yellow to indicate a
low fuel condition. If the fuel cell is empty, a white “E” will be displayed.
7. Transfer Mode. Displays the Transfer selection menu for transferring fuel between the forward and aft
main fuel cells. Fuel transfer between the main fuel cells cannot occur if bleed air is disabled or unavailable.
• AUTO. Fuel is automatically transferred between the main fuel cells to maintain leveling. Automatic
fuel transfer will only occur if both engines are running.
Automatic fuel transfer from the aft fuel cell to the forward fuel cell will occur if:
o The forward fuel cell contains <814 lbs of fuel and the aft fuel contains >240 lbs of fuel.
o The aft fuel cell contains >500 lbs of fuel and contains >100 lbs more than the forward fuel
cell; or the aft fuel cell contains <500 lbs of fuel and contains >50 lbs more than the forward
fuel cell.
o An AFT FUEL LOW caution does not exist.
Automatic fuel transfer from the forward fuel cell to the aft fuel cell will occur if:
o The aft fuel cell contains <814 lbs of fuel and the forward fuel contains >280 lbs of fuel.
o The forward fuel cell contains >500 lbs of fuel and contains >100 lbs more than the aft fuel
cell; or the forward fuel cell contains <500 lbs of fuel and contains >50 lbs more than the
aft fuel cell.
o A FWD FUEL LOW caution does not exist.
Automatic fuel-leveling will be stopped if:
o The difference between the forward and aft fuel quantities is <20 lbs.
o A low fuel caution exists from the fuel cell that is being transferred from.
• FWD. Fuel is transferred from the aft main fuel to the forward main fuel cell.
• AFT. Fuel is transferred from the forward main fuel to the aft main fuel cell.
• OFF. Fuel transfer between the main fuel cells is disabled. Automatic fuel transfer to maintain leveling
between the main fuel cells will not occur.
8. External Fuel Quantity Input. Activates the KU to manually input the total amount of fuel within all
external auxiliary fuel tanks loaded on the wing pylons. If ERFS tanks are not installed, this option is not
displayed.
NOTE: Only fuel within the 230-gallon ERFS tanks must be input manually using the KU due to the lack fuel
quantity sensing probes. The IAFS is equipped with a fuel quantity probe which provides an indication of
fuel quantity.
9. Specific Fuel Range (SFR). When ground speed exceeds 10 knots, the SFR window will display an SFR
factor that is calculated by dividing the current ground speed by the total fuel flow for the current power
setting. This can be used to determine optimum power settings for fuel economy during cruise; higher SFR
values indicate better fuel economy.
When SFR calculation is not being performed, “NA” will be displayed.
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10. Fuel Quantity. Displays the fuel quantity onboard the aircraft. INT (Internal) fuel only includes fuel in the
forward and aft main fuel cells. The IAFS (if installed) is calculated as an “external” fuel tank and is only
included in the TOT (Total) fuel amount.
• INT. Displays the fuel quantity within the forward and aft main fuel cells only. If either main fuel cell
is displayed in a “low fuel” status, the internal fuel quantity is displayed in yellow.
• TOT. Displays the total fuel quantity, including internal and external auxiliary fuel tanks. The TOT fuel
quantity is not displayed if there are no internal or external auxiliary fuel tanks loaded.
11. Calculated Fuel Flow. Displays the fuel consumption rate (in pounds per hour; LB/HR) of each engine (1
and 2) and the total fuel flow (TOT). Fuel consumption by the APU (175 lb/hr) is not included within the
calculations.
12. Fuel Transfer Line. A bolded, dashed line will marquee between the main fuel cells any time fuel is being
transferred between them in either direction. The Fuel Transfer Line will be displayed in white for 3 seconds
after transfer has been initiated before reverting to a full intensity green color.
13. Extended Range Fuel System (ERFS) Tank. Indicates the presence of a 230-gallon ERFS external
auxiliary fuel tank loaded onto a wing pylon. If the external fuel tank is empty, a white “E” will be displayed.
14. R AUX Transfer. Enables/disables fuel transfer from Extended Range Fuel System (ERFS) tanks mounted
on the right wing to the aft main fuel cell. If two ERFS tanks are loaded on right wing, fuel will be transferred
from the outboard ERFS tank to the inboard ERFS tank, and then to the aft main fuel cell in turn. Fuel
transfer from wing-mounted ERFS tanks to the main fuel cells cannot occur if bleed air is disabled or
unavailable.
If no external fuel tanks are loaded on the right wing, this option is not displayed.
15. Boost Pump. Enables/disables the fuel boost pump. When enabled, the crossfeed valves will automatically
be set to their AFT positions, with both engines being fed from the aft main fuel (which is the only fuel cell
equipped with a boost pump). When the boost pump is disabled, the crossfeed valves will automatically
return to their NORM positions.
16. Crossfeed Mode. Controls the sources of fuel supplied from the main fuel cells to the engines.
• CROSSFEED – FWD. Both engines are supplied with fuel from the forward main fuel cell.
• CROSSFEED – NORM. Engine 1 is supplied with fuel from the forward main fuel; engine 2 is supplied
with fuel from the aft main fuel cell.
• CROSSFEED – AFT. Both engines are supplied with fuel from the aft main fuel cell.
17. Fuel Type. Sets the type of fuel that is loaded into the aircraft for accurate fuel weight calculations. (N/I)
18. Endurance. Displays the remaining flight time (endurance) until fuel is depleted. The INT (Internal) fuel
only includes fuel in the forward and aft main fuel cells; the IAFS (if installed) is calculated as an “external”
fuel tank and is only included in the TOT (Total) endurance calculation.
• INT. Displays the flight time remaining calculated by the fuel quantity within the forward and aft main
fuel cells only.
• TOT. Displays the flight time remaining calculated by the total fuel quantity, including internal and
external auxiliary fuel tanks. The TOT endurance calculation is not displayed if there are no internal or
external auxiliary fuel tanks loaded.
If the endurance calculation is less than 20 minutes, the time remaining will be displayed in white.
19. FUEL CHECK format. Displays the FUEL Check format.
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FUEL Check (CHECK) Format

Pressing the CHECK button (VAB B6) displays the FUEL page in Check format. Pressing the CHECK button a
second time returns the FUEL page to standard format.
1. Fuel Check
Status Window
2. Fuel Check
MINUTES Option
3. Fuel Check
START/STOP
1. Fuel Check Status Window. If a fuel consumption check has been started, this status window will appear
to display the progress of the fuel check.
• RUN. Displays the amount of time that has elapsed since starting the current fuel consumption check.
• START. Displays the time that the fuel consumption check was started. If the time format is toggled
between Local (L) and Zulu (Z) on the TSD Utility sub-page, the fuel consumption check START time
will be converted to the selected time format.
• RATE. Displays the average fuel consumption rate (in pounds per hour; LB/HR) as measured since the
fuel consumption check START time.
2. Fuel Check MINUTES Option. Controls the duration of the fuel consumption check. A “FUEL CHECK
COMPLETE” advisory message will be displayed on the EUFD when the fuel consumption check has
completed.
• 15. The fuel consumption check will run for a duration of 15 minutes.
3. Fuel Check START/STOP. If a fuel consumption check is not being performed, “START” will be displayed
to command a fuel consumption check to begin for the duration that is selected above. If a fuel consumption
check is in progress, “STOP” will be displayed to command a fuel consumption check to terminate before
the selected duration has been reached.
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4. Completed Fuel
Check Status Window
4. Completed Fuel Check Status Window. When a fuel consumption check has been completed or stopped,
this status window will appear to display the results of the fuel check. If the time format is toggled between
Local (L) and Zulu (Z) on the TSD Utility sub-page, the results displayed within the status window will be
converted to the selected time format.
• BURNOUT. Displays the time the aircraft engines are estimated to flameout due to fuel exhaustion,
based on the average consumption rate calculated during the fuel check and the total fuel quantity
remaining onboard at the termination of the fuel check.
• VFR RES. Displays the time the aircraft will enter the VFR reserve (20 minutes of flight time remaining),
• IFR RES. Displays the time the aircraft will enter the IFR reserve (30 minutes of flight time remaining),
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Performance (PERF) Page

The PERF page displays predictive aircraft performance data based on current environmental conditions as
measured by the Helicopter Air Data System (HADS). The PERF page includes options for manually inputting
conditions for calculating aircraft performance based on predicted changes in air density and/or gross weight.
4. Hover Torque
Status Window
1. Pressure Altitude
5. Cruise
Status Window
2. Free Air Temperature
3. Gross Weight
6. True Airspeed
Status Window
7. Max Gross Weight
Status Window
9. Wind Status Window

8. Max Torque
Status Window
10. Center-of-Gravity Scale
11. PERF MODE 12. HIT sub-page 13. WT format
1. Pressure Altitude (PA). Displays the pressure altitude (PA) used for performance
calculations. When the PERF page is set to CUR mode, the PA will be measured by the HADS.
When the PERF page is set to MAX or PLAN modes, the PA may be manually input by the
aircrew or uploaded from the DTC.
2. Free Air Temperature (FAT). Displays the free air temperature (FAT) used for performance
calculations. When the PERF page is set to CUR mode, the FAT will be measured by the HADS.
When the PERF page is set to MAX or PLAN modes, the FAT may be manually input by the
aircrew or uploaded from the DTC.
3. Gross Weight (GWT). Displays the gross weight (GWT) of the aircraft used for performance calculations.
When the PERF page is set to CUR mode, the GWT will be calculated by the System Processor (SP). When
the PERF page is set to MAX or PLAN modes, the GWT may be manually input by the aircrew or uploaded
from the DTC. Current gross weight is calculated by the SP based on the following factors:
• Weight values entered on the PERF Weight format.
o Aircraft basic weight, to include any operational equipment installed (such as the FCR).
o Payload within the aircraft storage bays, such as survival equipment.
o Pilot and CPG weights.
o “Dummy” munitions.
• Fuel quantity as measured by the fuel system.
• Auxiliary fuel systems (IAFS/ERFS), weapon stations (M299/M261), and loaded munitions and
ammunition as inventoried by the SP.
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4. Hover Torque Status Window. Displays predicted engine torque (Q) values when performing hovering
flight, based on air density and gross weight. The values in this status window are used to assess the aircraft
engine performance during a hover power check. (See Hover Power Check for more information.)
• Hover Torque – REQUIRED IGE. Displays the predicted hover torque
required to hover in-ground-effect (IGE) at 5 feet over the surface, based
on the current or predicted gross weight and air density.
• Hover Torque – REQUIRED OGE. Displays the predicted hover torque
required to hover out-of-ground-effect (OGE) at 80 feet over the surface,
based on the current or predicted gross weight and air density.
• Hover Torque – GO-NO/GO IGE. Displays the predicted hover torque
required to hover in-ground-effect at 5 feet over the surface, at the maximum allowable gross weight
specified for dual-engine, in-ground-effect (IGE) hovering flight, based on the air density.
• Hover Torque – GO-NO/GO OGE. Displays the predicted hover torque required to hover in-ground-
effect at 5 feet over the surface, at the maximum allowable gross weight specified for dual-engine,
out-of-ground-effect (OGE) hovering flight, based on the air density.
• Hover Torque – INDICATED. Displays the current engine torque value, the highest of the two
engines, in 1% increments. If the difference in engine torque values exceeds 12%, the torque value
will flash.
5. Cruise Status Window. Displays predicted engine torque and fuel flow values at cruise airspeeds, based
on air density and gross weight. The values in this status window are used to assess the performance and
fuel flow requirements when flying at either Maximum Range or Maximum Endurance airspeeds.
• CRUISE – Q RNG. Displays the predicted engine torque (Q) required to
maintain level flight at Maximum Range (RNG) airspeed, based on the predicted
gross weight and air density.
• CRUISE – Q END. Displays the predicted engine torque (Q) required to maintain
level flight at Maximum Endurance (END) airspeed, based on the predicted gross
weight and air density.
• CRUISE – FF RNG. Displays the predicted dual-engine fuel flow (FF) required to maintain level flight
at Maximum Range (RNG) airspeed, based on the predicted gross weight and air density.
• CRUISE – FF END. Displays the predicted dual-engine fuel flow (FF) required to maintain level flight
at Maximum Endurance (END) airspeed, based on the predicted gross weight and air density.
6. True Airspeed Status Window. Displays crucial airspeeds within the flight envelope, based on air density
and gross weight. The values in this status window are used to maintain the aircraft within safe flight margins
or to maximize the performance of the aircraft.
• TAS – VNE. Displays the true airspeed Velocity Never Exceed (VNE), based on the
predicted gross weight and air density. If the true airspeed exceeds this value,
controllability of the aircraft may be negatively affected, or structural damage may
occur due to aerodynamic effects on the airframe and/or rotor system.
• TAS – VSSE. Displays the true airspeed Velocity Safe Single Engine (VSSE), based on
the predicted gross weight, air density, and maximum torque available under single-
engine conditions. When operating under single-engine power, level flight at a
constant altitude may not be possible below this true airspeed.
• TAS – RNG. Displays the true airspeed that will result in the Maximum Range (RNG) of the aircraft,
based on the predicted gross weight and air density.
• TAS – END. Displays the true airspeed that will result in the Maximum Endurance (END) of the aircraft,
based on the predicted gross weight and air density.
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7. Max Gross Weight Status Window. Displays the maximum gross weight in which hovering flight can be
performed, based on air density and gross weight, without exceeding the limitations of the main transmission
or engine nose gearboxes. The values in this status window are used to maintain the aircraft within safe
flight margins or to evaluate the allowable payload based on the calculated performance of the aircraft.
• MAX GWT – DE IGE. Displays the maximum allowable gross weight in
which a hover can be maintained in-ground-effect (IGE), at 5 feet over the
surface, under dual-engine (DE) power, based on the air density.
• MAX GWT – DE OGE. Displays the maximum allowable gross weight in
which a hover can be maintained out-of-ground-effect (OGE), at 80 feet
over the surface, under dual-engine (DE) power, based on the air density.
• MAX GWT – SE IGE. Displays the maximum allowable gross weight in which a hover can be
maintained in-ground-effect (IGE), at 5 feet over the surface, under single-engine (SE) power, based
on the air density.
• MAX GWT – SE OGE. Displays the maximum allowable gross weight in which a hover can be
maintained out-of-ground-effect (OGE), at 80 feet over the surface, under single-engine (SE) power,
based on the air density.
8. Max Torque Status Window. Displays the maximum torque available from the engines, based on air
density and engine condition. The values in this status window are used to assess how much torque can be
demanded from the engines without causing a decay in rotor RPM (NR); also known as “rotor droop”.
• MAX Q – DE. Displays the maximum torque (Q) available under dual-engine (DE)
power.
• MAX Q – SE. Displays the maximum torque (Q) available under single-engine (DE)
power.
NOTE: These values do not take into account the limitations of the engine nose gearboxes or the main
transmission. The torques displayed in this window may be used for a short duration in an emergency, but
will impart excessive loads into the powertrain system, likely incurring post-flight inspection or replacement.
9. Wind Status Window. Displays the current wind direction and velocity, as measured
by the Helicopter Air Data System (HADS).
10. Center-of-Gravity Scale. Displays the calculated
longitudinal center-of-gravity (CG) of the aircraft, between a
minimum of 201.0 inches and a maximum of 207.0 inches,
referenced from the nose of the aircraft. The CG is calculated
using the same data used to calculate the current aircraft
gross weight.
11. PERF Mode. Sets the PERF calculation mode between Current conditions, Maximum conditions, and
Planned conditions. The calculations displayed on the PERF page will be based on the conditions displayed
(or input) within the selected mode.
• CUR. Calculations performed on the PERF page are based on the current PA and FAT as measured by
the HADS, and the current GWT as calculated by the SP.
• MAX. Calculations performed on the PERF page are based on values of PA, FAT, and GWT, as manually
input by the aircrew or loaded by the DTC.
• PLAN. Calculations performed on the PERF page are based on values of PA, FAT, and GWT, as manually
input by the aircrew or loaded by the DTC.
12. HIT sub-page. Displays the PERF Health Indicator Test sub-page. (N/I)
13. WT format. Displays the PERF Weight format.
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PERF Weight (WT) Format

Pressing the WT button (VAB B6) displays the PERF page in Weight format. Pressing the WT button a second
time returns the PERF page to standard format. The Weight format allows either crewmember to enter the weight
of the aircrew and other equipment onboard the aircraft for performance and center-of-gravity calculations.
These values are typically configured in advance by maintenance personnel based on the aircraft configuration
of installed equipment. The aircrew is only required to update their own personal weights and any additional
survival equipment they may have loaded prior to the flight.
1. Aircraft Basic Weight 6. Dummy Missiles Quantity
2. Left Aft Bay Weight 7. Dummy Rockets Quantity
3. Survival Kit Weight
4. Pilot Weight
5. CPG Weight
1. Aircraft Basic Weight. Activates the KU for inputting the basic weight and moment of the aircraft. The
basic weight includes the weight of the aircraft itself, permanently installed equipment, hydraulic fluid,
engine and transmission oil, and unusable fuel.
Upon activation, the KU prompt will display “WEIGHT:”. After entering the weight into the KU and pressing
ENTER, the prompt will display “MOMENT”, after which the empty moment (weight × arm) may be input.
2. Left Aft Bay Weight. Activates the KU for inputting the weight of any payload loaded within the left aft
fuselage storage bay.
3. Survival Kit Weight. Activates the KU for inputting the weight of any payload loaded within the survival
kit bay in the aft fuselage.
4. Pilot Weight. Activates the KU for inputting the weight of the Pilot (including clothing and gear).
5. CPG Weight. Activates the KU for inputting the weight of the Copilot/Gunner (including clothing and gear).
6. Dummy Missiles Quantity. Activates the KU for inputting the number of M34 dummy missiles loaded onto
the aircraft (0–16). Dummy missiles are not automatically inventoried by the SP and must be input manually.
7. Dummy Rockets Quantity. Activates the KU for inputting the number of dummy rockets loaded onto the
aircraft (0–76). Dummy rockets are not automatically inventoried by the SP and must be input manually.
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Utility (UTIL) Page

The UTIL page displays cockpit and outside air temperatures, and status of the ice detector. The page also
includes controls for managing the anti-ice components, environmental systems, and Flight Management
Computer (FMC) functions.
1. Ice Detector Status 2. Free Air Temperature 3. Cockpit Temperature
4. FMC Controls 5. Anti-Ice Controls
6. Bleed Air Controls 7. Cockpit Temperature Setting 8. ECS Power
1. Ice Detector Status. Displays the level of ice accumulation sensed by the external ice detection probe.
(N/I)
2. Free Air Temperature. Displays free air temperature in °C as sensed by the external HADS temperature
probe.
3. Cockpit Temperature. Displays the current temperature within the crewstation.
4. FMC Controls. Toggles individual Flight Management Computer functions.
• PITCH. Enables/disables the FMC Pitch channel inputs to the longitudinal flight control servo.
• ROLL. Enables/disables the FMC Roll channel inputs to the lateral flight control servo.
• YAW. Enables/disables the FMC Pitch channel inputs to the directional flight control servo.
• COLL. Enables/disables the FMC Pitch channel inputs to the collective flight control servo.
• TRIM. Enables/disables the force trim magnetic brakes on the cyclic and pedals in the Pilot crewstation.
Disabling this function will also disable the associated functions of the Force Trim/Hold Mode switch on
the cyclic.
• NOE/A. Enables/disables Nap-of-the-Earth/Approach FMC mode. In NOE/A mode, the stabilator is
commanded to 25° trailing edge down when airspeed is below 80 knots, but will revert to automatic
mode when airspeed is 80 knots or greater. This improves “over-the-nose visibility” for low-altitude
flight or during approach to landing.
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5. Anti-Ice Controls. Toggles individual anti-ice elements. (N/I)

• SYSTEM. Toggles the anti-ice system between Automatic and Manual modes of operation.
o AUTO. Anti-ice systems are automatically enabled if ice is detected by the ice detect probe.
When ice is no longer detected, anti-ice systems will remain enabled but may be manually
disabled by the aircrew.
o MANUAL. Anti-ice systems must be manually enabled by the aircrew.
• PITOT. Enables/disables the electrical heating elements within the pitot and air data sensors.
• INLET. Enables/disables the engine inlet and nose gearbox electrical heating elements.
o NOTE: The engine inlet fairings and inlet guide vanes are heated using bleed air from the
engine compressor’s 5th stage. Activation of the INLET anti-ice heating will cause an increase
in turbine gas temperatures (TGT), which may incur TGT temperature limiting and loss of
rotor RPMs when operating at high power settings.
• CANOPY. Enables/disables the electrical heating elements embedded in the forward canopy
windscreens for the Pilot and CPG.
• SENSOR. Enables/disables the electrical heating of the TADS/PNVS turret shrouds and sensor
windows. The sensor anti-ice will be disabled with aircraft weight-on-wheels and will be inhibited from
selection.
6. Bleed Air Controls. Enables/Disables the bleed air supply from engines 1 and 2.
7. Cockpit Temperature Setting. Activates the KU for inputting the desired crewstation temperature. Each
crewstation is set independently.
8. ECS Power. Enables/Disables the Environmental Control System (ECS).
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Tactical Situation Display (TSD) Page

The Tactical Situation Display presents a top-down overview of the battlespace around the aircraft. The TSD is a
versatile, full color, moving map that fuses pre-planned mission data with real-time information and symbology
received from the various onboard sensors, or received from offboard platforms through the datalink modem.
The TSD in each crewstation can be independently customized by each crewmember to tailor the information
displayed based on the mission, changes in the tactical environment, and personal preferences. The TSD is also
used as the aircrew’s primary navigational display, whether performing a simple training flight in the local
airspace, using the ADF receiver for radio-based navigation in low-visibility conditions, or navigating to an tactical
objective within a combat area.
The Point (POINT), Route (RTE), and Instrument (INST) sub-pages are described in the Navigation chapter.
The Report (RPT), Shot (SHOT), Fuel/Ammo/Rockets/Missiles (FARM), and Battle Area Management (BAM) sub-
pages are described in the Datalink chapter.
1. PAN sub-page 2. SHOW sub-page 3. Aircraft Heading 4. COORD sub-page
5. RPT sub-page 6. UTIL sub-page
13. Grid Status
7. INST sub-page
14. Scale Setting
8. Message Receive
9. Ownship 15. Freeze Mode
10. Waypoint Status 16. Cursor Acquisition
11. SA Overlay 17. Acquisition Source
12. Command Heading 18. Endurance Status
19. Wind Status
1. PAN sub-page. Displays the TSD Pan sub-page.

2. SHOW sub-page. Displays the TSD Show sub-page.
3. Aircraft Heading. Displays a digital readout of the aircraft’s current magnetic heading in 1° increments.
4. COORD sub-page. Displays the TSD Coordinates sub-page.
5. RPT sub-page. Displays the TSD Report sub-page.
6. UTIL sub-page. Displays the TSD Utility sub-page.
7. INST sub-page. Displays the TSD Instruments sub-page.
8. Message Receive (REC). Displays the Receive selection menu for receiving datalink messages.
9. Ownship. Indicates the present location of the aircraft.
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10. Waypoint Status. Displays the point selected for navigation, its distance in kilometers or nautical miles,
and estimated time enroute (ETE). The ETE is based on the aircraft’s current ground speed, and is presented
in HH:MM format when the ETE is ≥5 minutes, or M:SS format when ETE is <5 minutes. The ETE is not
displayed when ground speed is <15 knots or ETE is >10 hours. Waypoint Status information is not displayed
if there is no active destination point.
NOTE: The Waypoint Status window is not displayed when the TSD is set to Attack (ATK) Phase.
11. SA Overlay. Not implemented.
12. Command Heading. Indicates the magnetic heading to the point selected for navigation.
13. Grid Status. Displays the distance between each TSD grid line in kilometers or nautical miles. If GRID is
disabled on the MAP sub-page, the Grid Status window will not be displayed.
14. Scale Setting. Adjusts the scale of the TSD up or down. The current setting is shown between the arrow
buttons and is scaled based on the UNIT (KM/NM) selection within the crewstation on the FLT Settings page.
The available TSD scales are shown below:
• 400 KM/216 NM • 50 KM/27 NM • 5 KM/2.7 NM
• 150 KM/81 NM • 25 KM/13.5 NM • 2 KM/1.1 NM
• 100 KM/54 NM • 15 KM/8.1 NM • 1 KM/0.5 N
• 75 KM/40.5 NM • 10 KM/5.4 NM
When either of the scale buttons are depressed for more than 1 second, the TSD scale will become bolded
and will smoothly zoom in/out while retaining the current chart scale. If neither scale button is pressed for
1 second, the zoom function will be disabled and the TSD scale buttons will revert to normal function.
15. Freeze Mode (FRZ). When enabled, sets the TSD to Freeze mode. All TSD symbology and
navigation data will continue to update as normal, but the focal point of the TSD “footprint”
will be the white Ghostship symbol. The cyan Ownship symbol will continue to move across
the map independently of the TSD footprint to display the actual aircraft position. (See TSD
Pan sub-page for more information.)
Ghostship
FRZ mode may also be enabled by cursor-selecting any location within the TSD footprint
when no other MPD cursor action is available, such as CAQ or point-select.
16. Cursor Acquisition (CAQ). Enables the cursor to designate a point on the TSD as the acquisition source.
After pressing the CAQ button, the TSD will enter Freeze mode and enable any points displayed within the
TSD footprint to be selected by the MPD cursor. Pressing Cursor-Enter when over a point symbol designates
that point as the acquisition source.
Acquisition selection may be a Waypoint, Hazard, Control Measure, pre-planned or stored Target/Threat, an
FCR detected target. If a map location on the TSD is selected instead of a point, a Terrain point (TRN PT)
is created at that location. If a Terrain point is designated, the location is stored as Target/Threat points
T55 (PLT) or T56 (CPG) in the COORD file (see TSD Coordinates sub-page). A white cross labeled “PLT” or
“CPG” will appear on the map.
17. Acquisition Source (ACQ). Displays the acquisition source selection menu. (See Acquisition Sources in
the Tactical Employment chapter for more information.)
18. Endurance Status (EN). Displays the remaining flight time (endurance) until fuel is depleted, based on
the TOT (Total) endurance calculation. If the endurance calculation equals 20 minutes or less, the time
remaining will be displayed in white and “EN” will flash.
NOTE: If the calculated fuel flow to the engines is “0” (when the engines are off), the Endurance Status
window is not displayed.
19. Wind Status. Displays the wind speed and direction of origin as computed by the aircraft Helicopter Air
Data System (HADS). If wind speed is computed as <5 knots, the Wind Status will display “CALM”. If the
NR is <50% and wind speed is >45 knots, the Wind Status will display the wind speed in yellow.
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20. Present Position
23. TADS Footprint
24. Center Mode

21. Present
Position Status
22. TSD Phase 25. POINT sub-page
26. BAM sub-page 27. MAP sub-page 28. RTE sub-page
20. Present Position. When enabled, displays the Present Position Status window below the Ownship.
21. Present Position Status. Displays the Ownship aircraft’s MGRS coordinates, Latitude/Longitude
coordinates, and the aircraft’s altitude in feet above mean sea level (MSL).
22. TSD Phase. Sets the TSD Phase to Navigation (NAV) or Attack (ATK). The TSD will display different
elements of information relevant to the corresponding phase of the mission. Many of these elements may
be configured within each crewstation based on crewmember preferences or mission requirements. (See
TSD Show sub-page and TSD Coordinates Show sub-pages for more information.)
• NAV. The Navigation phase is used for flights to and from the combat area. As such, its default Show
settings are configured with a focus on navigation, routing, and avoidance of obstacles. However, most
Show settings can be enabled/disabled similar to the Attack phase, with a few exceptions:
o Waypoint symbols and the current Route cannot be hidden.
o Low-priority FCR target symbols cannot be seen.
o SHOT symbols cannot be seen.
• ATK. The Attack phase is used for operations within the combat area or in the vicinity of the objective.
As such, its default Show settings are configured with a focus on pre-planned targets and threats, FCR
targeting data, and avoidance of obstacles. However, most Show settings can be enabled/disabled
similar to the Navigation phase, with a few exceptions:
o Waypoint Status window cannot be seen.
o Only waypoints that are part of the current Route can be seen if CURRENT ROUTE is enabled. In
addition, waypoints set as the crewmember’s acquisition source can also be seen.
o Low-priority FCR target symbols can be seen, if enabled.
o SHOT symbols can be seen.
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23. TADS Footprint. Displays a top-down representation of the TADS line-of-

sight and range when the CPG’s selected sight is set to TADS. The distance
between the Ownship and the crosshairs represent the CPG’s current range
value and may not directly represent the true range to the location seen
through the TADS line-of-sight itself.
When the TADS Laser Rangefinder/Designator (LRFD) is firing, the solid
green line projected between the Ownship and the TADS Footprint will be
displayed in white.
24. Center Mode (CTR). When enabled, sets the TSD to Center mode, in
TADS Footprint
which the TSD is centered on the Ownship. When disabled, the TSD is
focused forward of the Ownship in a depressed mode.
25. POINT sub-page. Displays the TSD Point sub-page.
26. BAM sub-page. Displays the TSD Battle Area Management sub-page.
27. MAP sub-page. Displays the TSD Map sub-page.
28. RTE sub-page. Displays the TSD Route sub-page.
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TSD Pan (PAN) Sub-page

The PAN sub-page allows the crewmember to move and rotate the map independently of the Ownship location
and orientation. When using the PAN sub-page, the TSD is automatically set to Freeze mode, indicated by a
dashed border displayed around the “TSD footprint”.
The PAN sub-page not only allows the aircrew to view areas of the battlespace from a different perspective, it
also allows them to more effectively plan, modify, or preview different aspects of the mission from within the
aircraft itself, which may become necessary due to changes on the battlefield. As such, the PAN sub-page is a
critical extension of other TSD functions on the Point (POINT), Route (RTE), or Battle Area Management (BAM)
sub-pages.
1. TSD Heading
8. Freeze Footprint
2. Pan to Point
3. Pan to next
Route Point
4. Route Pan 9. Ghostship
5. Pan to previous
Route Point 10. Last Pan
6. Pan Mode
7. Pan Cursor
1. TSD Heading. Adjusts the heading of the TSD footprint independently of the aircraft heading. Pressing the
left arrow (VAB T4) or right arrow (VAB T6) rotates the map in 1° increments for each momentary press, or
40° each second when pressed and held. Alternatively, HDG> (VAB T5) can be used to activate the KU for
directly inputting the desired TSD heading.
2. Pan to Point. Activates the KU for inputting a point within the navigational database. After entry, the TSD
will pan to the location of the point so that it is centered within the TSD footprint.
3. Pan to next Route Point. The Ghostship will pan to the corresponding point along the currently selected
route and will orient toward the required heading on course to the subsequent route point. This can be used
to preview the current route as if it were being flown in a sequential order as planned.
4. Route Pan. The Ghostship will pan along the route. Pressing the up arrow (VAB L3) or down arrow (VAB
L4) will advance the Ghostship along the route a distance equal to one TSD grid square. When the up or
down arrows are pressed and held, the TSD footprint will smoothly pan along the route in a continuous
motion.
5. Pan to previous Route Point. The TSD footprint will pan to the corresponding point along the currently
selected route and will orient toward the required heading on course to the subsequent route point. This
can be used to preview the current route as if it were being flown in a reversed sequential order as planned.
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Panning to each subsequent Route Point (Left) and continuously in reverse (Right)
6. Pan Mode. Sets the PAN mode to either CURSR (default mode) or NORM mode.
• CURSR. The TSD footprint may be moved in any direction using the Cursor Controller on the Collective
Mission Grip or the TEDAC Left Handgrip in the CPG crewstation. Pressing Cursor-Enter will switch the
mode to NORM.
• NORM. The TSD footprint is re-centered on the MPD cursor location each time Cursor-Enter is pressed
on the Collective Mission Grip or the TEDAC Left Handgrip, or the Alternate Cursor Enter Trigger is
pulled on the Collective Mission Grip or the Alternate Cursor Enter button is pressed on the TEDAC
Right Handgrip.
7. Pan Cursor. When the MPD cursor is assigned to an MPD that is displaying the TSD PAN sub-page while
the PAN mode is set to CURSR, the cursor is placed in the bottom left corner of the MPD. The TSD footprint
is slaved to the MPD cursor and will move with it until PAN mode is toggled to NORM, PAN sub-page is
exited, or the MPD cursor is re-assigned to the opposite MPD using the Cursor Display Select button on the
Collective Mission Grip or the TEDAC Left Handgrip.
8. Freeze Footprint. Indicates the TSD is in Freeze mode. All TSD symbology and navigation data will
continue to update as normal, but the focal point of the TSD footprint will be the white Ghostship symbol.
The cyan Ownship symbol will continue to move across the map independently of the TSD footprint to
display the actual aircraft position.
9. Ghostship. Indicates the focal point of the TSD footprint any time the TSD is in Freeze mode.
10. Last Pan. Resets the TSD to the previous location and heading prior to the most
recent Pan action.
11. Altitude Control. Enables/disables the Ghostship altitude controls. This option is
only displayed when COLOR BAND is set to A/C or ELEV on the MAP sub-page.
12. Altitude Controls. Adjusts the Ghostship’s altitude above ground level (AGL)
independently of the Ownship. Pressing the up arrow (VAB R3) or down arrow
(VAB R5) adjusts the altitude in 10 foot increments for each momentary press, or
10 feet each second when pressed and held. Alternatively, ATL> (VAB R4) can be
used to activate the KU for directly inputting the desired Ghostship altitude.
Altitude Controls
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TSD Show (SHOW) Sub-page

The SHOW sub-page allows each crewmember to configure their TSD to suit the mission, tactical situation, or
personal preferences. In addition, independent SHOW options are available for the Navigation and Attack phases.
NAV Phase
The Navigation Phase is used for flights to and from the combat area. As such, the default SHOW settings (shown
below) are configured with a focus on navigation, routing, and avoidance of obstacles.
1. SA sub-page 2. THRT SHOW sub-page 3. COORD SHOW sub-page
4. Waypoint Data
5. Inactive Zones
6. Obstacles 9. HSI
7. Opposite 10. Endurance

Crewmember Cursor
11. Wind
8. Cursor Info
1. SA sub-page. Not implemented.

2. THRT SHOW sub-page. Displays the TSD Threat Show sub-page.
3. COORD SHOW sub-page. Displays the TSD Coordinate Show sub-page.
4. Waypoint Data. Enables/disables the display of the Waypoint Status window when the TSD is set to NAV
phase. The Waypoint Status window cannot be displayed in ATK phase.
5. Inactive Zones. Enables/disables the display inactive Priority Fire Zones or No Fire Zones.
6. Obstacles. Enables/disables the display FCR-detected obstacles when the TSD is set to NAV phase. (N/I)
7. Opposite Crewmember Cursor. Enables/disables the display of the opposite crewmember’s MPD cursor
when being used on their respective TSD.
8. Cursor Info Status. Enables/disables the display the Cursor Info Status window.
9. Horizontal Situation Indicator (HIS). Enables/disables the display Horizontal Situation Indicator around
the Ownship. When the TSD is set to Freeze mode, the HSI will be referenced to the Ghostship. (See TSD
Pan sub-page for more information.)
10. Endurance Status (ENDR). Enables/disables the display the Endurance Status window.
11. Wind Status (WIND). Enables/disables the display of the Wind Status window.
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12. Cursor Info Status 13. HSI Compass
12. Cursor Info Status. Displays the aircraft’s selected Earth datum, the MGRS coordinates of the MPD cursor
position within the TSD “footprint” in 8-digit grid format, the elevation of the terrain under the MPD cursor
position in feet (FT) above mean sea level (MSL), and the distance from the Ownship to the cursor position.
13. HSI Compass. Displays the magnetic heading reference around the Ownship or Ghostship symbols.
Cardinal directions and numerals to the nearest tens value are placed every 30° of azimuth, major tick marks
are placed at every 10° of azimuth, and minor tick marks are placed at every 5° of azimuth. Quadrant lines
indicate relative azimuths around the aircraft in relation to the aircraft’s heading independently of the HSI
compass itself, in 45° increments.
If the ADF is powered and is receiving a radio signal over the frequency to which it is tuned, the ADF Bearing
Pointer will be displayed within the HSI Compass any time the HSI itself is shown, even if the TSD is not set
to the Instruments (INST) sub-page. (See TSD Instruments sub-page for more information.)
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ATK Phase
The Attack phase is used for operations within the combat area or in the vicinity of the objective. As such, the
default SHOW settings (shown below) are configured with a focus on fires distribution, FCR targeting data,
avoidance of obstacles, and operations within a battle position.
14. Current Route
15. FCR Targets

and Obstacles
14. Current Route. Enables/disables the display of the waypoints and route lines of the current Route when
the TSD is set to Attack phase. All waypoints are displayed on the TSD in NAV phase.
15. FCR Targets/Obstacles. Enables/disables the display of low-priority FCR targets and FCR-detected
obstacles when the TSD is set to ATK phase. Low-priority FCR targets cannot be displayed on the TSD in
NAV phase.
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TSD Threat Show (THRT SHOW) Sub-page

The THRT SHOW sub-page allows each crewmember to configure hostile threat and intervisibility information on
the TSD. Unlike the SHOW and COORD SHOW sub-pages, options on the THRT SHOW sub-page are used for
both TSD phases, and will remain the same if the phase is toggled between NAV and ATK.
3. Visibility Source
1. ASE Threats
2. Visibility Shading
1. ASE Threats. Enables/disables the display of the ASE “footprint” around the outer edge of the TSD. When
enabled, the ASE footprint will be displayed on the TSD if any threats are detected by the ASE system. When
disabled, the ASE will still provide voice message alerts of detected threats, but the ASE footprint will not
be displayed on the TSD.
NOTE: The ASE Autopage setting overrides the ASE Threats THRT SHOW setting. If a threat meets or
exceeds the threshold corresponding with the ASE Autopage setting, the ASE footprint will be displayed on
the TSD even if the ASE THREATS option is disabled.
(See Aircraft Survivability Equipment (ASE) page for more information.)
2. Visibility Shading (VIS SHADE). Not implemented.
3. Visibility Source (VIS). Selects the visibility source for displaying threat rings and visibility shading.
• THRT. Yellow shading is drawn within yellow and red threat rings to display areas in which the Ownship
will be visible to, and likely detected by, hostile threats based on the current aircraft altitude.
• OWN. Cyan shading is drawn within the Ownship ring to display areas of terrain that are currently
visible to the Ownship at its current location and altitude.
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THRT Visibility
Threat detection and lethality rings are displayed on the TSD to indicate areas in which the aircraft is likely to be
detected and/or engaged by hostile threats.
4. Threat Detection Ring 9. Target Point
5. Threat Lethality Ring
6. Terrain Point
7. Terrain 10. Rings/Visibility

Point Altitude Point Selections
8. Threat Point
4. Threat Detection Ring. Yellow rings indicate the estimated range at which hostile threats are able to
detect the aircraft. If VIS SHADE (VAB L6) is enabled, yellow visibility shading is drawn within the ring to
display areas in which the Ownship will be visible to, and likely detected by, hostile threats based on the
current aircraft altitude.
5. Threat Lethality Ring. Red rings indicate the estimated range at which hostile threats are able to engage
the aircraft with weapon systems. If VIS SHADE (VAB L6) is enabled, yellow visibility shading is drawn within
the ring to display areas in which the Ownship will be visible to, and likely engaged by, hostile threats based
on the current aircraft altitude.
6. Terrain Point. Terrain points (TRN) are displayed as white crosses and labeled by the crewstation that set
them onto the TSD; PLT for the Pilot crewstation and CPG for the Copilot/Gunner crewstation. Only one
Terrain point can be stored in each crewstation at any given time, with the Pilot’s Terrain point stored in the
Target/Threat database at T55, and the CPG’s Terrain point stored in the Target/Threat database at T56.
7. Terrain Point Altitude. When TRN PT (VAB R3) is enabled, three options will be displayed at VAB L3, L4
and L5. These options allow the crewmember to adjust the visibility shading altitude of the Terrain point
corresponding with their crewstation. (N/I)
Pressing the up arrow (VAB L3) or down arrow (VAB L5) increases or decreases the altitude in 5-foot
increments for each momentary press, or continuously when pressed and held. Alternatively, ALT> (VAB
L4) can be used to activate the KU for directly inputting the desired visibility altitude.
8. Threat Point. Threat points are displayed as red, hostile air defense symbols with a two-digit alphanumeric
label corresponding with the threat type. (See Appendix C for more information.)
9. Target Point. Target points are displayed as red “T” symbols with a two-digit numeric label corresponding
with the point index within the Target/Threat database (T01-T50). (See the Navigation chapter for more
information.)
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10. Rings/Visibility Point Selections. Enables/disables the display of threat rings and visibility shading for
selected point types.
• ACQ. If a Target, Threat, or Terrain point is set as the acquisition source within the crewstation, the
corresponding threat ring(s) for that point will be displayed, regardless of the threat ring selections
below. If a different acquisition source is selected, the threat ring(s) for that point will be removed
unless enabled by the threat ring selections below.
• TRN PT. Terrain points set by the Pilot and/or CPG will display a yellow threat ring with a radius of 8
kilometers, regardless of whether those points are set as the current acquisition source within the
crewstation.
• FCR/RFI. Not implemented.
• THREATS. All threat points will display yellow and/or red threat rings, based on the type of threat
corresponding with that point type, regardless of whether the point is set as the current acquisition
source within the crewstation.
• TARGETS. All Target (TG) points will display red threat rings with a radius of 3 kilometers,
regardless of whether those points are set as the current acquisition source within the crewstation.
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OWN Visibility
Cyan shading is drawn within the Ownship ring to display areas of terrain that are currently visible to the Ownship
at its current location and altitude.
12. Ownship Rings/

Visibility Point Selections
11. Visibility Ring
13. Ownship
Point Rings
11. Visibility Ring. Cyan rings are displayed around the Ownship, Terrain Points, and Ghostship, if enabled by
the corresponding point selections (VAB R2, R3 and R4 respectively) and the RINGS option (VAB R6).
12. Ownship Rings/Visibility Point Selections. Enables/disables the display of Ownship visibility rings (VAB
R6) and/or visibility shading (VAB L6) for selected point types.
• OWN. Visibility rings and/or visibility shading is displayed around the Ownship with a radius of 8
kilometers.
• TRN PT. Terrain points set by the Pilot and/or CPG will display cyan visibility rings and/or visibility
shading with a radius of 8 kilometers, regardless of whether those points are set as the current
acquisition source within the crewstation.
• GHOST. Visibility rings and/or visibility shading is displayed around the Ghostship with a radius of 8
kilometers any time the Ghostship is displayed. (See TSD Pan sub-page for more information.)
13. Ownship Point Rings. Enables/disables the display of cyan visibility rings for point types enabled by the
corresponding point selections (VAB R2, R3 and R4).
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TSD Coordinate Show (COORD SHOW) Sub-page

The COORD SHOW sub-page allows each crewmember to configure what tactical graphics are displayed on the
TSD. In addition, independent COORD SHOW options are available for the Navigation and Attack phases.
NAV Phase
That Navigation Phase is used for flights to and from the combat area. As such, the default COORD SHOW settings
(shown below) are configured with a focus on navigation and control of the flight within the battlespace.
5. Tactical Lines
1. Control Measures 6. Engagement Areas
2. Friendly Units
3. Enemy Units
4. Planned Targets/Threats
1. Control Measures. Enables/disables the display of general control measures. General control measures
that are part of the current route, the navigation destination, or set as the acquisition source will be shown
on the TSD regardless of this option.
2. Friendly Units. Enables/disables the display of friendly unit control measures. Friendly control measures
that are part of the current route, the navigation destination, or set as the acquisition source will be shown
on the TSD regardless of this option.
3. Enemy Units. Enables/disables the display of enemy unit control measures. Enemy control measures that
are part of the current route, the navigation destination, or set as the acquisition source will be shown on
the TSD regardless of this option.
4. Planned Targets/Threats. Enables/disables the display of targets and threats, to include targets/threats
that are added by the crew during the mission. Targets and threats cannot be part of a route, but they can
be set as the navigation destination or set as the acquisition source; in which case they will be shown on
the TSD regardless of this option.
5. Tactical Lines. Not implemented.
6. Engagement Areas. Not implemented.
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ATK Phase
The Attack phase is used for operations within the combat area or in the vicinity of the objective. As such, the
default COORD SHOW settings are configured with a focus on the prevention of fratricide (“friendly fire”), pre-
planned targets and threats, battle damage assessment, and control of the flight within the battlespace.
7. SHOT Locations
7. SHOT Locations. Enables/disables the display of missile engagement locations as green X symbols.
Ownship missile engagement locations are displayed in full-intensity green. Missile engagement locations
received via the datalink are displayed in partial-intensity green.
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TSD Coordinate (COORD) Sub-page

The COORD sub-page displays a list of all Target and Threat points residing within the database.
Each point entry within the list may be selected Point Index Free Text Datum Code
to view additional information regarding the
point itself or selected as the crewmember’s
acquisition source.
Identification Earth Datum MGRS Coordinates Altitude (MSL)
(See Acquisition Sources for more information.)
Additional sub-pages may be accessed from the COORD sub-page that allow the crewmembers to review other
portions of the database within the aircraft memory. The COORD sub-page also allows the crewmembers to
review SHOT files and FARM reports received from other aircraft within the team.
1. WPTHZ sub-page 2. CTRLM sub-page 3. LINE sub-page 4. AREA sub-page
5. SHOT sub-page
6. Acquisition Source 10. Expanded Point

Point Select Information Select
7. Paging Controls 8. Point Search 9. FARM sub-page
1. WPTHZ sub-page. Displays the TSD Waypoint/Hazard sub-page.

2. CTRLM sub-page. Displays the TSD Control Measure sub-page.
3. LINE sub-page. Not implemented.
4. AREA sub-page. Not implemented.
5. SHOT sub-page. Displays the TSD Shot sub-page.
6. Acquisition Source Point Select. Selecting a VAB to the left of a Target/Threat point will set that point
as the acquisition source and return the MPD to the main TSD page.
7. Paging Controls. Cycles forward and back through multiple pages of Target/Threat points.
8. Point Search. Activates the KU for inputting alphanumeric characters to search for a specific Target/Threat
point within the database. Displayed points will be filtered accordingly based on the results.
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9. FARM sub-page. Displays the TSD Fuel/Ammunition/Rockets/Missiles sub-page.

10. Expanded Point Information Select. Selecting a VAB to the right of a Target/Threat point will display
an information window with expanded details regarding that Target/Threat point.
Identification Free Text Estimated Time Enroute Estimated Time of Arrival
Point Index
Distance to Point (KM)
Earth Datum
Distance to Point (NM)
Datum Code
Bearing to Point
Latitude/Longitude Coordinates MGRS Coordinates Altitude (MSL)
• Point Index. The database partition and location within which the point resides. (see the Navigation
• Identification. The one- or two-character abbreviated code of the point, which determines its specific
symbol and color.
• Free Text. The one-, two-, or three-character text that may be added to the point for additional
context as to the nature of the location.
• Estimated Time Enroute (ETE). The estimated elapsed time to travel to the point, based on the
distance to the point from the ownship’s current position and the ownship’s current ground speed.
• Estimated Time of Arrival (ETA). The estimated time of arrival at the point, based on the current
system time and the estimated time enroute (ETE). The ETA time format (Local or Zulu) is based on
the system time format selected on the TSD Utility sub-page.
• Earth Datum. The geodetic system used to determine the point’s location on the Earth.
• Datum Code. The one- or two-character abbreviated code of the point’s Earth datum.
• Distance to Point (KM). The distance from the ownship position to the point’s location, in kilometers.
• Distance to Point (NM). The distance from the ownship position to the point’s location, in nautical
miles.
• Bearing to Point. The magnetic heading from the ownship position to the point’s location.
• MGRS Coordinates. The location of the point, in Military Grid Reference System 8-digit grid format.
• Latitude/Longitude Coordinates. The location of the point, in Latitude/Longitude Degrees,

Minutes, Minute-Decimals format (DD°MM.MM DDD°MM.MM).
• Altitude. The altitude of the point above mean sea level (MSL).
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TSD Waypoint/Hazard (WPTHZ) Sub-page

The WPTHZ sub-page displays a list of all Waypoint and Hazard points residing within the database. This page
functions identically to the TSD Coordinate sub-page.
TSD Control Measure (CTRLM) Sub-page

The CTRLM sub-page displays a list of all Control Measure points residing within the database. This page functions
identically to the TSD Coordinate sub-page.
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TSD Map (MAP) Sub-page

The MAP sub-page allows the crewmember to configure the map underlays and enhancements displayed on the
TSD, as well as the TSD orientation around the Ownship symbol.
Chart Underlay
The CHART selection (VAB L2) displays a color moving map underlay on the TSD using map image tiles loaded
within the database.
1. Grid Overlay 2. Slope Shading
3. Grid Status
4. TSD Underlay Type
5. Chart Underlay Scale
6. Color Band Shading
7. TSD Orientation
8. TSD View Angle
1. Grid Overlay. Enables/disables the grid overlay on the TSD.

2. Slope Shading. Not implemented.
3. Grid Status. Displays the distance between each TSD grid line in kilometers or nautical miles. If GRID (VAB
T5) is disabled, the Grid Status window will not be displayed.
4. TSD Underlay Type. Selects the type of moving map to be underlaid on the TSD.
• CHART. Displays a tactical navigation chart underlaid beneath all TSD symbology, generated by chart
tiles of various scales stored within the aircraft database.
• DIG. Displays an elevation relief map underlaid beneath all TSD symbology, generated by Digital
Terrain Elevation Database (DTED) information stored within the aircraft database.
• SAT. Displays satellite-based photo imagery beneath all TSD symbology, generated by Controlled
Image Base (CIB) imagery stored within the aircraft database.
• STICK. No map underlay is displayed on the TSD. A video source may be selected as a TSD underlay
from the Video (VID) page.
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5. Chart Underlay Scale. Manually selects a chart scale for display as the moving map underlay. This option
is only displayed if the TYPE (VAB L2) is set to CHART. The available chart scale selections are shown below:
• 1:5M (1:5,000,000) • 1:500K (1:500,000) • 1:50K (1:50,000)
• 1:2M (1:2,000,000) • 1:250K (1:250,000) • 1:12.5K (1:12,500)
• 1:1M (1:1,000,000) • 1:100K (1:100,000)
Chart rasters may not be available for all scale selections or may be limited to certain areas.
6. Color Band Shading. Selects the altitude reference for applying color shading to the map underlay, based
on terrain elevation. This option is only displayed if the TYPE (VAB L2) is set to CHART, DIG, or SAT.
• NONE. No color shading is applied.
• A/C. Color shading is applied based on the aircraft altitude above mean sea level (MSL). Color shading
is dynamically updated as the aircraft altitude changes.
o Red shading. Terrain with an elevation that is at
or above the current aircraft altitude.
o Yellow shading. Terrain with an elevation that is
within 50 feet below the aircraft altitude. 50 feet below aircraft altitude
o No shading. Terrain that is more than 50 feet No shading

below the aircraft altitude.
• ELEV. Color shading is applied based on the terrain Highest Elevation
elevation above mean sea level (MSL). The shading
scale will be from green to brown if the MPD mode is
set to DAY or NIGHT, or from green to black if the MPD Lowest Elevation
mode is set to MONO.
Color Band set to A/C (Left) or set to ELEV (Right)
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7. TSD Orientation. Sets the orientation of the TSD.

• HDG-UP. The TSD will be aligned to the aircraft’s heading.
• TRK-UP. The TSD will be aligned to the aircraft’s ground track across the surface. If the ground speed
is 30 knots or less, or if the difference between the aircraft’s heading and ground track is >30°, the
TSD orientation will temporarily revert to HDG-UP.
• N-UP. The TSD will be aligned to true North. Note that if Center mode (VAB R3) is disabled, the TSD
footprint will shift in an angular fashion around the Ownship as the aircraft heading changes.
TSD Orientation set to N-UP with CTR disabled
8. TSD View Angle. Not implemented.
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Digital Terrain Underlay

The DIG selection (VAB L2) displays an elevation relief map underlay on the TSD using Digital Terrain Elevation
Database (DTED) information.
9. Gray Shading
10. DTED Level
11. Contours
12. Foundation
Feature Data
9. Gray Shading. Enables/disables gray terrain shading. This option is only displayed if the TYPE (VAB L2) is
set to DIG, and is enabled by default. When disabled, digital terrain will be displayed with a green shading.
10. DTED Level. Not implemented.
11. Contours. Not implemented.
12. FFD Display. Not implemented.
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Satellite Photo Underlay

The SAT selection (VAB L2) displays a black and white satellite photo underlay on the TSD using Controlled Image
Base (CIB) imagery.
13. Resolution Level
13. Resolution Level. Not implemented.
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DCS [AH-64D]
“Stick Map” (no underlay)

The STICK selection (VAB L2) displays TSD symbology only in a “stick map” format, with no moving map underlay.
However, this selection allows a video underlay to be displayed under TSD symbology, based on video source
underlays selected on the Video (VID) page.
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TSD Utility (UTIL) Sub-page

The UTIL sub-page allows the aircrew to monitor the status of the navigation system components, configure the
system time format between Local and Zulu times zones, modify the system time or date, and set the ASE
autopage setting.
1. ASE page 2. ABR sub-page 3. COORD sub-page
4. INU Position
Confidence Status 11. Doppler Data Status
12. ASE Autopage Setting

5. INU Reset
13. Time Format
6. Primary INU Select 14. System Time Input
7. GPS Satellites Status 15. System Date Input
8. GPS Key Type Status
9. Doppler Radar
16. Earth Datum Input
Velocity Sensor Power
10. GPS Keys Load Status
17. Navigation Mode
1. ASE page. Displays the Aircraft Survivability Equipment (ASE) page.

2. ABR sub-page. Displays the TSD Abbreviation sub-page.
3. COORD sub-page. Displays the TSD Coordinate sub-page.
4. INU Position Confidence Status. Displays the estimated radial position error for INU1 and INU2. If the
radial position error is 0.050 km (50 meters) or greater, the position error will be displayed in white.
5. INU Reset. Resets INU1 and INU2. If the INU data becomes invalid or unreliable, a reset is used to
command the corresponding INU to attempt a re-alignment and update.
6. Primary INU Select. Sets the primary INU used by the aircraft avionics to INU1 or INU2, with the other
used as a backup. The System Processor (SP) will automatically select the primary INU, but the aircrew may
manually select either INU as primary as long as both INU’s are providing valid and reliable data. If the
backup INU is detected as unreliable or in a reset/re-alignment state, this option will be unavailable and
“barriered”
• INU1. Sets INU1 as the primary INU; sets INU2 as the backup INU.
• INU2. Sets INU2 as the primary INU; sets INU1 as the backup INU.
7. GPS Satellites Status. Displays the ID’s of GPS satellites that are visible to the GPS antenna. If a signal
from a satellite is being received and utilized by the EGI’s, the satellite ID will be boxed.
8. GPS Key Type. Displays the type cryptographic keys loaded into each GPS receiver. (N/I)
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9. Doppler Radar Velocity Sensor Power. Enables/disables power to the Doppler navigation sensor.
10. GPS Keys Load Status. Displays the state of the cryptographic keys loaded into each GPS receiver. (N/I)
11. Doppler Data Status. Displays the status of Doppler data utilization by each INU.
• USED. INU is using Doppler-aided navigation.
• MEMORY. INU is using Doppler-aided navigation in dead-reckoning mode.
• REJECTED. INU is not using Doppler-aided navigation.
12. ASE Autopage Setting. Displays the ASE autopage setting for the crewstation. Pressing VAB R1 will display
an expanded selection of autopage options.
• SEARCH. If a new threat is detected, the TSD will be autopaged if the ASE or TSD pages are not
already displayed within the crewstation.
• ACQUISITION. If a detected threat elevates to ACQUISITION, the TSD will be autopaged if the ASE
or TSD pages are not already displayed within the crewstation.
• TRACK. If a detected threat elevates to TRACK, the TSD will be autopaged if the ASE or TSD pages
are not already displayed within the crewstation.
• OFF. ASE autopaging is disabled.
13. Time Format. Sets the system time format to Local or Zulu (UTC) time zones.
NOTE: The selected time format is common between crewstations, in that selecting a different format in
one crewstation changes it for both crewstations.
14. System Time Input. Activates the KU for inputting the system time. Each time format may be
independently modified, and the time that will receive the input is based on the time format selected by VAB
R2.
NOTE: The Zulu time is normally based on timing signals received by GPS satellites and should only be
modified if absolutely necessary
15. System Date Input. Activates the KU for inputting the system date.
NOTE: The system date is referenced to the Zulu time, and is normally based on timing signals received by
GPS satellites and should only be modified if absolutely necessary
16. Earth Datum Input. Activates the KU for inputting the geodetic system to be used for navigation. The
default datum is “47” (WGS-84). A list of available datums is shown on the TSD Abbreviation sub-page.
17. Navigation Mode. Sets the navigation mode to LAND or SEA. During start-up, the selected mode will
control the method of INU alignment. In flight, the selected mode changes the weighting of the data received
by the Doppler Radar Velocity Sensor to provide the best navigational accuracy.
• LAND. Sets the INU alignment to land-based operations, and Doppler-aided navigation to overland
flight operations.
• SEA. Sets the INU alignment to sea-based operations, and Doppler-aided navigation to overwater flight
operations.
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Video (VID) Page

The VIDEO page allows the crewmembers to view video and symbology from aircraft sensors. Video sources may
be set as independent underlays on each MPD in either crewstation while other MPD pages are displayed.
1. IMAGE sub-page 2. VSEL format
3. View Aspect
6. Underlay Select
4. Sharpness
5. Video Color
7. Symbology Contrast 8. Reset Settings 9. Grayscale
1. IMAGE sub-page. Not implemented.

2. VSEL format. Displays the VID Video Select format. Displays the selected video underlay in a decluttered
video/symbology format. The text label under VAB B6 will dynamically change based on the selected video
underlay and the video source of the underlay selection.
• TADS. Displays TADS Weapon symbology and TADS sensor video.
• C-FLT. Displays CPG Flight symbology. If the CPG’s NVS Mode switch is set to NORM or FIXED, the
CPG’s selected NVS sensor video will also be displayed.
• P-FLT. Displays Pilot Flight symbology. If the Pilot’s NVS Mode switch is set to NORM or FIXED, the
Pilot’s selected NVS sensor video will also be displayed.
3. View Aspect. Sets the video aspect for any video underlay displayed on the MPD.
• VIEW – WIDE. Video underlay will be displayed in Wide aspect. All video will be seen but with
significant blank space above and below the video boundaries.
• VIEW – NORM. Video underlay will be displayed in Normal aspect. Some video area will not be seen
beyond the left and right MPD boundaries.
• VIEW – ZOOM. Video underlay will be displayed in Zoom aspect. Enlarges the source video but does
not increase resolution. Some video area will not be seen beyond the MPD boundaries.
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4. Sharpness. Adjusts the sharpness of the video underlay. Increasing the sharpness improves detection of
fine details but also increases the intensity of video noise.
5. Video Color. Sets the color scale of the video underlay.
• WHITE. Video underlay is displayed in a grayscale, with brighter shades increasing in white intensity
and darker shades decreasing in intensity to black.
• GREEN. Video underlay is displayed in a greenscale, with brighter shades increasing in green intensity
and darker shades decreasing in intensity to black.
This may be used to set the video underlay to a greenscale independently of the symbology overlay.
This allows the crewmember to retain full MPD brightness and color symbology without setting the
MPD mode to MONO.
6. Underlay Select. Selects the video source for display as an underlay on the MPD.
• UNDERLAY – TADS. Displays TADS sensor video.
NOTE: The TADS Weapon symbology crosshair is incorporated as part of the video underlay and will
be displayed even if the VID page is not set to VSEL format.
• UNDERLAY – CPG SIGHT. Displays video from the CPG’s selected sight. If the MPD is not showing
a video underlay when the CPG displays the VID page, this video underlay option is automatically
selected.
• UNDERLAY – CPG HMD. Displays video from the CPG’s helmet-mounted display.
• UNDERLAY – PLT SIGHT. Displays video from the Pilot’s selected sight.
• UNDERLAY – PLT HMD. Displays video from the Pilot’s helmet-mounted display. If the MPD is not
showing a video underlay when the Pilot displays the VID page, this video underlay option is
automatically selected.
• UNDERLAY – NO VIDEO. No video underlay will be displayed on the MPD. VSEL format selection
(VAB B6) is blanked.
7. Symbology Contrast. Sets the relative brightness of the video underlay compared to the remainder of the
symbology displayed on the MPD.
• NORM. Displays video using the normal video brightness scale.
• BOOST. Displays video using a reduced brightness scale in order to boost the apparent brightness of
the symbology in contrast to the video underlay.
8. Reset Settings. Resets the VID page options to their default settings.
o View Aspect: NORM
o Sharpness: Level 3 of 7
o Video Color: WHITE
9. Grayscale. Displays grayscale calibration images along the top and bottom of the MPD for ensuring all
shades of the video underlay are easily visible with the current VID page options and MPD brightness/mode
settings.
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[AH-64D] DCS
Video Select (VSEL) Format

Pressing the VSEL button (VAB T6) displays the VID page in Video Select format. Pressing the VSEL button a
second time returns the VID page to standard format. The Video Select format allows the crewmember to view
the selected video underlay in a decluttered video/symbology format.
1. View Aspect
2. Sharpness
1. View Aspect. Sets the video aspect for any video underlay displayed on the MPD.
• VIEW – W. Video underlay will be displayed in Wide aspect. All video will be seen but with significant
blank space above and below the video boundaries.
• VIEW – N. Video underlay will be displayed in Normal aspect. Some video area will not be seen beyond
the left and right MPD boundaries.
• VIEW – Z. Video underlay will be displayed in Zoom aspect. Enlarges the source video but does not
increase resolution. Some video area will not be seen beyond the MPD boundaries.
2. Sharpness. Adjusts the sharpness of the video underlay. Increasing the sharpness improves detection of
fine details but also increases the intensity of video noise.
Video Cassette Recorder (VCR) Page

The VCR page is not implemented.
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Data Management System (DMS) Page

The DMS page allows the aircrew to view advisory messages and system faults. Additional DMS sub-pages may
be accessed from this page for diagnostic and maintenance functions.
1. FAULT sub-page 2. IBIT sub-page 3. SHUT DOWN sub-page 4. VERS sub-page
5. DTU sub-page 6. UTIL sub-page
7. ADVISORIES Column 8. FAULTS Column
9. WCA sub-page
1. FAULT sub-page. Not implemented.

2. IBIT sub-page. Not implemented.
3. SHUT DOWN sub-page. Displays the DMS Shutdown sub-page.
4. VERS sub-page. Displays the DMS Version sub-page.
5. DTU sub-page. Not implemented.
6. UTIL sub-page. Displays the DMS Utility sub-page.
7. ADVISORIES Column. Displays current advisory messages.
8. FAULTS Column. Displays active system faults reported by the System Processor (SP).
9. WCA sub-page. Displays the DMS Warnings/Cautions/Advisories sub-page.
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DMS Shutdown (SHUT DOWN) Sub-page

The SHUT DOWN sub-page is used to ensure critical aircraft systems are properly powered down prior to
removing aircraft power altogether.
The Stabilator Position symbol is displayed on the SHUT DOWN sub-page in the same manner as the FLT page,
to allow the aircrew to determine when the stabilator has been properly zeroized prior to shutting down the
aircraft.
1. Master Off
2. FCR Power
5. Stabilator Position
3. TADS Power
4. PNVS Power
6. Mode 4 Hold
7. Modem Mode
8. DTU Mode 9. WCA sub-page
1. Master Off. Commands the FCR (if installed), TADS, and PNVS to shut down, and switches the DTU and
modem to STBY mode.
2. FCR Power. Enables/disables the FCR system components. Not shown if the FCR is not installed.
3. TADS Power. Enables/disables the TADS system components.
4. PNVS Power. Enables/disables the PNVS system components.
5. Stabilator Position. Displays the position of the stabilator when the stabilator is in Manual mode; the
symbol is not shown when the stabilator is in Automatic mode. The position is shown graphically on an arc
from 10° trailing edge up to -35° trailing edge down, with a small tick mark at 0°.
6. Mode 4 Hold. Prevents Mode 4 IFF codes from being zeroized following aircraft shutdown. (N/I)
7. Modem Mode. Toggles the modem between standby (STBY) and operational (OPER) mode.
8. DTU Mode. Toggles DTU between standby (STBY) and operational (OPER) mode. (N/I)
EAGLE DYNAMICS 175

DCS [AH-64D]
DMS Version (VERS) Sub-page

The Versions sub-page displays the current software versions within the various aircraft avionics systems.
1. Software
Versions Columns
2. Subsystems Select
1. Software Versions Columns. Displays the Line Replaceable Units (LRU) relevant to the selected
subsystems category along the bottom of the page.
• LRU. Displays the applicable LRU component.
• 1. Displays the software version of the corresponding LRU component.
• 2. Displays the software version of redundant LRU components, if applicable.
2. Subsystems Selection. Sets the avionics subsystems category for viewing relevant LRU software.
• SUBSYSTEMS – ACFT/COMM. Displays the software versions of environmental, electrical, and
communication systems.
• SUBSYSTEMS – WPN/SIGHT. Displays the software versions of weapon and sensor systems.
• SUBSYSTEMS – PROC/DMS. Displays the software versions of the aircraft processors.
• SUBSYSTEMS – NAV/ASE. Displays the software versions of the Flight Management Computer (FMC)
and the air data and defensive systems.
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[AH-64D] DCS
DMS Utility (UTIL) Sub-page

The Utility sub-page allows the aircrew to configure basic aircraft settings and access diagnostic functions. Most
functions on this page are not implemented.
1. BORESIGHT sub-page
2. DP Selection 5. Time Format
3. WP Selection 6. Time Input
4. HIADC Selection 7. Date Input
8. Tail Number Input
9. DMS Autopage
10. FTEST sub-page 11. TEST sub-page 12. ECS sub-page 13. WCA sub-page
1. BORESIGHT sub-page. Not implemented.

2. DP Select. Allows maintenance personnel to select the Display Processor mode of operation. Inhibited when
in the air (not weight on wheels). (N/I)
3. WP Select. Allows maintenance personnel to select the Weapon Processor mode of operation. Inhibited
when in the air (not weight on wheels). (N/I)
4. HIADC Select. Allows maintenance personnel to select the Airspeed and Direction Sensor (AADS) mode of
operation within the High Integrated Air Data Computer (HIADC). Inhibited when in the air (not weight on
wheels) or if the ENG POWER levers are not set to OFF. (N/I)
5. Time Format. Toggles the time format between LOCAL or ZULU (UTC) time.
6. System Time. Activates the KU for inputting the current Local or Zulu (UTC) time.
7. System Date. Activates the KU for inputting the current date (UTC).
8. Input Tail Number. Activates the KU for inputting the aircraft’s registration number. This number is used
when interfacing with diagnostic and maintenance equipment.
9. DMS Autopage (CPG only). Enables/disables autopaging by the Data Management System. This option
is only displayed within the CPG crewstation. DMS Autopaging cannot be disabled in the Pilot crewstation.
(See MPD Auto-paging for more information.)
10. FTEST sub-page. Not implemented.
11. TEST sub-page. Not implemented.
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DCS [AH-64D]
12. ECS sub-page. Not implemented.

DMS Warning/Caution/Advisory (WCA) Sub-page

The Warning/Caution/Advisory sub-page displays a list of all current and previous Warnings, Cautions and
Advisories that have occurred since the aircraft was powered on. Warnings are displayed in Red, Cautions are
displayed in Yellow, and Advisories are displayed in Green.
(See Enhanced Up-Front Display for more information.)
1. Unacknowledged
WCA Messages
2. Acknowledged
WCA Messages
3. Paging Buttons 4. Reset WCA History
1. Unacknowledged WCA Messages. WCA messages that have occurred (or re-occurred) since the WCA
history has been reset (VAB B4) are displayed in inverse video. This allows a crewmember to review
messages that may have been displayed on the EUFD very briefly or intermittently but were not seen prior
to their removal.
2. Acknowledged WCA Messages. WCA messages that have been acknowledged by resetting the WCA
history (VAB B4) are displayed in normal video.
3. Paging Buttons. If the WCA history exceeds 30 messages (up to a maximum of 128), additional pages will
be available for selection using paging buttons (VAB B2 and B3). If the WCA history is less than 30, the
paging buttons will not be displayed.
4. Reset. Resets the WCA history and sets all messages currently displayed in inverse video to normal video.
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[AH-64D] DCS
FLIGHT MANAGEMENT COMPUTER (FMC)

The AH-64D incorporates a Flight Management Computer (FMC) that can electronically command movement to
the flight control servo-actuators for reduced pilot workload and accurate weapons delivery. The FMC also
provides stabilator scheduling based on collective position and longitudinal calibrated airspeed; and Back-Up
Control System (BUCS) functionality in case of jams or severances within the cockpit flight controls.
The FMC’s three primary functions regarding aircraft control are Stability
Augmentation, Command Augmentation, and Hold mode functionality. The Stability
and Command Augmentation Systems (collectively referred to as “SCAS”) are always
active within the FMC channels, however each FMC channel may be individually
enabled/disabled via the Aircraft Utility (UTIL) page. Alternatively, all FMC channels
may be disabled immediately using the FMC Release “pinkie” button on the Cyclic Grip
in either crewstation.
The cyclic, collective, and pedals in each cockpit utilize a collection of sensors called
Linear Variable Differential Transducers (LVDT) to measure the position and
movement of each flight control axis and relay these movements to the FMC. These
movements are used by the FMC to process SCAS commands to the flight controls
during normal operations, or to provide full “fly-by-wire” flight control functions during
an emergency when in BUCS mode. FMC Release Button
Each FMC channel corresponds to an individual hydromechanical servo-actuator that manipulates the main or tail
rotor swashplate assemblies; and each of these servo-actuators includes an electronically commanded hydraulic
valve. This valve can be commanded by the FMC to initiate movement of the servo-actuator control linkage to
the swashplate independently of, or in conjunction with, direct mechanical inputs from the flight controls within
the crewstations. The component within each servo-actuator that initiates these control movements is referred
to as the “SAS sleeve”, and each possesses a limited range of motion to provide SCAS and hold mode functionality
(±10% authority in all axes except the pitch axis, which is +20% forward and -10% aft authority).
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DCS [AH-64D]
The FMC commands the flight control servo-actuators based on the following:
• Flight control inputs as reported through the Linear Variable Differential Transducers (LVDT)
• Aircraft rate information from the EGI’s
• Helicopter Air Data System (HADS)
• Radar altimeter
• Pitot and static port pressure sensors
The FMC can only command movement to the servo-actuators via the SAS sleeves through the Primary hydraulic
system. Therefore, if the Primary hydraulic system fails or loses pressure, the aircraft can still be flown using the
Utility hydraulic system, but without the stability and augmentation the FMC provides; nor will hold modes or
BUCS be available.
When flying from the cockpit, the Controls Indicator may be displayed by pressing [RCtrl]+[Enter] to view a
visual representation of the flight control positions and their behavior, as commanded by the FMC. (See the DCS
Fundamentals chapter for more information.)
Stability Augmentation System

The Stability Augmentation System (SAS) function of the FMC provides a stable aircraft for reduced pilot workload
and increased weapons delivery accuracy. SAS is active in each FMC control axis that is enabled via the Utility
(UTIL) page any time the force trim release on the Cyclic Grip is not pressed. SAS inputs are limited by the
authority of the SAS sleeves within each flight control servo-actuator (±10% authority in all axes except the pitch
axis, which is +20% forward and -10% aft authority).
When necessary, the FMC commands movement of the SAS sleeves within the applicable flight control servo-
actuator(s) to provide the following:
• Yaw rate damping <40 knots ground speed. When accelerating, yaw rate damping will be present until
ground speed is ≥40 knots. When decelerating from ground speeds ≥40 knots, yaw rate damping
won’t return until ground speed is <30 knots.
• Turn coordination ≥40 knots ground speed. When decelerating from ground speeds ≥40 knots, turn
coordination will be present until ground speed is <30 knots. When accelerating, turn coordination
won’t return until ground speed is ≥40 knots.
• Lateral (roll) and Longitudinal (pitch) rate damping at all speeds.
• Atmospheric upset damping.
Rate damping minimizes attitude oscillations within the respective pitch, roll and yaw axes, but will not prevent
attitude drift from the force trimmed positions of the flight controls. Atmospheric upset damping reduces the
effect of atmospheric disturbances (such as turbulence) from affecting the aircraft's flight path.
The EGI inertial measurements provide airframe movements/rates to the FMC, which compares the EGI data to
the flight control LVDTs. If there are no changes in the flight control positions, the FMC commands the respective
servo-actuator SAS sleeves to counter the un-commanded movements.
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[AH-64D] DCS
Command Augmentation System

The Command Augmentation System (CAS) function of the FMC provides an immediate and uniform aircraft
response at all longitudinal airspeeds. CAS is active in each FMC control axis that is enabled via the Utility (UTIL)
page. CAS input limitations are the same as SAS (±10% authority in all axes except the pitch axis, which is +20%
forward and -10% aft authority).
When a control input is made, the FMC detects the flight control movement in the respective LVDT axis (or axes)
and will command movement of the SAS sleeve within the applicable flight control servo-actuator(s). This provides
a “power steering” response to remove the lag effect of mechanical inputs into the flight control servo-actuators.
At lower longitudinal airspeeds, the amount of CAS input is proportionally increased to ensure the aircraft handling
remains consistent with flight at higher airspeeds.
CAS is disabled in the FMC Yaw channel when the aircraft is on the ground (determined by the weight-on-wheels
or “squat” switch). This prevents over-steering during ground taxi.
High Airspeed
Same input magnitude
Additional input from CAS
Low Airspeed
Command Augmentation at different airspeeds
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DCS [AH-64D]
Force Trim & “Breakout” Values

The Cyclic Grip includes the Force Trim/Hold Mode switch. When this R Force Trim Release
4-way switch is pressed to the forward R (Release) position, the force
trim magnetic brakes on the cyclic and pedals are released. This
AL Altitude Hold
position is analogous to pressing the “force trim interrupt” button in AT Attitude Hold
other helicopters. The force trim release in the AH-64D serves three
purposes in flight:
D Disengage Hold Modes
• Disengages the magnetic brakes of the force trim system
on the cyclic and pedals.
• Temporarily disengages any active hold modes that are
currently engaged in the pitch, roll, and yaw axes and
(while pressed) allows the SAS sleeves to re-center within
the respective servo-actuators.
• Sets new reference values of pitch, roll, heading, sideslip,
velocity, or position; depending on what Attitude Hold
modes/sub-modes are active at any given time. Force Trim/Hold Mode Switch
When the Force Trim/Hold Mode switch is pressed to the left AT position, Attitude Hold is enabled, and will enter
one of three sub-modes based on current ground speed (see Attitude Hold for more information). A subsequent
press to the left AT position will disable the Attitude Hold.
When the Force Trim/Hold Mode switch is pressed to the right AL position, Altitude Hold is enabled (if within
vertical speed parameters), and will enter one of two sub-modes based on current ground speed and altitude
above ground level (see Altitude Hold for more information). A subsequent press to the left AT position will disable
the Attitude Hold.
When the Force Trim/Hold Mode switch is pressed to the aft D position, Attitude Hold and Altitude Hold modes
will be disabled.
Any time the force trim release is pressed, Attitude Hold (if enabled) and Heading Hold (always enabled) will be
temporarily disengaged. When the force trim release is no longer pressed, these hold modes will attempt to re-
engage and “capture” new reference values to hold, based on the sub-mode within which they are operating.
Even if the force trim release is not pressed, a “breakout” value within each flight control axis of the cyclic and
pedals allows the pilot to “fly through” the hold modes. These breakout values do not disable the hold modes
altogether but will temporarily disengage their function, and the SAS sleeves in the corresponding flight control
servo-actuators will no longer hold the commanded reference value(s) until the conditions for hold mode re-
engagement are met.
Hold Modes
The hold modes are designed to provide limited hands-off flight and decrease pilot workload. Like the SAS and
CAS functions of the FMC, the hold modes utilize the same SAS sleeves within the servo-actuators to affect the
aircraft flight controls. As such, they are subject to the same limited control authorities (±10% in roll, yaw and
collective; +20% and -10% in pitch) and are not autopilot functions.
To best utilize the FMC hold mode functionality, the pilot should first fly the aircraft to a stable, force-trimmed
state. Once the aircraft is set at the desired flight condition, engage the desired hold mode(s).
Although there are only two Hold mode selections that can be made by the pilot (enabling/disabling the Attitude
Hold or the Altitude Hold), the Hold modes themselves include multiple sub-modes within each flight control axis
that are contextually selected by the FMC based on the specific flight conditions within which the aircraft is being
operated. As a whole, this can be considered a “task”-based approach to sub-mode selection, in which the FMC
selects the best sub-modes in the applicable flight control axes to achieve the level of flight control assistance
requested by the pilot. This is distinct from manual selection of hold sub-modes, which would require additional
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[AH-64D] DCS
interaction by the pilot to manage the hold modes themselves as flight conditions changed, counter to the original
purpose of reducing pilot workload.
Each sub-mode within the corresponding flight control axis is mutually exclusive, meaning that only one sub-
mode can be active within a flight control axis at any given time. The applicable hold sub-modes within each FMC
axis are shown below.
Attitude (AT) Hold sub-modes Heading Hold sub-modes Altitude Hold (AL) sub-modes
Pitch and Roll axes. Yaw axis only. Collective axis only.
• Attitude Hold • Heading Hold • Barometric Altitude Hold
• Velocity Hold • Turn Coordination • Radar Altitude Hold
• Position Hold (SAS function)
Heading Hold is distinct in that it is always active and cannot be enabled/disabled independently of the yaw axis
itself. In addition, Turn Coordination, although it is a SAS function and not a hold sub-mode, is always enabled
along with Heading Hold, and will be referenced in the following sections. However, like the sub-modes in the
other axes, Heading Hold and Turn Coordination are mutually exclusive and are automatically selected by the
FMC based on flight conditions.
With regard to sub-mode selection, the pilot should not adjust the flight conditions to force the FMC to utilize one
hold mode over the other. Rather, the pilot should understand the unique flight control requirements that exist
under various flight conditions which lead to the FMC’s logic in selecting the most appropriate sub-mode that
should be utilized at any given time. The pilot only needs to enable hold mode assistance using the Force
Trim/Hold Mode switch, and the appropriate hold sub-mode will assist the pilot in performing the current task,
provided the force trim is not being depressed and the flight controls are within their respective breakout values.
As an example of this concept, the Attitude Hold will enter one of its three sub-modes based on the ground speed
of the aircraft.
• If the aircraft is ≤5 knots ground speed, the FMC will select Position Hold. The FMC will attempt to hold a
hover over a fixed position on the ground since such a flight condition would most likely only exist if the
pilot was attempting to do so.
• If the aircraft is >5 knots but <40 knots ground speed, the FMC will select Velocity Hold sub-mode. In this
instance, the FMC will attempt to maintain the current velocity and direction across the surface since such
a flight condition would most likely only exist if the pilot was attempting to perform low-speed flight at a
constant speed and direction (possibly even sideways or backwards) between battle positions or when
maneuvering near obstacles at low altitude.
As a helicopter’s attitude directly affects its velocity and direction, maintaining a constant attitude will result
in a constant velocity and direction; however, when operating at speeds below 40 knots the main rotor wash
and flight direction may produce different airflow effects across different portions of the airframe, which
may be exacerbated by local surface winds. As a result of these influences and flight maneuver requirements,
the FMC uses the velocity and direction as its reference instead of simply the pitch/bank attitude.
• If the aircraft is ≥40 knots ground speed, the FMC will select Attitude Hold sub-mode. When performing
flight above 40 knots, the pilot is most likely performing forward “cruise” flight since sideways flight with
excessive sideslip at such speeds would be quite hazardous for safe aircraft operation. As such, the FMC will
attempt to maintain the pitch and roll attitudes to maintain the cruise flight condition.
If in a turn, the FMC will maintain the current bank angle to continue the turn. If the bank angle is <3°, the
FMC assumes the pilot intends to maintain level flight and will auto-level the aircraft to 0° bank angle. The
pitch angle will also be maintained by the FMC, which in turn will maintain the aircraft velocity since a
helicopter’s pitch attitude directly affects its velocity in forward flight, but is not subject to the same airflow
disturbances when compared to low speeds.
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DCS [AH-64D]
When Attitude Hold is enabled, a box will be placed around the airspeed indicator in the HDU Flight symbology
and on the FLT page; and the “ATTITUDE HOLD” advisory will be displayed on the EUFD.
Attitude Hold Indicator Altitude Hold Indicator
When Altitude Hold is enabled, a “home plate” box will be placed around the VSI indicator in the HDU Flight
symbology and on the FLT page; and either the “RAD ALT HOLD” or the “BAR ALT HOLD” advisory will be
displayed on the EUFD, depending on what Altitude Hold sub-mode is entered.
Hold Mode Advisories
Any time the Attitude Hold or Altitude Hold are disabled using the Force Trim/Hold Mode switch, the hold mode
indicators within the HMD symbology and on the FLT page will flash and an audio tone will alert the crew that a
hold mode has been deactivated.
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[AH-64D] DCS
Heading Hold & Turn Coordination Sub-modes

The FMC Yaw channel operates within two SAS sub-modes: Yaw Damping and Turn Coordination. Either of these
sub-modes are enabled any time FMC Yaw channel is turned on, depending on the measured ground speed of
the aircraft. In addition, the FMC Yaw channel may also operate in a Heading Hold mode. None of these modes
may be disabled; however, condition-based logic will determine within which sub-mode the Yaw channel is
operating, and whether that sub-mode is engaged or disengaged from affecting the flight control servo-actuators
at any given time.
The primary condition that determines which sub-mode is enabled is the helicopter’s ground speed, and in
addition whether Attitude Hold is enabled. If the ground speed is <40 knots, Heading Hold or Yaw Damping sub-
mode is enabled. If the ground speed is ≥40 knots, Turn Coordination is enabled. If the ground speed is ≥40
knots and Attitude Hold is enabled, the sub-mode may switch between Heading Hold and Turn Coordination,
based on criteria described below.
The “breakout values” within the Yaw channel become incrementally larger with forward speed. The purpose
behind this is to desensitize the pedals to prevent disengaging the Heading Hold during cruise flight.
Heading Hold
Heading Hold assists the pilot in maintaining the magnetic heading reference. If the force trim release is pressed,
Heading Hold is disengaged and the FMC Yaw channel will only provide command augmentation. When the pilot
stops pressing the force trim release and the parameters for Heading Hold engagement are met, the FMC will
update the Heading Hold reference to the current magnetic heading and engage Heading Hold.
If Attitude Hold is disabled, Heading Hold will engage when all of the following conditions are true:
• One second has elapsed since Heading Hold was disengaged
• The helicopter is off the weight-on-wheels (“squat”) switch
• Ground speed <40 knots
• Pedal displacement ≤3% in yaw axis from the force trim reference position
• Force trim release is not pressed
• Yaw rate <3° per second
Ground Speed <40 knots
5 kt 30 kt 40 kt
≤3% pedal displacement Force trim not pressed Yaw rate <3° per second
from force trim position
Heading Hold engagement (Attitude Hold disabled)
EAGLE DYNAMICS 185

DCS [AH-64D]
If Attitude Hold is enabled in Position or Velocity sub-modes, Heading Hold will engage when all of the
following conditions are true:
• Pedal displacement ≤3% in yaw axis from the force trim reference position in Position Hold sub-mode
or ≤6% in yaw axis from the force trim reference position in Velocity Hold sub-mode
• Force trim release is not pressed
• Yaw rate <3° per second
Heading Hold engagement (Position Hold enabled)
Heading Hold engagement (Velocity Hold enabled)
Heading Hold will engage under certain conditions if Attitude Hold is enabled and in Attitude Hold sub-mode, but
this logic is inter-woven along with Turn Coordination and is described below.
Turn Coordination Sub-mode
Turn Coordination sub-mode assists the pilot in maintaining the sideslip angle, and is a function of roll attitude,
airspeed, and sideslip. Sideslip angle is a derived quantity based on inertial velocity as opposed to air data. This
method of determining sideslip angle provides more stable and reliable sideslip information than can be obtained
from an air data sensor. If the force trim release switch is pressed, Turn Coordination is disengaged, and the
FMC Yaw channel will only provide command augmentation and rate damping. When the pilot stops pressing the
force trim release switch, the FMC will update the Turn Coordination sideslip angle reference to the current trim
ball position.
186
[AH-64D] DCS
If Attitude Hold is disabled, Turn Coordination will engage when all of the following conditions are true:
• Ground speed ≥40 knots
• Force trim is not pressed
Ground Speed ≥40 knots
5 kt 30 kt 40 kt
≤9% pedal displacement from Force trim not pressed

force trim position
Turn Coordination engagement (Attitude Hold disabled)
If Attitude Hold is enabled with ground speed ≥40 knots, Turn Coordination will switch to Heading Hold when
all of the following conditions are true:
• Cyclic displacement ≤2.25% in roll axis from the force trim position
• Roll (bank) angle is ≤3° from level attitude
≤9% pedal displacement from ≤2.25% roll from Force trim not pressed Roll angle ≤3° from level
force trim position force trim position
Turn Coordination switches to Heading Hold (Attitude Hold enabled)
EAGLE DYNAMICS 187

DCS [AH-64D]
If Attitude Hold is enabled with ground speed ≥40 knots, Heading Hold will revert to Turn Coordination if any
of the following conditions are true:
• Pedal displacement >9% in yaw axis from the force trim reference position
• Cyclic displacement >2.25% in roll axis from the force trim position
• Roll (bank) angle is >7° from level attitude
• Force Trim is pressed
or or or
>9% pedal displacement from >2.25% roll from Force trim pressed Roll angle >7° from level
force trim position force trim position
Heading Hold reverts to Turn Coordination (Attitude Hold enabled)
Attitude Hold & Position/Velocity Hold Sub-modes

The FMC Pitch and Roll channels operate with Attitude Hold and two additional sub-modes: Position Hold and
Velocity Hold. Only one of these three sub-modes can be activated at any given time, only when the Attitude
Hold is activated using the Force Trim/Hold Mode switch when pressed to the Left/AT position, and only when
the FMC Pitch and Roll channels are turned on. Condition-based logic will determine which sub-mode the
Pitch/Roll channels are using, and whether that sub-mode is engaged or disengaged from affecting the flight
control servo-actuators at any given time.
The condition that determines which Attitude Hold sub-mode the Pitch/Roll channels operate within is the
helicopter’s ground speed. If the ground speed is ≤5 knots, Position Hold sub-mode is activated. If the ground
speed is >5 knots but <40 knots, Velocity Hold sub-mode is activated. If ground speed is ≥40 knots, Attitude
Hold sub-mode will be activated.
Position Hold
Velocity Hold Attitude Hold
5 kt 30 kt 40 kt
Attitude Hold enabled Ground Speed
Attitude Hold Sub-modes
Attitude Hold may be activated while still on the ground, however it will not engage in any sub-mode until the
helicopter is off the weight-on-wheels (“squat”) switch.
188
[AH-64D] DCS
Position Hold Sub-mode

When Position Hold sub-mode is engaged, the FMC will use velocities provided by the EGI to approximate and
maintain its position. If the pilot presses the force trim, or displaces the cyclic beyond the breakout values in
pitch or roll (2.5% in the pitch axis or 2.25% in the roll axis) without pressing the force trim, Position Hold will
disengage and the SAS will revert to rate damping only. Once the cyclic is returned within the breakout values
and the force trim is no longer pressed, the aircraft’s current position will be captured as the new reference
position, Position Hold will re-engage, and the FMC will command SAS sleeve inputs into the Pitch and Roll servo-
actuators to maintain the aircraft over the reference position.
To re-position the helicopter and set a new position reference, the pilot should press and hold the force trim
release switch, translate the helicopter to the desired location, and then stop pressing the force trim release
switch when a stable hover has been established. Pressing the force trim release switch is not necessary if the
cyclic position exceeds the breakout values, however pressing and holding the force trim will allow the SAS
sleeves to center themselves within their respective axes, ensuring maximum authority in each direction when
Position Hold is re-engaged. If the pilot accelerates the aircraft above 5 knots ground speed and then returns the
cyclic within the breakout values and stops pressing the force trim, Velocity Hold sub-mode will be entered.
Since Position Hold is only engaged when ground speed is ≤5 knots while the force trim release switch is not
pressed, Heading Hold will also be active in the FMC Yaw axis while operating in this sub-mode. However, if the
pedals are displaced ≥3% from the force trim reference position, Heading Hold will disengage and will only re-
engage given the conditions listed in the Heading Hold & Turn Coordination Sub-modes description.
Velocity Hold Sub-mode
When Velocity Hold sub-mode is engaged, the FMC will use inertial velocities provided by the EGI to maintain a
2-dimensional velocity and in the horizontal plane. If the pilot presses the force trim, or displaces the cyclic
beyond the breakout values in pitch or roll (2.5% in the pitch axis or 2.25% in the roll axis) without pressing the
force trim, Velocity Hold will disengage and the SAS will revert to rate damping only. Once the cyclic is returned
within the breakout values and the force trim is no longer pressed, the aircraft’s current velocity and vector will
be captured as the new reference velocity, Velocity Hold will re-engage, and the FMC will command SAS sleeve
inputs into the Pitch and Roll servo-actuators to maintain the current velocity and relative direction over the
ground.
To establish a new velocity and/or vector reference, the pilot should press and hold the force trim release switch,
adjust the flight controls to attain the desired velocity and vector, and then stop pressing the force trim release
switch when a stable flight condition has been established. Pressing the force trim release switch is not necessary
if the cyclic position exceeds the breakout values, however pressing and holding the force trim will allow the SAS
sleeves to center themselves within their respective axes, ensuring maximum authority in each direction when
Velocity Hold is re-engaged. If the pilot accelerates the aircraft to 40 knots ground speed or greater and then
returns the cyclic within the breakout values and stops pressing the force trim, Attitude Hold sub-mode will be
entered. If the pilot decelerates the aircraft to 5 knots ground speed or less and then returns the cyclic within
the breakout values and stops pressing the force trim, Position Hold sub-mode will be entered.
Since Velocity Hold is only engaged when ground speed is >5 knots and <40 knots while the force trim release
switch is not pressed, Heading Hold will also be active in the FMC Yaw axis while operating in this sub-mode.
However, if pedals are displaced ≥6% from the force trim reference position, Heading Hold will disengage and
will only re-engage given the conditions listed in the Heading Hold & Turn Coordination Sub-modes description.
Attitude Hold
When Attitude Hold sub-mode is engaged, the FMC will use rates and attitudes provided by the EGI to maintain
a pitch and roll attitude. If the pilot presses the force trim, or displaces the cyclic beyond the breakout values in
pitch or roll (2.5% in the pitch axis or 2.25% in the roll axis) without pressing the force trim, Attitude Hold will
disengage and the SAS will revert to rate damping only. However, unlike Position or Velocity Hold submodes,
Attitude Hold will only disengage in the respective axis in which a breakout value has been exceeded.
As an example, if the pilot displaces the cyclic >2.25% in the Roll axis only, the FMC will disengage Attitude Hold
in the Roll servo-actuator only, but still provide SAS rate damping functions for that actuator. The FMC will
continue to maintain the referenced pitch attitude by commanding movement to the SAS sleeve within the Pitch
servo-actuator. Once the cyclic is returned within the breakout values, the aircraft’s current pitch and/or roll
EAGLE DYNAMICS 189

DCS [AH-64D]
attitude will be captured as the new reference attitude, Attitude Hold will re-engage in the respective axis, and
the FMC will command SAS sleeve inputs into the Pitch and Roll servo-actuators to maintain the current pitch and
roll attitude. However, if the roll reference is <3° from a level roll attitude, the bank angle will be commanded to
0° and the aircraft will auto-level.
This axis-specific breakout logic allows a pilot to adjust the airspeed or bank angle without disengaging the other
axis being commanded by the FMC in Attitude Hold sub-mode, or by pressing the force trim. This can be
convenient for flying an orbit or navigating a route at cruise speeds.
To establish a new attitude reference, the pilot should press and hold the force trim release switch, adjust the
flight controls to attain the desired attitude, and then stop pressing the force trim release switch when a stable
flight condition has been established. Pressing the force trim release switch is not necessary if the cyclic position
exceeds the breakout values, however pressing and holding the force trim will allow the SAS sleeves to center
themselves within their respective axes, ensuring maximum authority in each direction when Attitude Hold is re-
engaged.
If the ground speed decreases below 40 knots but remains above 30 knots, and the pilot does not displace the
cyclic beyond its breakout values nor press the force trim, Attitude Hold will be maintained and will not enter
Velocity Hold sub-mode.
Force trim not pressed 5 kt 30 kt 40 kt
Attitude Hold Sub-mode maintained if force trim is not pressed
However, if the pilot displaces the cyclic beyond its breakout values and then returns the cyclic within the breakout
values while still below 40 knots ground speed, Velocity Hold sub-mode will be entered. Likewise, if the ground
speed decreases below 40 knots but above 30 knots and the pilot presses the force trim prior to accelerating
back to 40 knots ground speed or greater, Velocity Hold will be entered.
Force trim pressed/released 5 kt 30 kt 40 kt
Velocity Hold Sub-mode entered if force trim is pressed <40 knots
190
[AH-64D] DCS
If the ground speed decreases below 30 knots ground speed, Velocity Hold will be entered regardless of
whether the pilot has displaced the cyclic beyond its breakout values or pressed the force trim.
Force trim pressed/released 5 kt 30 kt 40 kt
Velocity Hold Sub-mode entered <30 knots
Heading Hold or Turn Coordination will also be active in the FMC Yaw axis while operating in Attitude Hold sub-
mode, subject to the logic described in the Heading Hold & Turn Coordination Sub-modes description.
Attitude Hold will engage when all the following conditions are true:
• The helicopter is off the weight-on-wheels (“squat”) switch
• Cyclic displacement ≤2.25% in roll and ≤2.5% in pitch from the force trim reference position
• Roll attitude <±60° and Pitch attitude <±30°
• Pitch and Roll rates <5° per second (Attitude Hold sub-mode only)
Roll angle ±60° Pitch angle ±30°
≤2.25% roll and ≤2.5% pitch

Roll rate <5° per second Pitch rate <5° per second Force trim not pressed
(Attitude Hold sub-mode only) (Attitude Hold sub-mode only)
Attitude Hold Engagement
EAGLE DYNAMICS 191

DCS [AH-64D]
Altitude Hold Modes

The FMC Collective channel operates within two hold sub-modes: Radar Altitude Hold and
Barometric Altitude Hold. Only one of these sub-modes can be engaged at any given time,
and only when the Altitude Hold is activated using the Force Trim/Hold Mode switch when
pressed to the Right/AL position, and only when the FMC Collective channel is turned on.
Condition-based logic will determine which sub-mode the Collective channel is using, and
whether that sub-mode is engaged or disengaged from affecting the flight control servo-
actuators at any given time.
The conditions that primarily determine which Altitude Hold sub-mode the Collective channel
operates within is the helicopter’s ground speed and the radar altimeter. If the ground speed Altitude Hold
is <40 knots and the radar altitude is ≤1,428 feet AGL, Radar Altitude Hold sub-mode will enabled
be activated. If the ground speed is ≥ 40 knots or the radar altitude is >1,428 feet AGL,
Barometric Altitude Hold sub-mode is activated. Additional logic governing the activation or de-activation of these
sub-modes are listed below.
Radar Altitude Hold Sub-Mode
Radar Altitude Hold is not a terrain following mode. It provides distance from the ground directly below the
aircraft and does not provide any approaching terrain variation information.
Radar Altitude Hold may only be engaged when all of the following conditions are true:
• Ground speed <40 knots
• Altitude is ≤1,428 feet above ground level (AGL)
• Vertical velocity is ≤100 feet per minute
• The radar altimeter is powered on and operational
Ground Speed <40 knots
5 kt 30 kt 40 kt
Altitude ≤1,428 ft AGL Vertical Velocity ≤100 fpm Radar Altimeter On
Radar Altitude Hold Engagement
192
[AH-64D] DCS
Radar Altitude Hold is automatically disengaged when any of the following conditions are true:
• Pilot displaces the collective >4% from the reference position (collective position at the time Radar
Altitude Hold mode is activated)
• Either engine torque (TQ) >100%
• Either engine Turbine Gas Temperature (TGT) >867° C
• Rotor speed (NR) is <97% or >104%
• The radar altimeter is turned off or has failed
or °C
TQ
Engine 1 or 2 Torque >100% Engine 1 or 2 TGT >867 °C
or
>4% collective displacement

from reference position or
!
RPM
NR <97% or >104% Radar Altimeter Off/Failed
Radar Altitude Hold Disengagement
Barometric Altitude Hold Sub-Mode

Barometric Altitude Hold can only be activated when both of the following conditions are true:
• If conditions for Radar Altitude Hold sub-mode activation cannot be met
• Vertical velocity is within the limits below as determined by aircraft ground speed:
o If ground speed is <40 knots, vertical velocity is ≤200 feet per minute
o From 40 to 160 knots ground speed, the vertical velocity rate limit increases linearly from
±200 feet per minute at 40 knots to ±400 feet per minute at 160 knots. (Example: at 100
knots ground speed, the vertical velocity rate limit must be ≤300 feet per minute)
±200 fpm ±300 fpm ±400 fpm
Vertical Velocity Within Limits

5 kt 40 kt 100 kt 160 kt 200 kt
Barometric Altitude Hold Engagement
EAGLE DYNAMICS 193

DCS [AH-64D]
Barometric Altitude Hold is automatically disengaged when any of the following conditions are true:
• Pilot displaces the collective >4% from the reference position (collective position at the time Radar
Altitude Hold mode is activated)
• Either engine torque (TQ) >100%
• Either engine Turbine Gas Temperature (TGT) >867° C
• Rotor speed (NR) is <97% or >104%
or
TQ
Engine 1 or 2 Torque >100%
or
RPM
NR <97% or >104%
>4% collective displacement
from reference position
°C or
Engine 1 or 2 TGT >867 °C
Barometric Altitude Hold Disengagement
194
[AH-64D] DCS
Flight Control Advisories

Since the SAS sleeve within each servo-actuator possesses a limited authority to affect the flight controls (±10%
authority in all axes except the pitch axis, which is +20% forward and -10% aft authority), if a hold mode is
engaged and the SAS sleeve has reached the limit of its authority, the SAS sleeve is described as “saturated”. If
the saturation condition persists, the FMC’s ability to maintain the reference values of pitch, roll, heading, sideslip,
velocity, or position will be degraded. Any time one or more servo-actuator has become saturated, a brief Flight
Control audio tone will be heard and an advisory will be displayed on the EUFD to alert the crew.
SAS Saturation Advisory
The Flight Control audio tone will sound with an associated EUFD advisory when the criteria listed below is met
for each respective sub-mode:
• If in Attitude Hold sub-mode, the SAS SATURATED advisory will be presented to the crew after 90 seconds
of continuous saturation within the Pitch, Roll or Collective axes or 10 seconds of continuous saturation
within the Yaw axis.
• If in Velocity Hold sub-mode, the SAS SATURATED advisory will be presented to the crew after 2 seconds
of continuous saturation within the Pitch, Roll or Collective axes or 7 seconds of continuous saturation within
the Yaw axis.
• If in Position Hold sub-mode, the SAS SATURATED advisory will be presented to the crew after 1 second of
continuous saturation within the Pitch, Roll or Collective axes or 5 seconds of continuous saturation within
the Yaw axis.
• If in Position Hold sub-mode, the HOVER DRIFT advisory will be presented to the crew if the aircraft drifts
greater than 48 feet (one rotor diameter) from the reference position.
• If in Barometric Altitude Hold, the ALTITUDE DRIFT advisory will be presented to the crew if the aircraft
drifts greater than ±100 feet from the reference altitude.
• If in Radar Altitude Hold, the ALTITUDE DRIFT advisory will be presented to the crew if the aircraft drifts
greater than ±5 feet from the reference altitude at 10 feet, increasing to ±100 feet at 1,400 feet altitude.
When the pilot presses the force trim release (which also interrupts any hold modes that are enabled in the FMC
Pitch, Roll and/or Yaw channels), the SAS sleeves within the Pitch, Roll, and Yaw servo-actuators will return to
center within 3 to 5 seconds. While the SAS sleeve is moving to center, it will continue to provide command
augmentation to ensure an immediate and uniform flight control response.
During sideward flight or hovering flight with high crosswinds without the force trim pressed, a SAS SATURATED
advisory and Flight Control audio tone may be presented to the crew. Under these conditions, the relative wind
from sideward flight or high crosswinds will apply force to the vertical tail, creating a weathervane effect in which
the nose will turn into the wind. The FMC will attempt to compensate for this weathervane effect while in Heading
Hold sub-mode, which may result in saturation of the SAS sleeve within the Yaw servo-actuator.
EAGLE DYNAMICS 195

DCS [AH-64D]
PROCEDURES
PROCEDURES
196
US Army photo
by SGT Daniel Schroeder
[AH-64D] DCS
It is recommended that the Flight Management Computer (FMC) section within the AH-64D chapter is reviewed
prior to reading through the various flight maneuvers within this chapter.
Throughout this chapter, attitude references within the maneuver descriptions will be based on the assumption
that the pitch ladder has remained un-biased. (see MPD Flight (FLT) page for more information.)
When describing cockpit controls or specific tasks performed in each crewstation, the following symbols will be
used to denote each crewstation or cockpit control effects between the crewstations.
©
PLT Denotes a task that is performed by the Pilot.
©
CPG Denotes a task that is performed by the Copilot/Gunner.
©
PLT / CPG Denotes a task that may be performed by either crewmember.
©
PLT & CPG Denotes a task that is performed by both crewmembers.
© Denotes a cockpit control, option, or setting that is “common” between crewstations. A change
performed in one crewstation will affect both crewstations. Any item that does not have this symbol is
“independent” between crewstations.
“Pilot” Denotes the crewmember occupying the aft crewstation.
“pilot” Denotes the crewmember manipulating the aircraft flight controls in the conduct of performing a
specific flight maneuver.
EAGLE DYNAMICS 197

DCS [AH-64D]
AIRCRAFT START
The AH-64 was designed to be operated from a “field environment” away from established ground support
infrastructure or airfield facilities. Although it is equipped with external power and pneumatic air receptacles,
allowing it to be supported by Aviation Ground Power Units (AGPU) or other ground support equipment, the
primary method of starting the aircraft is via its integrated GTCP36-155 Auxiliary Power Unit (the same gas
turbine engine that powers the AGPU).
Once the APU is up to operating speed, the APU drive shaft mechanically engages the main transmission’s
accessory gearbox, which in turn powers the primary and utility hydraulic pumps and both AC generators. This
pressurizes the flight control servo-actuators and enables AC electrical power to be delivered to some aircraft
systems, including both Transformer Rectifier Units (TRU) which converts AC power to DC power. Once DC power
is supplied to the remainder of the electrical busses, all aircraft systems may be configured as necessary, and the
aircraft battery will be charged.
Prior to Starting APU

After an external preflight inspection and walk-around has been performed by the aircrew to ensure the aircraft
is flightworthy and all gear and equipment is properly secured within the storage bays, the aircrew enters their
respective crewstations. The seat harness restraints are secured and the crewmembers secure intercom cables
and electrical connectors that supply power to the IHU helmet-tracking sensors.
If not already performed during the preflight inspection, the aircrew inspects their crewstation to ensure all
switches and knobs are set appropriately prior to enabling electrical power and starting the APU.
Interior Checks (Pilot crewstation) PLT
1. Canopy door – Set as desired (open or intermediate position).
198
[AH-64D] DCS
Check the following on the Left Console:

2. EXT LT/INTR LT panel – Set NAV lights in 8 12
accordance with local procedures, ANTI-COL to
OFF, and interior lighting knobs as desired. 9 9
13
3. Power levers – OFF. 11
4. ENG START switches – OFF. 10

7
14
5. RTR BRK switch – OFF.
15
6 1
6. NVS MODE switch – OFF.
5 16
Check the following on the Keyboard Unit:
4 3
7. KU brightness knob – As desired.
Check the following on the Instrument Panel: 2
8. EUFD brightness knob – As desired.

9. MPD brightness and Mode knobs – As desired.
10. PARK BRAKE – Brakes set, PARK BRAKE handle is pulled outward.
11. Standby flight instruments – Check:
• Standby Attitude Indicator – Caged.
Check the following on the CMWS Control Panel:

12. CMWS Control Indicator PWR knob – OFF.
13. CMWS Control Panel – Set Switches as follows:
• ARM/SAFE switch – SAFE.
• CMWS/NAV switch – As appropriate.
• BYPASS/AUTO switch – As appropriate.
• JETTISON guarded switch – Down (cover closed).
Check the following on the Right Console:

14. COMM panel audio volume knobs – As desired.
15. COMM panel ICS switch and SENS knob – As desired.
16. Helmet Display Unit (HDU) – As desired.
Interior Checks (Copilot/Gunner crewstation) CPG
1. Canopy door – Set as desired (open or intermediate position).
Check the following on the Left Console:

2. INTR LT panel – As desired.
EAGLE DYNAMICS 199

DCS [AH-64D]
3. NVS MODE switch – OFF.

4. Power levers – OFF. 6
8
Check the following on the Keyboard Unit: 7 7
5. KU brightness knob – As desired.

9
1
5
10
Check the following on the Instrument Panel:
11
6. EUFD brightness knob – As desired.
4
7. MPD brightness and Mode knobs – As desired. 12
3
Check the following on the TEDAC handgrips: 2
8. TEDAC Right Handgrip LT switch – OFF.
Check the following on the Right Console:

9. COMM panel audio volume knobs – As desired.
10. COMM panel ICS switch and SENS knob – As desired.
11. PROCESSOR SELECT switch – AUTO.
12. Helmet Display Unit (HDU) – As desired.
Battery Checks
Once the interior checks are complete, perform the following:
1. PLT MSTR IGN switch – BATT (or EXT PWR if external power is to be used).
2. PLT TAIL WHEEL button – Verify locked; “UNLOCK” light is not illuminated.
3. PLT & CPG ICS system – Check to verify communications between crewstations.
4. PLT & CPG INTR LT PRESS-TO-TEST button – Press and hold; verify all signal lights illuminate.
5. PLT / CPG MSTR WARN, MSTR CAUT, and EUFD – Check for any malfunction indications.
6. PLT TEST switch held to position 1 – Both crewmembers check the following:
• “MSTR WARN” light – Flashing.
• ENG 1 FIRE, APU FIRE, and ENG 2 FIRE buttons – “FIRE” lights are illuminated.
• EUFD – “AFT DECK FIRE” warning message is displayed.
• Audio Warnings – “ENG 1 FIRE”, “APU FIRE”, “ENG 2 FIRE” and “AFT DECK FIRE” voice warning
messages are heard in sequence.
7. CPG TEST switch held to position 2 – Both crewmembers check the following:
• “MSTR WARN” light – Flashing.
• ENG 1 FIRE, APU FIRE, and ENG 2 FIRE buttons – “FIRE” lights are illuminated.
• PRI and RES buttons – “DISCH” lights are illuminated.
• EUFD – “AFT DECK FIRE” warning message is displayed.
• Audio Warnings – “ENG 1 FIRE”, “APU FIRE”, “ENG 2 FIRE” and “AFT DECK FIRE” voice warning
messages are heard in sequence.
200
[AH-64D] DCS
APU Start
When the APU button is pressed, a nitrogen pre-charge will force hydraulic fluid from the accumulator cylinder
to discharge through the APU starter, allowing the APU compressor to spool up to sufficient speed for combustion.
Once the APU has reached a sufficient speed for the gas generator to become self-sustaining, the APU starter
will disengage.
The APU start sequence is fully automatic and requires no additional action by the crew.
1. PLT APU button – Press and release to initiate APU start sequence.
2. PLT EUFD advisory column – Verify “APU ON” message is displayed.
3. PLT MSTR IGN switch – BATT (if external power was used prior to APU start).
After Starting APU

Once the APU has been started and the MPDs have initialized, perform the following:
1. PLT & CPG Canopy door – Close.
2. PLT / CPG DTU page – Select MASTER LOAD to upload DTC data to the aircraft systems. (N/I)
3. PLT & CPG Aircraft systems – Initialize and configure remaining options as appropriate for mission.
Initialize Aircraft Systems

After a Master Load has been completed on the DTU page, remaining options within each cockpit are configured
for the mission. This process is commonly referred to as a “DMS sweep”. A DMS sweep may be conducted in
accordance with crewmember preferences, but it is important to be consistent and coordinate with the other
crewmember to ensure any settings that are common between crewstations are agreed upon and the start-up
process is conducted in an efficient manner. (© Denotes “common” options or settings)
ASE page FM page UHF page XPNDR page
AUTOPAGE Threshold © FM1 POWER © GUARD © MODE Settings
© RLWR Power Setting RECEIVER © MODE 1 CODE
© RLWR VOICE Mode © MODE 2 CODE
© CHAFF MODE © MODE 3 CODE
© CHAFF Program © MODE 4 CODE Setting
© MODE S FLIGHT ID/ADDRESS
TSD page © ANT Setting
© REPLY Setting
SHOW Options (NAV/ATK)
THRT SHOW Options
COORD SHOW Options (NAV/ATK) COM page
© TIME Format © VHF PRI/STBY Frequency/Network
© SYSTEM TIME> © UHF PRI/STBY Frequency/Network
© RTE Options © FM1 PRI/STBY Frequency/Network
MAP Options © FM2 PRI/STBY Frequency/Network
© INST Options (if necessary)
UTIL page
WPN page
© ANTI-ICE MODE (AUTO/MANUAL)
GRAYSCALE (IHADSS BRT/CON) © ANTI-ICE Settings (Manual mode)
BORESIGHT (IHADSS)
© CHAN Settings (Channels 1-4)
© CODE Settings (LRFD/LST)
© LRFD Mode (FIRST/LAST)
GUN Settings (BURST/MODE)
FCR page FLT page FUEL page PERF page
RKT Settings (INVENTORY/QTY)
MSL Settings (TYPE/MODE/TRAJ) C SCP Setting © HI> © CHECK © PERF Modes
© MSL Channels (PRI/ALT) © MMA State © LO> MINUTES © PA> (MAX/PLAN)
ACQ Setting © PRIORITY © ALT> or PRES> © FAT> (MAX/PLAN)
MANRNG> SCHEME UNIT Options © GWT> (MAX/PLAN)
EAGLE DYNAMICS 201

DCS [AH-64D]
An example DMS sweep is shown as follows (settings that are common between crewstations will be annotated
by a © symbol):
1. PLT & CPG M (Menu) button – Press.
2. PLT & CPG ASE (VAB L3) – Select.
• AUTOPAGE (VAB R1) – Set as desired.
• UTIL (VAB T6) – Select.
o © RLWR Power (VAB R4) – Press.
o © RLWR VOICE (VAB R5) – Set as desired.
o © CHAFF MODE (VAB L1) – Set as desired.
o © CHAFF Program (VAB L2-L5) – Set as desired.
3. PLT & CPG TSD Button – Press.
• SHOW (VAB T3) – Select and configure NAV SHOW options.
o PHASE (VAB B2) – Select ATK and configure ATK phase SHOW options.
o THRT SHOW (VAB T5) – Select and configure THRT SHOW options.
o COORD SHOW (VAB T6) – Select and configure ATK phase COORD SHOW options.
o PHASE (VAB B2) – Select NAV and configure NAV phase COORD SHOW options.
o SHOW (VAB T3) – Deselect.
o © TIME (VAB R2) – Set Zulu/Local as desired.
o © SYSTEM TIME> (VAB R3) – Update Local time if necessary.
o UTIL (VAB T6) – Deselect.
• Scale (VAB R1 & R2) – Set as desired.
• CTR (VAB R3) – Set as desired.
• RTE (VAB B5) – Select.
o © RTM (VAB B6) – Select desired Route.
o © DIR (VAB L5) – Set to desired point, if necessary.
o RTE (VAB B5) – Deselect.
• MAP (VAB B4) – Select.
o TYPE (VAB L2) – Set as desired.
o COLOR BAND (VAB L4) – Set as desired.
o GRID (VAB T5) – Set as desired.
o ORIENT (VAB R5) – Set as desired.
o MAP (VAB B4) – Deselect.
• INST VAB (L1) – Select if the ADF is intended to be utilized for navigation.
o UTIL (VAB T6) – Select.
o © ADF (VAB B6) – Turn on ADF, if necessary.
o © Configure ADF as desired.
o UTIL (VAB T6) – Deselect.
o INST (VAB L1) – Deselect.
202
[AH-64D] DCS
4. PLT WPN Button – Press.

• GRAYSCALE (VAB L6) – Select.
• IHADSS BRT and CON knobs – Optimize HDU video (see Video Panel).
• GRAYSCALE (VAB L6) – Deselect.
• SYM knob - As desired (see Video Panel).
CPG WPN Button – Press.
• UTIL (VAB T6) – Press.
• TADS (VAB L4) – Press.
• LASER (VAB L6) – Press.
• Sight Select switch – HMD (see TEDAC Right Handgrip).
• GRAYSCALE (VAB L6) – Select.
• TDU BRT and CON rocker switches – Optimize HDU video (see TEDAC Display Unit).
• GRAYSCALE (VAB L6) – Deselect.
• TDU SYM rocker switch - As desired (see TEDAC Display Unit).
PLT & CPG BORESIGHT (VAB B5) – Select and perform IHADSS boresight procedure. (see IHADSS Boresight)
• BORESIGHT (VAB B5) – Deselect.
• GUN (VAB B2) – Select.
o BURST LIMIT (VAB L1- L5) – Select.
o MODE (VAB R2) – Select.
• MSL (VAB B3) – Select.
o CODE (VAB T4) – Select.
o © SET (VAB T2) – Select LRFD and set as appropriate.
o © SET (VAB T2) – Select LST and set as appropriate.
o © CHAN (VAB T1) – Select missile channels 1-4, ensure a channel matches the LRFD code.
o CHAN (VAB T1) – Deselect.
o © PRI (VAB L1) – Select channel that matches the LRFD.
o © ALT (VAB L2) – Select channel that matches the LST, or as appropriate.
• RKT (VAB B5) – Select.
o INVENTORY (VAB L1-L5) – Select.
o QTY (VAB R1) – Select.
o RKT (VAB B5) – Deselect.
• ACQ (VAB R6) – Set as desired (CPG must select SLAVE for cueing within the HMD Flight Symbology).
• MANRNG> (VAB B6) – Set as desired or enter ‘A’ for Auto-Range.
5. PLT & CPG FCR Button – Press.
• C SCP (VAB T1) – Select as desired.
o © MMA (VAB R6) – Set to NORM to initialize FCR.
o © PRIORITY – SCHEME (VAB R4) – Select.
EAGLE DYNAMICS 203

DCS [AH-64D]
6. PLT & CPG A/C Button – Press.

• FLT (VAB T2) – Select.
o SET VAB (B6) – Select.
o © HI> (VAB T1) – Set as desired.
o © LO> (VAB T3) – Set as desired.
o UNIT (VAB T4) – Set as desired.
o © ALT> (VAB T5) – Set airfield elevation if known.
or
o © PRES> (VAB T6) – Set altimeter if known.
o UNIT VAB (B2) – Set as desired.
o SET (VAB B6) – Deselect.
• FUEL (VAB T3) – Select.
o CHECK (VAB B6) – Select.
o © MINUTES (VAB R2-R4) – Select as desired.
o CHECK (VAB B6) – Deselect.
• PERF (VAB T4) – Select.
o © PERF MODE – MAX (VAB B3) – Select.
o © PA> (VAB L1) – Set as desired.
o © FAT> (VAB L2) – Set as desired.
o © GWT> (VAB L3) – Set as desired.
o © PERF MODE – PLAN (VAB B4) – Select.
o © PA> (VAB L1) – Set as desired.
o © FAT> (VAB L2) – Set as desired.
o © GWT> (VAB L3) – Set as desired.
o © PERF MODE – CUR (VAB B2) – Select.
o © ANTI-ICE – SYSTEM (VAB R1) – Set as desired.
o © ANTI-ICE (VAB R3-R6) – Set as desired (only if SYSTEM is set to MANUAL).
7. PLT / CPG COM Button – Press.
• Presets (VAB L1-L5, R1-R5) – Select and tune as desired.
o © RADIO (VAB T1-T5) – Select.
o © TUNE (VAB B2) – Select as desired.
o © TUNE Radio – SC (VAB B6) – Select.
• XPNDR (VAB T3) – Select.
o © MODE (VAB L1-L6) – Select as appropriate.
o © MODE 1> (VAB R1) – Set as appropriate.
o © MODE 4 (VAB R4) – Set as appropriate.
o © REPLY (VAB B4) – Select as appropriate.
• UHF (VAB T4) – Select.
o © GUARD RECEIVER (VAB L6) – Set as desired.
204
[AH-64D] DCS
• FM (VAB T5) – Select.

• SET (VAB B5) – Select.
o © POWER (VAB L5) – Select as appropriate.
8. PLT CMWS Power/Set knob – ON.
CPG TDU Display knob – DAY or NT, as appropriate.
• Sight Select switch – TADS (see TEDAC Right Handgrip).
• TDU G/S button – Press (see TEDAC Display Unit).
• TDU BRT and CON rocker switches – Optimize TDU video.
• TDU TAD button – Press.
• TDU SYM rocker switch - As desired.
• Sight Select switch – HMD.
EAGLE DYNAMICS 205

DCS [AH-64D]
Engine Start
Prior to starting the engines, perform the following:
1. PLT & CPG NVS Mode switch – As desired. 6 11
2. PLT Standby Attitude Indicator – Uncage.

6 10
3. PLT & CPG Area around helicopter – Clear. 2
4. PLT RTR BRK switch – OFF (or LOCK if

performing a Rotor Lock start).
5. PLT EXT LT ANTI-COL – WHT for day, or RED 1
for night.
4
9
During normal operations, Engine 1 is started first,
12
followed by Engine 2. The APU must remain in
operation until the engine POWER levers are set to 6 7
FLY and the NR has stabilized at 101%, otherwise the
AC generators will drop offline and the aircraft will
5
lose primary electrical power.
6. PLT First engine – Start as follows:
NOTE: During the start, if any of the following conditions are observed, abort the start by moving the
corresponding POWER lever to OFF:
o It appears the TGT will exceed 851°C prior to NG reaching the idle speed of 63%.
o No increase of TGT, NP, or ENG OIL PSI within 45 seconds after moving the POWER lever to IDLE.
o The ENG 1/2 START advisory is removed from the EUFD prior to the NG reaching 52%.
• ENG START switch – START; observe “ENG 1 START” or “ENG 2 START” advisory displayed on the
EUFD and the START box displayed on the ENG page.
• POWER lever – IDLE, at first indication of NG increase and if TGT is less than 80° C.
• Cockpit indications – Monitor.
o Engine TGT
o Engine NG
o Engine OIL PSI
o EUFD Advisory column
7. PLT Second Engine – Repeat the steps above after first engine start sequence is complete.
8. PLT RTR BRK switch – OFF.
NOTE: Prior to advancing the POWER levers to FLY, confirm the ENGINE OIL PSI indications for both engines
are less than 70 PSI. If performing operations in cold weather, confirm the NGB TEMP °C indications are
above 20° C. (see ENG Systems sub-page for more information.)
9. PLT POWER levers – Advance both POWER levers smoothly to FLY; ensure the TORQUE % indications for
both engines increase simultaneously.
10. PLT NP and NR – Verify 101%.
11. PLT MSTR WARN, MSTR CAUT, and EUFD – Monitor for any malfunction indications.
12. PLT APU button – Press and release to initiate APU shutdown sequence.
206
[AH-64D] DCS
TAXI & BEFORE TAKEOFF

The AH-64 may perform hover taxi (<25 feet and <20 knots) or air taxi (<100 feet and/or >20 knots) operations
like any other helicopter, but ground taxi is typically used when feasible. Ground taxi allows the aircraft to be re-
positioned away from other aircraft and ground support equipment using a lower power setting, which minimizes
the rotor wash effects on the aircraft surroundings. This prevents foreign object damage to other aircraft, blowing
dust/snow, and allows ground personnel to continue operations on the flight line with minimal disturbance.
The AH-64 uses a free-rotating tail wheel to facilitate taxi maneuvers on the flight line, which can be selectively
locked to the rear position by either crewmember. Steering control is provided by tail rotor thrust, controlled by
the anti-torque pedals within the cockpit. As such, it is advisable that the aircrew keep the tail wheel locked until
aircraft movement has been initiated and the aircraft is clear of personnel and equipment. This allows the
crewmember on the controls to better ascertain the appropriate pedal positions that are required to prevent the
tail from adversely swinging to either side after the tail wheel is unlocked.
Before Taxi
Prior to initiating ground taxi, perform the following:
1. PLT / CPG Chocks removed – Verify with ground personnel.
2. PLT / CPG Bleed Air – On (UTIL page).
3. PLT / CPG ANTI-ICE – As required (UTIL page).
4. PLT EXT LT panel – Verify NAV lights are set in accordance with local procedures, ANTI-COL – WHT for day
or RED for night, FORM knob set as appropriate.
5. PLT & CPG Searchlight – As required.
6. PLT PARK BRAKE – Release by applying wheel brake pressure; ensure PARK BRAKE handle is inward.
EAGLE DYNAMICS 207

DCS [AH-64D]
Ground Taxi
NVS mode or the searchlight may be used to assist with ground taxi under low-light conditions, 1
2
or a combination of both. Ground taxi is typically performed in the following manner:
1. Select Transition symbology mode (Symbology Select switch – Forward).
2. Press and hold the force trim (Force Trim/Hold Mode switch – Forward).
3. With the cyclic in the neutral position, increase the collective to 27-30%.
NOTE: Additional collective (30-35%) may be necessary to initiate ground taxi movement
when the aircraft is at a high gross weight and/or at a location with a high density altitude.
4. Apply forward cyclic to begin taxi movement. Use left/right pedal inputs as necessary to
maintain heading and left/right cyclic inputs to maintain a level fuselage attitude. Ensure the aircraft is clear
of personnel and equipment before unlocking the tail wheel. The force trim may be held throughout this
maneuver as desired, or it may be released and pressed intermittently as necessary.
NOTE: The Horizon Line within the HDU Flight symbology may be used as a reference for a level fuselage
attitude. The Skid/Slip Indicator should not be used as a reference as it will not indicate a level fuselage
attitude while the aircraft is performing a turn.
5. Prior to initiating a turn when ground taxiing, ensure the tail wheel is unlocked
(“UNLOCK” light is illuminated on the TAIL WHEEL button). Either crewmember
may unlock the tail wheel, but as a common practice the crewmember on the 5
controls will command tail wheel lock/unlock using the Tail Wheel Lock/Unlock
button on the Collective Flight Grip.
6. Apply pedal in the intended direction of the turn while applying cyclic input in the same direction to maintain
a level fuselage attitude. Apply left/right pedal inputs using an alternating sequence of “pressure/counter-
pressure” on the pedals to maintain a constant and controlled rate of turn.
7. Prior to stopping the ground taxi or lifting off the ground, ensure the tail wheel is locked (“UNLOCK” light is
not illuminated on the TAIL WHEEL button). Once the tail wheel is locked, apply aft cyclic to decelerate the
aircraft. When the aircraft has stopped, set the cyclic into the center position prior to lowering the collective.
The wheel brakes may also be used to assist with stopping the aircraft.
NOTE: The “TAIL WHEEL LOCK SEL” and “TAIL WHEEL UNLK SEL”
advisories on the EUFD indicate the commanded state of the tail wheel
locking actuator as selected by the aircrew, but do not reflect whether the
tail wheel is physically locked.
Only the “UNLOCK” light on the TAIL WHEEL button indicates whether the
tail wheel is physically locked (“UNLOCK” light will extinguish when locked).
Tail wheel locking actuator cannot

physically lock until aligned with tail wheel
Tail wheel lock indication
208
[AH-64D] DCS
During ground taxi, perform the following:

1. PLT & CPG Wheel brakes – Check in each crew station by applying a slight amount of pressure against the toe
brakes.
2. PLT / CPG ENG page – Check; ensure NP and NR 101%, all indications green.
3. PLT / CPG FLT page – Check; update altimeter if necessary.
4. PLT Pilot standby instruments – Check; update altimeter if necessary.
Before Takeoff
Perform the following prior to lifting up to a hover or initiating takeoff from the ground:
1. PLT & CPG Weapons systems – Check the following:
• A/S button – “SAFE” light is illuminated. (see Armament Panel for more information.)
• GND ORIDE button – Off; “ON” light is not illuminated. (see Armament Panel for more information.)
• Weapons not actioned – Verify. (see HMD High Action Display for more information.)
2. PLT / CPG TAIL WHEEL button – Verify locked; “UNLOCK” light is not illuminated.
3. PLT PARK BRAKE – As desired (Ensure released unless operating on uneven or sloped terrain).
4. PLT & CPG POWER levers – Ensure both POWER levers are set to FLY.
5. PLT / CPG Systems – Check as follows:
• FUEL page – Verify options set as
appropriate.
5
o XFER – AUTO.
o BOOST – OFF. 5 5
1
o XFEED – NORM. 5
• Fuel quantity – Check; verify sufficient fuel

is onboard the aircraft for the mission. 3
• EUFD – Check; clear of Warnings and 2

Cautions.
• Engine and flight instruments – Check.
4
o NP/NR 101%, all indications
green.
o Update altimeter as required on
FLT SET page and Pilot’s Standby
Altimeter.
• ASE – As required.
• Avionics – As desired (COM/TSD pages).
o Transponder – NORM; verify correct modes are enabled and codes are set for the mission.
o Communications – As appropriate; verify on EUFD.
o Navigation – As appropriate; ensure desired Route or Direct destination is selected.
6. PLT Hover Power Check – Perform. (see Hover Power Check in the next section for more information.)
EAGLE DYNAMICS 209

DCS [AH-64D]
HOVERING FLIGHT
As a helicopter with a typical operational gross weight between 7.5 to 9.5 tons (7,000 to 8,800 kilograms), a
hovering AH-64D can generate enough rotor wash to cause un-secured items to be tossed into the air at best,
or cause damage to other nearby aircraft at worst. As such, AH-64D aircrews will typically ground taxi to a safe
area before lifting off the ground into a hover or performing a takeoff. If this is not possible, aircrews will
immediately reposition their aircraft to a safe area away from equipment or personnel to minimize the time spent
hovering in any area within which they may incur injury to personnel or damage to other aircraft.
It is important to understand that when raising the collective, the torque effect from the counter-clockwise
rotation of the main rotor will cause the fuselage to spin to the right. This is countered by applying left pedal,
which subsequently results in the aircraft drifting to the right from the combined forces of the main rotor torque
and the tail rotor thrust. This in turn is countered by applying left cyclic to hover with a slight left bank.
Main rotor torque Lateral component

of main rotor thrust
Tail rotor thrust
Main rotor rotation Main rotor torque Tail rotor thrust
Control inputs to counter forces acting on the aircraft
210
[AH-64D] DCS
Performing a Hover
NVS mode or the searchlight may be used to assist with hovering under low-light conditions, or
2 1
a combination of both. Initiating a stationary hover from the ground is typically performed in the
following manner:
1. Select Hover symbology mode (Symbology Select switch – Aft). Bob-Up symbology mode
may also be utilized if desired.
3. With the cyclic in the neutral position, increase the collective while simultaneously applying
left pedal input to counter the torque from the main rotor. Left pedal input will cause the
aircraft to roll slightly to the right due to the thrust of the tail rotor. A slight left cyclic input
should be made to counter the tail rotor thrust and keep the fuselage level.
NOTE: As the aircraft becomes light on the wheels (approximately 20% below the torque required to hover
in ground effect; HOVER Q – REQUIRED IGE), the force trim may be released if desired to allow Heading
Hold to engage as the aircraft comes off the “squat” switch (no longer weight-on-wheels).
4. As the aircraft is about to leave the surface, a slight drift in heading may be discerned if the amount of anti-
torque pedal input is not correctly balanced against the torque of the main rotor. If the heading begins to
drift to the right, tail rotor thrust is insufficient to counter the torque of the main rotor and additional left
pedal must be applied. If the heading begins to drift to the left, tail rotor thrust is excessive and left pedal
input should be reduced slightly.
5. As the aircraft comes off the surface, apply a slight amount of left cyclic to counter translating tendency.
Adjust the cyclic as required to maintain the position of the helicopter over the surface. Adjust the collective
as required to maintain altitude over the surface. Adjust the pedals as required to maintain heading.
NOTE: The combined forces of the main rotor torque and the tail rotor thrust create a sideways translating
tendency to the right. As a result, the aircraft will normally hover left side low, depending on the additional
effects of any crosswinds.
Bob-Up box displays original position
Slight left bank to counter Aircraft will drift to the right

5 5
translating tendency with translating tendency
Ground Effect
Performing a Hover, In Ground Effect (IGE)
EAGLE DYNAMICS 211

DCS [AH-64D]
Hover Power Check

Prior to any mission, or after refueling/rearming operations (if feasible), aircrews perform a hover power check
to evaluate their aircraft’s measured hover performance compared to the calculated performance on the MPD
Performance (PERF) page or their pre-mission performance planning.
A hover power check is performed under the following conditions:
• Aircraft is in a stationary hover in the vicinity of the takeoff area.
• Aircraft heading is aligned with the intended direction of takeoff.
• Aircraft altitude is 5 feet AGL.
The aircrew evaluates the following factors during the
hover power check to validate the aircraft performance Current GWT is used to calculate
REQUIRED torque values
and whether any aspect of their mission may be
impacted:
2
• Flight control responsiveness and positions 1
required to maintain the hover. Abnormal
control positions may indicate an aircraft
center-of-gravity (CG) that is out-of-limits. 3
4
• A comparison of HOVER Q values on the PERF
page between the REQUIRED IGE and the
INDICATED torque values, and whether the
data matches the pre-mission performance
planning. This is used to validate whether the
PERF page is supplying accurate performance
calculations for use during the mission.
MAX GWT DE is used to calculate
• HOVER Q values are used to determine GO-NO/GO torque values
whether the assessed aircraft performance will
negatively impact any aspect of the mission.
• Sufficient fuel is onboard the aircraft for the mission.
GWT: 16,990 lbs GWT: 18,620 lbs

2 TORQUE: 88% TORQUE: 100%
Out of Ground-Effect (OGE)
80 feet
If the aircraft is hovering at 5 feet with a torque value

equal to the calculated “GO-NO/GO OGE” torque value,
the torque required to hover at 80 feet will be 100%.
HOVER Q – REQUIRED HOVER Q – GO-NO/GO
GWT: 16,990 lbs GWT: 21,580 lbs GWT: 18,620 lbs

1 TORQUE: 70% 3 TORQUE: 100% TORQUE: 80% 4
In Ground-Effect (IGE)
5 feet
HOVER Q Performance Calculations
212
[AH-64D] DCS
TAKEOFF
Several different types of takeoff maneuvers may be performed, depending on the nature of the takeoff area,
obstacles or terrain beyond the takeoff area, and the power margins available. When possible, the crew should
perform a takeoff that ensures the maximum amount of excess power is available for contingencies while
maintaining a safe distance from any potential hazards to the aircraft on climb out, such as vertical hazards or
structures. The four types of takeoffs that may be performed in Visual Meteorological Conditions (VMC), and their
applications for use, are listed below.
VMC Takeoff. A VMC Takeoff is the most common type of takeoff and can be initiated from the ground or when
already established in a stationary hover. This type of takeoff is used when a sufficient power margin (≥10% TQ)
is available between the torque required to hover in ground effect (HOVER Q – REQUIRED IGE) and the maximum
dual-engine torque available (MAX Q – DE) that does not exceed the dual-engine transmission limit (100% TQ).
VMC Level Acceleration Takeoff. A VMC Level Acceleration Takeoff is considered the safest type of takeoff
but requires a sufficient area that is free of obstacles to permit such a maneuver to be performed. It is preferred
that a sufficient power margin (≥10% TQ) is available to perform this maneuver; but unlike the VMC Takeoff, it
is not necessarily required, depending on the takeoff environment and necessity. The advantage this maneuver
provides is remaining outside the “height-velocity avoid” region until a safe single-engine airspeed can be
attained, in case of an engine failure.
VMC Minimum Power Takeoff. A VMC Minimum Power Takeoff is performed when there is insufficient power
margin (<10% TQ) available between the torque required to hover in ground effect (HOVER Q – REQUIRED IGE)
and the maximum dual-engine torque available (MAX Q – DE) that does not exceed the dual-engine transmission
limit (100% TQ). In such a scenario when the aircraft is hovering near its maximum dual-engine torque available
or its dual-engine transmission limit, this takeoff maneuver is performed. This type of takeoff is used when a
combination of environmental conditions and/or weapon and fuel requirements are negatively impacting the
aircraft’s performance capabilities, but the surface within the takeoff area is unsuitable for a Rolling Takeoff.
Rolling Takeoff. A Rolling Takeoff is performed as the preferred alternative to the VMC Minimum Power Takeoff
when conditions permit. In such a scenario when the aircraft is hovering near its maximum dual-engine torque
available (MAX Q – DE) or its dual-engine transmission limit (100% TQ), and a suitable takeoff area such as a
runway, a road, or other improved surface is available, this takeoff maneuver is performed.
EAGLE DYNAMICS 213

DCS [AH-64D]
VMC Takeoff
A VMC Takeoff may be performed from the ground or from a stationary hover. When performing 1
2
the maneuver from the ground, the maneuver is typically performed in the following manner:
3. With the cyclic in the neutral position, increase the collective until the aircraft becomes light
on the wheels while applying left pedal to counter the torque and maintain heading.
Continue increasing the collective to approximately 10% above the torque required to hover
in ground effect (HOVER Q – REQUIRED IGE).
NOTE: A minimum climb rate of 500 feet per minute (FPM) is typically desired. However, depending on the
nature of the takeoff area, additional torque may be necessary to achieve a higher rate of ascent and a
steeper climb angle in order to clear obstacles. The Flight Path Vector (FPV) may be used to judge whether
the aircraft will clear obstacles within the path of the aircraft. (See IHADSS Flight Symbology for more
information.)
4. As the aircraft leaves the ground, apply forward cyclic to obtain a “90-knot” pitch attitude, which corresponds
with the Horizon Line bisecting the LOS Reticle within the HDU Flight symbology or the Horizon Line bisecting
the Waterline symbol on the MPD FLT page. Use forward/aft cyclic inputs as necessary to maintain this level
pitch attitude as the aircraft accelerates through effective translational lift (ETL). The force trim should be
held throughout this maneuver if able, but it may be released and pressed intermittently as necessary.
Use left/right cyclic inputs to maintain the desired ground track and left/right pedal inputs to maintain the
takeoff heading until the aircraft has ascended through 50 feet AGL or is clear of all obstacles within the
takeoff area.
Once the aircraft has climbed above 50 feet AGL and is clear of obstacles, adjust the pedals to place the
aircraft “in trim” (“Trim ball” centered on the Skid/Slip Indicator).
4 4 90-knot attitude: 0° Pitch
5°
3 Hover attitude: +5° Pitch

3 Ground Effect
VMC Takeoff (from the ground)
When performing a VMC Takeoff from a hover, each step is performed in the same manner as departing from
the ground, except the 90-knot attitude may be achieved at the initiation of the maneuver rather than as the
aircraft leaves the ground.
214
[AH-64D] DCS
VMC Level Acceleration Takeoff

A VMC Level Acceleration Takeoff may be performed from the ground or from a stationary hover. 1
When performing the maneuver from the ground, the maneuver is typically performed in the 2
following manner:
3. With the cyclic in the neutral position, increase the collective until the aircraft becomes light
on the wheels while applying left pedal to counter the torque and maintain heading.
Continue increasing the collective to approximately 10% above the torque required to hover
in ground effect (HOVER Q – REQUIRED IGE).
NOTE: Depending on the length of the takeoff area, additional power may be necessary to accelerate and
achieve the desired climb airspeed within a shorter distance in order to clear obstacles.
4. As the aircraft leaves the ground, apply forward cyclic to maintain the aircraft in ground effect with a level
VSI. Use forward/aft cyclic inputs as necessary to maintain the VSI at 0 feet per minute (FPM) as the aircraft
accelerates through minimum safe single-engine airspeed (VSSE). The force trim should be held throughout
this maneuver if able, but it may be released and pressed intermittently as necessary.
takeoff heading.
5. As the aircraft accelerates beyond minimum safe single-engine airspeed (VSSE), adjust the cyclic to obtain
the required pitch attitude for the desired climb airspeed.
5° 4 Level VSI
3 Hover attitude: +5° Pitch 5 90-knot attitude: 0° Pitch
3 Ground Effect
VMC Level Acceleration Takeoff (from the ground)
When performing a VMC Level Acceleration Takeoff from a hover, each step is performed in the same manner as
departing from the ground, except the accelerative attitude may be achieved at the initiation of the maneuver
rather than as the aircraft leaves the ground.
EAGLE DYNAMICS 215

DCS [AH-64D]
VMC Minimum Power Takeoff

A VMC Minimum Power Takeoff may be performed from the ground but is typically performed 1
from a stationary hover after verifying the aircraft has sufficient power to hover in ground effect. 2
When performing the maneuver from a hover, the maneuver is typically performed in the
following manner:
3. From a stationary hover, slowly apply forward cyclic to initiate a level acceleration across
the surface while remaining in ground effect. Increase the collective as necessary, not to
exceed the maximum dual-engine torque available (MAX Q – DE) or the dual-engine
transmission limit (100% TQ), whichever is less.
NOTE: If a hover in ground effect (IGE) at 5 feet AGL can be maintained without exceeding the maximum
dual-engine torque available or the dual-engine transmission limit, a VMC Minimum Power Takeoff can be
performed. When training this maneuver, IGE hover power is maintained throughout the maneuver.
However, during operational missions, any remaining power margin should be utilized without exceeding
the maximum dual-engine torque available or the dual-engine transmission limit.
4. As the aircraft accelerates through effective translational lift (ETL) and the rotor system becomes more
efficient at producing lift, the aircraft will begin to ascend. Use forward/aft cyclic inputs as necessary to
maintain the VSI at 0 feet per minute (FPM) and remain within ground effect. The force trim should be held
throughout this maneuver if able, but it may be released and pressed intermittently as necessary.
takeoff heading until the aircraft has ascended through 50 feet AGL or is clear of all obstacles within the
takeoff area.
the required pitch attitude for the desired climb airspeed.
5°
3 Hover attitude: +5° Pitch 4 Slow accelerative attitude 5 90-knot attitude: 0° Pitch
3 4
Ground Effect
VMC Minimum Power Takeoff
216
[AH-64D] DCS
Rolling Takeoff
A Rolling Takeoff is performed when the aircraft’s power margin is insufficient (<10% below maximum dual-
engine torque; MAX Q – DE) to perform a normal takeoff and a suitable takeoff area such as a runway, a road,
or other improved surface is available. The maneuver is typically performed in the following manner:
1. Manually set the stabilator angle to 0° (Stabilator Control Switch on the 2
Collective Flight Grip), as indicated on the ENG Systems sub-page. 1 3

4. With the cyclic in the neutral position, increase the collective to 30-35% TQ.
5. Apply forward cyclic to begin the takeoff roll while progressively increasing
collective to approximately 3-5% below the maximum dual-engine torque
available (MAX Q – DE). As the tail comes off the surface, use forward/aft
cyclic inputs to achieve and maintain a level, 90-knot attitude.
NOTE: When training this maneuver, increase the collective to 10% below the torque required to hover in
ground effect (HOVER Q – REQUIRED IGE) to simulate a limited-power condition.
Apply left pedal to counter the torque and then left/right pedal inputs as necessary to maintain heading.
Use left/right cyclic inputs to maintain the ground track across the takeoff surface. The force trim should be
held throughout this maneuver if able, but it may be released and pressed intermittently as necessary.
6. As the aircraft accelerates and the rotor system becomes more efficient at producing lift, the aircraft will
become light on the wheels. Use forward/aft cyclic inputs as necessary to maintain the level, 90-knot attitude
until the aircraft lifts off the surface. After liftoff, use forward/aft cyclic inputs to remain within ground effect
with the VSI at 0 feet per minute (FPM) as the aircraft continues to accelerate.
Once the aircraft has lifted off the surface, adjust the pedals to place the aircraft “in trim” (“Trim ball”
centered on the Skid/Slip Indicator) while using left/right cyclic inputs to maintain the desired ground track
within the takeoff area.
the required pitch attitude for the desired climb airspeed and reset the stabilator to Automatic mode.
5 Level, 90-knot attitude 6 Level VSI after liftoff to 7 90-knot attitude after
to start takeoff roll remain in ground effect accelerating beyond VSSE
7
6
5
Ground Effect
Rolling Takeoff
EAGLE DYNAMICS 217

DCS [AH-64D]
LANDING
Several different types of landing maneuvers may be performed, depending on the nature of the landing area,
obstacles near the landing area, and the power margins available. When possible, the crew should perform an
approach that ensures the maximum amount of excess power is available for performing a go-around while
maintaining a safe distance from any potential hazards to the aircraft, such as vertical hazards or structures.
VMC Approach. A VMC Approach is normally performed when sufficient power margins allow for normal
approach angles and deceleration prior to arriving over the intended point of touchdown. Variations in the
execution of the VMC Approach are based on the nature of the landing area, obstacles around the landing area,
and the whether the aircraft has the power margins to hover out of ground effect (OGE).
Roll-on Landing. A Roll-on Landing may be performed when insufficient power exists to perform a normal VMC
Approach. In such a scenario when the aircraft hover performance is calculated to be near its maximum dual-
engine torque available (MAX Q – DE) or its dual-engine transmission limit (100% TQ), and a suitable landing
area such as a runway, a road, or other improved surface is available, this landing maneuver is performed.
Before Landing
Prior to landing, perform the following:
1. PLT & CPG Weapons systems – Check the following:
• A/S button – “SAFE” light is illuminated. (see Armament Panel for more information.)
• GND ORIDE button – Off; “ON” light is not illuminated. (see Armament Panel for more information.)
• Weapons not actioned – Verify. (see HMD High Action Display for more information.)
2. PLT / CPG ASE – As required.
4. PLT PARK BRAKE – Ensure brakes are released, PARK BRAKE handle is inward.
218
[AH-64D] DCS
VMC Approach
A VMC Approach may be performed to the ground or to a stationary hover. When performing the maneuver to
the ground, the maneuver is typically performed in the following manner:
1. Select Transition symbology mode (Symbology Select switch – Forward) and place the LOS 1
Reticle on the intended point of touchdown. (see IHADSS Flight Symbology for more 2
information.)
3. When the desired approach angle is intercepted (whether on final or while still in a base
turn toward the landing area), decrease the collective so that the Flight Path Vector (FPV)
is aligned with the intended point of touchdown when on the final approach course. Apply
aft cyclic to initiate a deceleration at a rate appropriate for the remaining distance to
touchdown. Adjust the pedals to maintain the aircraft “in trim”. (“Trim ball” centered on the
Skid/Slip Indicator).
NOTE: Steep approach angles should only be utilized if adequate power is available to maintain a slow rate
of descent, or if the aircraft performance is such that a hover out of ground effect (OGE) may be performed.
4. Use left/right cyclic inputs to maintain the desired ground track. Use forward/aft cyclic inputs to progressively
decelerate so that the Velocity Vector arrives at the center of the LOS Reticle as the aircraft arrives at the
intended point of touchdown, effectively reaching zero forward velocity as the aircraft touches down.
5. As the aircraft descends below 50 feet AGL or below the obstacles surrounding the landing area, adjust the
pedals to align the aircraft with the landing direction.
6. Once the aircraft touches down, lower the collective to 27-30% torque and adjust the cyclic to eliminate any
remaining velocity. Once the aircraft is stationary, neutralize the cyclic and fully lower the collective.
Deceleration below ETL as

5
ground effect is encountered
Flight Path Vector on

3
intended point of touchdown
Velocity Vector shrinks with a Go-arounds should be initiated prior to

4
progressive deceleration decelerating below ETL or descending
below obstacles near the landing area
3
Approach angles that are

too shallow may lead to 5
impact with obstacles
Ground Effect
6
VMC Approach (to the ground)
When performing a VMC Approach to a hover, each step is performed in the same manner as an approach to the
ground, except the forward velocity and vertical speed are reduced to zero prior to contact with the ground. A
VMC Approach may be terminated to a hover in ground effect (IGE) or out of ground effect (OGE), but the aircraft
performance must be adequately calculated when terminating to an OGE hover to avoid settling with power.
EAGLE DYNAMICS 219

DCS [AH-64D]
Roll-on Landing
A Roll-on Landing is performed when the aircraft’s power margin is insufficient to perform a normal approach
and a suitable landing area such as a runway, a road, or other improved surface is available. The maneuver is
typically performed in the following manner:
1. Select Transition symbology mode (Symbology Select switch – Forward) and place the LOS 1
Reticle on the intended point of touchdown. (see IHADSS Flight Symbology for more 2
information.)
3. When the desired approach angle is intercepted (whether on final or while still in a base
turn toward the landing area), decrease the collective so that the Flight Path Vector (FPV)
is aligned with the intended point of touchdown when on the final approach course. Apply
aft cyclic to initiate a deceleration at a rate appropriate for the remaining distance to
touchdown. Adjust the pedals to maintain the aircraft “in trim”. (“Trim ball” centered on the
Skid/Slip Indicator).
4. Use left/right cyclic inputs to maintain the desired ground track and left/right pedal inputs to maintain the
aircraft “in trim”. Adjust the cyclic throughout the approach to progressively decelerate so that the aircraft
remains above ETL (24 knots) until 10-20 feet AGL over the landing area.
NOTE: If performing an approach under single-engine power, do not decelerate below Velocity Safe Single
Engine (VSSE) until 10-20 feet AGL over the landing area. (see PERF page for more information.)
5. As the aircraft descends below 50 feet AGL or below the obstacles surrounding the landing area, adjust the
pedals to align the aircraft with the landing direction.
6. If possible, adjust the attitude to ensure the aircraft touches down on all three wheels at once to avoid
excessive loads on the tail wheel. After touchdown, use left/right cyclic inputs to maintain the ground track
across the landing surface and left/right pedal inputs to maintain heading.
7. Lower the collective to a minimum of 30% torque (60% torque if under single-engine power) and apply aft
cyclic to aerodynamically decelerate, and/or apply wheel brakes. Once the aircraft is stationary, neutralize
the cyclic and fully lower the collective.
Flight Path Vector on Velocity Vector shrinks with Airspeed maintained above ETL
3 4 5
intended point of touchdown a progressive deceleration (or VSSE) until 10-20 feet AGL
Go-arounds should be initiated prior to decelerating

below ETL (or VSSE if under single-engine power) or
3 descending below obstacles near the landing area
Ground Effect
6 7
Roll-on Landing
220
[AH-64D] DCS
AIRCRAFT SHUTDOWN
Just as with departing from its parking location and taxiing to the takeoff area, the AH-64 may perform hover
taxi (<25 feet and <20 knots) or air taxi (<100 feet and/or >20 knots) to transition back to the parking area
after landing, but ground taxi is typically used when feasible.
Once clear of the active runway or designated arrival/departure area, the transponder is typically set to standby
and the exterior lights are set in accordance with local regulations and procedures. As the aircraft is arriving to
the designated parking location and in the intended parking heading, it is necessary to straighten the aircraft’s
direction of travel for a short distance to allow the free-rotating tail wheel to align with the locking actuator. Once
the tail wheel has been successfully locked (indicated by the “UNLOCK” light on the TAIL WHEEL button
extinguishing), the aircraft can be brought to a stop. (see Ground Taxi for more information.)
The aircraft may be aerodynamically braked using aft cyclic input with 27-30% torque applied, or the wheel
brakes may be used in either crewstation. After coming to a halt, the Pilot should set the wheel brakes using the
PARK BRAKE handle. (see Parking Brake Handle for more information.)
After Landing Check

After landing, perform the following:
1. PLT / CPG TAIL WHEEL button – Unlock as necessary for ground taxi.
2. PLT EXT LT – Set exterior lighting in accordance with local procedures.
3. PLT / CPG Avionics – As desired (COM page).
• Transponder – STBY.
• Communications – As appropriate; verify on EUFD.
EAGLE DYNAMICS 221

DCS [AH-64D]
Aircraft Shutdown
Once stationary in the designated parking location, perform the following:
1. PLT APU button – Press and release to initiate APU start sequence.
3. PLT PARK BRAKE – Brakes set; PARK BRAKE handle is pulled outward.
Prior to retarding the POWER levers to IDLE, verify the “APU ON” advisory message is displayed on the EUFD.
4. PLT POWER levers – Retard both POWER levers to IDLE; press EUFD Stopwatch button to start a timer for
a 2-minute engine cooldown. (see Enhanced Up-Front Display (EUFD) for more information.)
5. PLT Standby Attitude Indicator – Cage.
6. PLT CMWS Power/Test knob – OFF. (see
Common Missile Warning System for more 10
information.) 11
7. PLT & CPG NVS Mode switch – OFF.

9
8. PLT ACM switch – OFF.
9. CPG ACM button – Disable ACM. (see TEDAC
Display Unit for more information.)
10. CPG TDU Display knob – OFF.
2 7
11. DMS SHUT DOWN page – MASTER
PLT / CPG
18
OFF. (see DMS Shutdown page for more 2
information.)
12. PLT POWER levers – OFF after 2 minutes have
elapsed on EUFD stopwatch.
6
13. PLT RTR BRK switch – BRK after NR has
decreased below 50%. 14 11
5
14. PLT Stabilator – Manually set the stabilator
8
angle to 0° (Stabilator Control Switch on the 3
Collective Flight Grip), as indicated on the ENG
Systems sub-page.
2 7
15. PLT Searchlight – STOW.
13
16. PLT RTR BRK switch – OFF after main rotor has
20 4 14
stopped.
1 12 15
17. PLT EXT LT – All exterior lighting to OFF.
18. PLT & CPG INTR LT – All interior lighting to OFF.
17 18
19. PLTAPU button – Press and release to initiate
APU shutdown sequence.
20. PLT MSTR IGN – OFF.
222
[AH-64D] DCS
NAVIGATION
NAVIGATION
EAGLE DYNAMICS 223
US Army photo
by SPC Glenn Anderson
DCS [AH-64D]
NAVIGATION
The AH-64D primarily navigates by utilizing a pair of Embedded GPS/Inertial Navigation Units (EGI) aided by a
Doppler velocity radar and a database of stored points. After the APU is started and generator power is applied
to the aircraft, both EGI’s will automatically begin their alignment process. Aircrew intervention is normally not
required aside from verifying the EGI’s alignment status and velocity indications prior to engine start.
Unless updated with a new position via the DTC, the EGI alignment process uses the aircraft’s previous position
and heading stored in the aircraft memory from when it was last shut down. This stored position, aided by GPS
position signals, shortens the alignment process considerably, allowing an AH-64D to takeoff within minutes if
necessary.
Pitot Probe (both sides) Air Data Sensor (both sides) GPS Antenna
ADF Antenna
Static Port (both sides) Radar Altimeter Doppler Radar Radar Altimeter
Receive Antenna Velocity Sensor Transmit Antenna
Navigational Sensors
While in flight, the AH-64D receives continuous position updates from GPS satellites to maintain INU position
confidence and aid in precision navigation. As an emergency back-up during operations in low-visibility conditions,
the AH-64D is equipped with an AN/ARN-149 Automatic Direction Finder.
The AH-64D uses true airspeed calculations derived from the pitot probe mounted on the leading edge of the left
wing and the static ports on each side of the airframe. These, along with the air data sensors, aid in more precise
ballistic calculations during weapons delivery and are the primary source of air mass data to the Flight
Management Computer (FMC).
A set of backup instruments are installed within the Pilot’s crewstation that provide indicated airspeed and
barometric altitude from the second pitot probe mounted on the leading edge of the right wing and each static
port. A standby attitude indicator and a backup magnetic compass is also installed within the Pilot’s crewstation.
224
[AH-64D] DCS
POINTS
The AH-64D’s navigational database consists of 149 unique point files that can be uploaded from a removable
Data Transfer Cartridge (DTC), with an additional 6 non-loadable point files within the aircraft memory. These
point files serve as geographical coordinates of waypoints for navigation and routing, hazards to flight that should
be avoided, control measures that are used for battlefield coordination and maneuvers, locations of friendly and
enemy forces, and known or suspected locations of hostile air defenses.
Point files within the navigational database are stored in one of three partitions, depending on their type. Points
within these partitions may be uploaded from the DTC; and may be added, edited, or deleted from the cockpit.
General Control Measures

Waypoints Friendly Control Measures Targets
Hazards Enemy Control Measures Threats Terrain
Point Database Partitions
• Waypoints/Hazards (WPTHZ) partition. Points for depicting navigation waypoints and hazards.
• Control Measures (CTRLM) partition. Points for depicting friendly and enemy units, airfields, and other
graphical control measures for controlling team movements and coordinating with other friendly forces
during a mission.
• Targets/Threats (TGT/THRT) partition. Points for depicting targets and threats, along with
corresponding detection/engagement rings.
• Targets/Threats (TGT/THRT) extended partition. Points for storing additional TSD file locations, such
as the Pilot and CPG Terrain (TRN) points. The Pilot’s TRN point is indexed as T55 and the CPG’s TRN point
is indexed as T56.
The Target/Threats extended partition only resides within the aircraft memory and cannot be edited by the DTC.
EAGLE DYNAMICS 225

DCS [AH-64D]
Point Files
Each point file contains five elements of information, which includes the file location within the database, the
three-dimensional location of the point, the symbol that is displayed on the TSD at the point’s location, and up
to three unique alphanumeric characters that may be associated with the point, such as a name or designation.
• Point Index (W##, H##, C##, T##). Each point is indexed within the partition it resides, and the index
itself is used to reference the point when performing tasks such as reviewing the points information, setting
the point as an acquisition source, adding the point to a route, panning the TSD to its location, etc.
o Waypoints. All points of the Waypoint type are indexed within the WPTHZ partition with a leading
“W” followed by two digits between 1 and 50 (e.g. “W01”), which are shared with Hazards.
o Hazards. All points of the Hazard type are indexed within the WPTHZ partition with a leading “H”
followed by two digits between 1 and 50 (e.g. “H01”), which are shared with Waypoints.
o Control Measures. All points of the Control Measure type are indexed within the CTRLM partition
with a leading “C” followed by two digits between 51 and 99 (e.g. “C51”).
o Targets/Threats. All points of the Targets/Threats type are indexed within the TGT/THRT
partition with a leading “T” followed by two digits between 1 and 50 (e.g. “T01”). Targets/Threats
occupy points 100-149 within the database, but are renamed to T01-T50 for presentation to the
crew.
The first 25 points within the WPTHZ and TGT/THRT partitions that are loaded by the DTC are considered
“safe sets” and cannot be overridden using the STO functions on the TSD Point sub-page or by the CPG
using the STORE/UPDT switch on the TEDAC Left Handgrip. However, Waypoints, Hazards, or
Targets/Threats within the “safe sets” may be manually deleted from the cockpit. Once a point is deleted
from a “safe set”, the point may be overridden at any time in the flight unless the original point is re-loaded
from the DTC.
• Identifier (IDENT). A point’s identifier determines the symbol which is displayed at the point’s location on
the TSD. 140 different symbols may be chosen, which are identified within the point file using a 1- or 2-digit
alphanumeric code.
Most identifiers are only valid when used with a specific point type. As an example, the Communications
Checkpoint identifier of “CC” will only be accepted if the point type was set to Waypoint. However, several
identifiers are used by multiple point types and will contextually display different symbols based on which
point type was set prior to adding the point. As an example, if the point type was set to Control Measure
and “BP” was entered as the identifier, a Battle Position symbol would be displayed; whereas if the point
type was set to Target/Threat, a Blowpipe threat symbol would be displayed.
• Free Text (FREE). A point’s free text may contain up to 3 alphanumeric characters that may be added to
the point for additional context as to the nature of the location. If no free text is entered, the free text will
simply repeat the point index (e.g. “W01”).
• Coordinates (UTM LAT/LONG). A point’s coordinates is saved in both the MGRS and Latitude/Longitude
coordinate systems. When a new point is added, or an existing point’s coordinates is edited, the point may
be entered in either MGRS 8-digit format or Latitude/Longitude “Degrees, Minutes, Decimals” format
(DD°MM.MM DDD°MM.MM), but the coordinates will automatically be converted to the opposite format
when the coordinates are saved into the point file.
• Altitude above mean sea level (ALTITUDE). A point’s altitude is saved in feet, based on the altitude
above mean sea level (MSL).
Digital Terrain Elevation Data (DTED) is typically loaded into the aircraft navigational database. When a new
point is added, the altitude will always default to the terrain elevation based on the coordinates already
saved within the point file. However, a different altitude may be entered if desired, which will place the point
above (or below) the actual terrain elevation. This may be useful when inputting a route in which the points
are desired to be displayed at specific altitudes, such as GPS approach waypoints or illumination rockets.
226
[AH-64D] DCS
Choosing a Point Identifier

When adding a point during mission planning or while in the aircraft, there are many different types of point
symbols that may be selected from the list of 140 abbreviated identifier codes. Choosing the appropriate identifier
may be affected by several factors, such as the purpose of the point, the database partition the point will be
saved within, whether the point will be stored within a “safe set”, or whether the point displays its free text
directly on TSD alongside its symbol.
• Purpose. Choosing a point symbol based on the purpose of the point itself is useful in providing an
immediate context to the crewmembers when viewing the TSD. For example, using a Landing Zone symbol
in place of a generic Waypoint symbol allows the crew to immediately recognize what type of location that
point represents when viewing the TSD with a quick glance.
• Partition. At times, choosing a point symbol may be predicated on whether a specific partition still contains
empty point files that are available for use. As an example, entering enemy unit locations as Targets during
pre-mission planning may quickly fill the TGT/THRT partition, leaving few empty point files available during
the mission to store target locations observed within the TADS. Alternatively, many enemy locations may be
stored as enemy control measure symbols.
• Safe Set. Only the first 25 points in the WPTHZ and TGT/THRT partitions contain a “safe set” that is
protected from accidental overwriting within the cockpit. As such, it may be desired to place certain
waypoints within either of these safe set locations to preserve their data during the mission. As an example,
it may be desired to load anticipated enemy air defense locations into the first 25 points within the TGT/THRT
partition to ensure their locations are not overwritten when the CPG stores targets via the TADS. Another
example may be placing any significant hazards (like towers or wires) that are expected to be encountered
during low-level night operations may be loaded into the first 25 points within the WPTHZ partition.
• Free Text. Most types of control measures will display the 3-character free text alongside their point symbol
in lieu of their point index. Under some circumstances, it may be preferable to utilize these types of points
if it is desired to leverage the free text itself in describing the nature of the location, even if the icon itself
doesn’t correlate with the terrain or situation.
In the example to the right, LZ “Falcon” is
marked by a Landing Zone point on the left, and
a Ground Light point on the right. A Landing
Zone point will not display its free text of “FAL”
directly on the TSD, but it can be viewed by
entering the TSD Point sub-page and then
selecting the point using the cursor to review its
information. On the other hand, the Ground
Light point displays its free text “FAL” directly
on the TSD, but it may not be known by the Landing Zone (Left) and
crew that this point represents an LZ location Ground Light (Right) point symbols
unless briefed as such.
In this situation, it is a question of what the location means versus how it is labeled. This question of context
should be taken into consideration when planning a mission in which other players may not be aware of the
intent behind which points are being used for specific purposes.
EAGLE DYNAMICS 227

DCS [AH-64D]
Waypoints/Hazards (WPTHZ)
The Waypoints/Hazards partition includes graphics for depicting generic waypoints, communications checkpoints,
start and release points of routes, and hazards such as towers or wires. Some of the more commonly used
Waypoints/Hazards are shown below.
Waypoint Start Point Release Point Tower <1000’ Wires, Power
Examples of Waypoint/Hazard Symbols
When a WPTHZ point file is set to an identifier that corresponds with a hazard, the point file is presented to the
crew as “H##” rather than “W##”, even though the point files are within the same partition.
It is important to note that hazards are always perpendicular to the flight path of the aircraft on the TSD and do
not depict the actual direction of the hazard, but its general location only. This is especially important to remember
regarding linear hazards such as wires.
Control Measures (CTRLM)

Control measures include graphics for depicting friendly and enemy units, Forward Arming and Refueling Points
(FARPS), battle positions, and others. Some of the more commonly used Control Measures are shown below.
Airfield Battle Position Checkpoint Ground Light Friendly Infantry Enemy Armor
Examples of Control Measure Symbols
Targets/Threats (TGT/THRT)
Targets/Threats include symbols for depicting the location of targets found during the conduct of a mission or
for depicting the location of known or templated air defense systems.
Target Point 2S6 SA-8 SA-15 ZSU-23-4 Radar
Examples of Target/Threat Symbols
When a point is entered as an air defense threat, rings depicting the detection and/or engagement ranges of the
corresponding air defense system may be displayed on the TSD. The display of threat rings may be
enabled/disabled on the TSD Threat Show (THRT SHOW) sub-page.
A complete list of point types and their symbols can be found on the TSD Abbreviation (ABR) sub-page or in
Appendix C of this manual.
228
[AH-64D] DCS
TSD Point (POINT) Sub-page

The POINT sub-page allows either crewmember to add additional point files to the navigational database, edit or
delete existing point files from the navigational database, or transmit points to other flight members.
Other Tactical Situation Display functions and sub-pages are desribed in the AH-64D chapter.
7. ABR sub-page
1. Review Point
2. Add Point format

8. Reviewed Point
3. Edit Point format
4. Delete Point format
5. Store Point format
6. Transmit Point format

9. Review Status Window
1. Review Point. Activates the KU for inputting a point file for review. Alternatively, a point may selected for
review directly from the TSD by using the MPD cursor.
2. Add Point format. Displays the ADD format for creating new point files.
3. Edit Point format. Displays the EDIT format for editing existing point files.
4. Delete Point format. Displays the DEL format for deleting existing point files.
5. Store Point format. Displays the STO format for storing new point files using the CPG’s HMD or TADS
lines-of-sight, or storing new point files at the current position of the ownship.
6. Transmit Point format. Displays the XMIT format for transmitting existing point files to other AH-64D’s
via the datalink modem (DL).
8. Reviewed Point. The text of the point that is selected for review will be highlighted in inverse video format.
9. Review Status Window. Displays information regarding the reviewed point.
Point Index
Earth Datum
Datum Code
Bearing to Point
Latitude/Longitude Coordinates MGRS Coordinates Altitude (MSL)
EAGLE DYNAMICS 229

DCS [AH-64D]
• Point Index. The database partition and location within which the point resides.
• Identification. The one- or two-character abbreviation of the point, which determines its specific
symbol and color.
• Estimated Time Enroute (ETE). The estimated elapsed time to travel to the point, based on the
distance to the point from the ownship’s current position and the ownship’s current ground speed.
• Estimated Time of Arrival (ETA). The estimated time of arrival at the point, based on the current
system time and the estimated time enroute (ETE). The ETA time format (Local or Zulu) is based on
the system time format selected on the TSD Utility page.
• Earth Datum. The geodetic system used to determine the point’s location on the Earth.
• Datum Code. The one- or two-character abbreviated code of the point’s Earth datum.
• Distance to Point (KM). The distance from the ownship position to the point’s location, in kilometers.
• Distance to Point (NM). The distance from the ownship position to the point’s location, in nautical
miles.
• Bearing to Point. The magnetic heading from the ownship position to the point’s location.
• MGRS Coordinates. The location of the point, in Military Grid Reference System 8-digit grid format.
• Latitude/Longitude Coordinates. The location of the point, in Latitude/Longitude Degrees,

Minutes, Minute-Decimals format (DD°MM.MM DDD°MM.MM).
• Altitude. The altitude of the point above mean sea level (MSL).
230
[AH-64D] DCS
TSD Abbreviation (ABR) Sub-page

The ABR sub-page is used as an in-cockpit reference for either crewmember to review the abbreviated codes
(IDENT) that identify the specific point types when interacting with the point database, or adding a new point
through the TSD Point sub-page.
The ABR sub-page may also be accessed from the TSD Utility sub-page, as shown below.
1. Point Type
2. Point Name
3. Point Identification
4. Paging Controls
1. Point Type. Denotes the type of all points listed below. The Point Type headers, followed by Earth Datum
headers, are listed in the following sequence on the subsequent ABR sub-pages.
• WAYPOINTS • CLARK 1880 CL0
• HAZARDS • CLARK 1866 CL6
• GENERAL CTRLM • EVEREST SABAH EVB
• FRIENDLY CTLRM • EVEREST 1830 EVE
• ENEMY CTRLM • INTERNATIONAL1924 INT
• PREPLANNED TGT/THRT • MODIFIED AIRY MAI
• AIRY AIR • EVEREST 1948 MEV
• AUSTRALIAN NATL AUS • WORLD GEO SYS 72 W72
• BESSEL 1841 BES • WORLD GEO SYS 84 W84
2. Point Name. Denotes the name of the point.

3. Point Identification. Denotes the abbreviated identification code of the point. This may be input via the
Keyboard Unit (KU) when adding a new point to the TSD.
4. Paging Controls. Cycles forward and back through multiple pages of abbreviated identification codes.
EAGLE DYNAMICS 231

DCS [AH-64D]
Adding a Point
Points may be added to the TSD while the POINT sub-page is displayed in ADD format. A new point may be
added by manually entering point file data via the Keyboard Unit (KU) or by “dropping” a new point directly onto
the TSD via the MPD cursor.
POINT Add (ADD) format

Pressing the ADD button (VAB L2) displays the POINT sub-page in Add format. Pressing the ADD button a second
time returns the POINT sub-page to the original format.
7. ABR sub-page
1. Add Point
2. Waypoint Point Type
3. Hazard Point Type
4. Control Measure
Point Type
5. Target/Threat
Point Type
6. Next Point File Entry
1. Add Point. Activates the KU for inputting new point file data. The first data element that may be input is
the identifier. (See Adding a Point using the Keyboard Unit for more information.)
2. Waypoint (WP) Point Type. Selects the WPTHZ partition for point entry and enables Waypoint-specific
identifiers only: CC, LZ, PP, RP, SP, and WP. The selected point type will default to this selection when the
POINT page is set to ADD format while the TSD Phase is set to NAV. (See Appendix C for a complete list of
Waypoint identifiers.)
3. Hazard (HZ) Point Type. Selects the WPTHZ partition for point entry and enables Hazard-specific
identifiers only: TO, TU, WL, and WS. (See Appendix C for a complete list of Hazard identifiers.)
4. Control Measure (CM) Point Type. Selects the CTRLM partition for point entry and enables Control
Measure-specific identifiers only. (See Appendix C for a complete list of Control Measure identifiers.)
5. Target/Threat Point (TG) Type. Selects the TGT/THRT partition for point entry and enables
Target/Threat-specific identifiers only. The selected point type will default to this selection when the POINT
page is set to ADD format while the TSD Phase is set to ATK. (See Appendix C for a complete list of
Target/Threat identifiers.)
6. Next Point File Entry. Displays the point file index that will be occupied by the next point that is entered.
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Adding a Point using MPD Cursor

A new point may be added to the TSD quickly by selecting the desired point type (VAB L3-L6) and then “dropping”
the point onto the TSD at the desired location. However, if the “cursor drop” method is used to add a point, only
the point type may be selected and no further point file data may be entered. The default points that are dropped
at the cursor location are shown below, based on the selected point type.
• Waypoint (WP)
• Tower Under 1000’ (TU)

3. ADD (VAB L2)
• Checkpoint (CP)
• Target point (TG)
When these points are “dropped”, the free text 5. MPD Cursor Slew
will default to the point index within the
database (e.g., “W11”, “H05”, “C51”, “T04”
etc.). The coordinates will be entered based 4. Point Type
on the cursor location and the altitude of the (VAB L3-L6)
point will be entered based on the terrain

elevation data for that location on that map.
To quickly add a point using the “cursor drop”
method, perform the following:
1. TSD Fixed Action Button – Press.
2. POINT (VAB B6) – Select.
3. ADD (VAB L2) – Select.
1. TSD Fixed Action Button 2. POINT (VAB B6)
4. Point Type (VAB L3-L6) – Select WP,
HZ, CM, or TG as desired.
5. MPD Cursor Controller/Enter – Slew to
desired location on TSD.
Cursor Controller/Enter
6. MPD Cursor Enter
6. MPD Cursor Controller/Enter – Press.
EAGLE DYNAMICS 233

DCS [AH-64D]
Adding a Point using Keyboard Unit (KU)

A new point may be added by manually entering point file data via the Keyboard Unit (KU). This method allows
the crewmember to input each element of the point file sequentially.
To add a point using the KU, perform the
following: 4. ABR (VAB T3)

6. IDENT> (VAB L1)
4. ABR (VAB T4) – Select, as required.
5. Point Type (VAB L3-L6) – Select WP, HZ, 3. ADD (VAB L2)
CM, or TG as desired.
6. IDENT> (VAB L1) – Select.
5. Point Type
Once IDENT> (VAB L1) is pressed, the KU (VAB L3-L6)
scratchpad display will activate with “IDENT:”
as the display prompt. The elements of the
new point file may then be entered, with the
ENTER button on the KU commanding the KU
to accept the current entry and progress to the
next display prompt in the sequence.
If an entry is invalid and cannot be accepted
by the KU, the scratchpad display will flash.
Any button on the KU may then be pressed to
acknowledge the invalid entry condition, after
which a different data entry may be input.
IDENT:
7. Input identifier data, and press ENTER on the KU.
FREE:
8. Input free text data, and press ENTER on the KU.
UTM LAT/LONG:
The KU scratchpad will initialize to the UTM LAT/LONG:
prompt by displaying the current MGRS coordinates of
the ownship. The cursor is automatically placed at the
first digit of the “easting” numerals (shown at right).
9. Input location data using any of the following methods:
• Input MGRS coordinates in an 8-digit format
as a continuous string without spaces and
press ENTER on the KU (e.g., 38T KM 5644
8074 would be input as “38TKM56448074”).
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[AH-64D] DCS
If a different grid zone designator and/or square identifier is to be entered, the KU arrow keys should
be used to place the cursor over the first character to be overwritten, and then the remainder of the
coordinate data may be typed over.
• Press CLR and input Latitude/Longitude
coordinates in Degrees-Minutes-Decimals
format as a continuous string without spaces,
decimals, or special characters and press
ENTER on the KU (e.g., N42°14.45’
E°042°02.88’ would be input as “N421445E0420288”)
• Press CLR and input the name of an existing
point file to copy its coordinates into the new
point file and press ENTER on the KU (e.g.,
“W11”, “H05”, “C51”, “T04”, etc).
• Use the MPD Cursor Controller/Enter to slew the MPD cursor to the desired location on TSD and then
press Cursor-Enter.
ALTITUDE:
The KU scratchpad will initialize to the ALTITUDE: prompt by displaying the digital terrain elevation data at the
coordinates that was just entered within the new point file. The cursor is automatically placed at the first digit.
10. Input altitude data using either of the following methods:
• Accept the default terrain elevation by pressing ENTER on the KU.
• Input a different altitude value in feet above
mean sea level (MSL) by typing over the
existing data and press ENTER on the KU.
After the altitude data has been accepted, the

new point file will be saved within the
navigational database and automatically
selected for review on the POINT sub-page.
New point file selected

for review after entry
EAGLE DYNAMICS 235

DCS [AH-64D]
Editing a Point
Points may be edited while the POINT sub-page is displayed in EDIT format. Existing point files may receive
changes to their free text, coordinates, or altitude data elements; however, the point file identifier may not be
changed.
POINT Edit (EDIT) format

Pressing the EDIT button (VAB L3) displays the POINT sub-page in Edit format. Pressing the EDIT button a
second time returns the POINT sub-page to the original format.
1. Edit Point
2. Reviewed Point
1. Edit Point. Activates the KU for editing point file data of the point selected for review. The first data element
that may be edited is the free text. (See Editing a Point using the Keyboard Unit for more information.)
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Editing a Point using Keyboard Unit (KU)

An existing point can only be edited by manually entering point file data via the Keyboard Unit (KU). This method
requires the crewmember to review each element of the point file sequentially and, if necessary, input new data
using the KU when the respective prompt is displayed on the KU scratchpad.
To edit a point using the KU, perform the
following:
3. POINT> (VAB L1)
3. POINT> (VAB L1) – Select and input the
point index of the point to be edited into
the KU (e.g., “W11”, “H05”, “C51”,
“T04”, etc).
or
3. MPD Cursor Controller/Enter – Select
the point to be edited on TSD. 4. EDIT (VAB L3)
4. EDIT (VAB L3) – Select. 5. FREE> (VAB L1)
5. FREE> (VAB L1) – Select.

Once FREE> (VAB L1) is pressed, the KU
scratchpad display will activate with “FREE:”
as the display prompt. The elements of the
point file may then be edited, with the ENTER
button on the KU commanding the KU to
accept the current entry and progress to the
next display prompt in the sequence.
If an entry is invalid and cannot be accepted
by the KU, the scratchpad display will flash.
Any button on the KU may then be pressed to
acknowledge the invalid entry condition, after
which a different data entry may be input.
EAGLE DYNAMICS 237

DCS [AH-64D]
FREE:
6. If the existing free text is desired, simply press
ENTER to accept the existing data.
If different free text data is desired, the new free
text may be input by typing over the existing data
and then press ENTER on the KU.
UTM LAT/LONG:
The KU scratchpad will initialize to the UTM LAT/LONG:
prompt with the cursor automatically placed at the first
digit of the “easting” numerals (shown at right).
7. If the existing location is desired, simply press
ENTER to accept the existing data.
If different location data is desired, the new location data may be input using any of the following methods:
• Input MGRS coordinates in an 8-digit format
as a continuous string without spaces and
press ENTER on the KU (e.g., 38T KM 5644
8074 would be input as “38TKM56448074”).
If a different grid zone designator and/or square identifier is to be entered, the KU arrow keys should
be used to place the cursor over the first character to be overwritten, and then the remainder of the
coordinate data may be typed over.
• Press CLR and input Latitude/Longitude
coordinates in Degrees-Minutes-Decimals
format as a continuous string without spaces,
decimals, or special characters and press
ENTER on the KU (e.g., N42°14.45’
E°042°02.88’ would be input as “N421445E0420288”)
• Press CLR and input the name of an existing
point file to copy its coordinates into the new
point file and press ENTER on the KU (e.g.,
“W11”, “H05”, “C51”, “T04”, etc).
• Use the MPD Cursor Controller/Enter to slew the MPD cursor to the desired location on TSD and then
press Cursor-Enter.
ALTITUDE:
The KU scratchpad will initialize to the ALTITUDE: prompt with the cursor automatically placed at the first digit.
8. If the existing altitude is desired, simply press ENTER to accept the existing data.
If different altitude data is desired, input a different
altitude value in feet above mean sea level (MSL)
by typing over the existing data and press ENTER
on the KU.
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[AH-64D] DCS
After the altitude data has been accepted, the

changes to the point file will be reflected
within the navigational database and may be
reviewed within the Review Status Window on
the POINT sub-page.
In the image shown to the right, the free text
was modified from the default data of “W01”
to “SPT”, with the existing location and
altitude data accepted without changes.
Edited point file data shown

in Review Status Window
EAGLE DYNAMICS 239

DCS [AH-64D]
Deleting a Point
Points may be deleted while the POINT sub-page is displayed in DEL format. A confirmation must be received by
the crewmember to delete the point from the navigational database.
POINT Delete (DEL) format

Pressing the DEL button (VAB L4) displays the POINT sub-page in Delete format and replaces the DEL button
with a two-button Grouped button confirmation option. Pressing the NO button (VAB L4) will abort the deletion
process and return the POINT sub-page to the original format.
1. Review Point
4. Reviewed Point
2. Confirm Point Deletion
3. Abort Point Deletion
1. Review Point. Activates the KU for inputting a point file for review. Alternatively, a point may selected for
review directly from the TSD by using the MPD cursor. (See Deleting a Point for more information.)
2. Confirm Point Deletion. Deletes the point that is selected for review.
3. Abort Point Deletion. Aborts the deletion process and returns the POINT sub-page to the original format.
240
[AH-64D] DCS
Deleting a Point
To delete an existing point, perform the
following:
3. POINT> (VAB L1)
point index of the point to be deleted
into the KU (e.g., “W11”, “H05”, “C51”,
“T04”, etc).
or
the point to be deleted on TSD.
4. DEL (VAB L4)
4. DEL (VAB L4) – Select.

5. YES (VAB L3) – Select to confirm
deletion.
5. YES (VAB L3)
or
5. NO (VAB L4) – Select to abort deletion.
5. NO (VAB L4)
EAGLE DYNAMICS 241

DCS [AH-64D]
Storing a Point
Waypoints or Target points may be selectively stored to the TSD while the POINT sub-page is displayed in STO
format. A new point may be stored using either a “flyover” store or a “CPG Sight” store.
When the POINT sub-page is displayed in STO format, the Review Status window will display the information
that will be entered into the next point file if the NOW button (VAB L1) is pressed or, in the case of the CPG, if
the STORE/UPDT button on the TEDAC Left Handgrip is momentarily set to the STO position. This includes the
next empty point file index of the selected type, and the aircraft’s current position and altitude.
POINT Store (STO) format

Pressing the STO button (VAB L5) displays the POINT sub-page in Store format. Pressing the STO button a second
time returns the POINT sub-page to the original format.
1. Store Now
2. Point Type
3. Next Point File Entry
1. Store Now. Stores a new point at the current coordinates of the ownship. (See Storing a Point using Fly-
over for more information.)
2. Point Type. Toggles the point type of the next point to be stored.
• WP. The next point to be stored will be entered as a Waypoint (WP). The point type will default to this
selection when the POINT page is set to STO format while the TSD Phase is set to NAV.
• TG. The next point to be stored will be entered as a Target (TG) point. The point type will default to
this selection when the POINT page is set to STO format while the TSD Phase is set to ATK.
3. Next Point File Entry. Displays the point file index that will be occupied by the next point that is stored.
4. Review Status Window. Displays the coordinates that will be entered into the next point file if the NOW
button (VAB L1) is pressed. When a point is stored using NOW (VAB L1), the point’s free text is
automatically entered as “FLY”. When a point is stored using the CPG HMD or TADS, the point’s free text
is automatically entered as “HMD” or “TAD” respectively.
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Storing a Point using Fly-over

A new point may be stored to the TSD using the current aircraft position in a “fly-over” method, and may be
performed by either crewmember.
To store a point at the current aircraft position,
perform the following:
3. STO (VAB L5) – Select.
4. TYPE (VAB L6) – Select WP or TG as
desired. 5. NOW (VAB L1)
5. NOW (VAB L1) - Select.

3. STO (VAB L5)
After storing the point, the TSD will return to
the main format of the POINT sub-page, and
display the fly-over point’s information in the
Review Status window.
4. TYPE (VAB L6)
Stored Point
EAGLE DYNAMICS 243

DCS [AH-64D]
Storing a Point using CPG Sight (HMD)

A new point may be stored to the TSD using the CPG HMD line-of-sight. Although a manual range may be used
if necessary, an automatic range will typically provide greater precision when operating over relatively flat terrain.
To store a point at the CPG’s HMD line-of-sight
using an Automatic range, perform the
following:
1. Sight Select switch – HMD.
2. WPN Fixed Action Button – Press.
3. MANRNG (VAB B6) – Select, enter “A”
on the KU, and press ENTER. Stored Point

5. POINT (VAB B6) – Select. 6. STO (VAB L5)

desired.
8. Position the HMD LOS Reticle over the
desired location.
7. TYPE (VAB L6)
9. STORE/UPDT switch – STO.
9. STORE/
UPDT Switch
Stored Point Index
Storing a point using the HMD line-of-sight
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Storing a Point using CPG Sight (TADS)

A new point may be stored to the TSD using the TADS line-of-sight. Although an automatic or manual range may
be used if necessary, a laser range will provide the best precision when storing a point using the TADS.
NOTE: The CPG may store a Target (TG) point at the TADS line-of-sight and current range source any time the
TADS is the selected sight and the STORE/UPDT switch on the TEDAC Left Handgrip is momentarily set to the
STO position. The TSD is not required to be displayed and set to the STO sub-page to perform this action.
Although this method allows targets to be
stored more quickly by excluding steps 3
through 6 below, the option to store a
Waypoint (WP) in lieu of a Target (TG) point
will not be available if the POINT sub-page
STO format is not utilized.
To store a point at the CPG TADS line-of-sight
using a laser range, perform the following:
Stored Point
1. NVS Mode switch – OFF, if applicable.
2. Sight Select switch – TADS. 6. STO (VAB L5)
3. Sight Manual Tracker – Position the

TADS LOS Reticle over the desired
location.
7. TYPE (VAB L6)
desired.
8. ARM/SAFE button – ARM. 4. TSD Fixed Action Button 5. POINT (VAB B6)
9. LRFD trigger – 1 detent for ranging.

st
10. STORE/UPDT switch – STO.
10. STORE/
UPDT Switch
Stored Point Index
Storing a point using the TADS line-of-sight
EAGLE DYNAMICS 245

DCS [AH-64D]
ROUTES
The AH-64D navigational database can store 10 unique routes, each consisting of up to 100 point entries. Route
sequences may consist of any combination of Waypoints/Hazards and Control Measures, but may not include any
points from the Targets/Threats partition. However, “direct” routes may be plotted from the aircraft’s current
position to any point file within the database at any time, to include Targets/Threats.
Routes typically consist of a Start Point (SP) and end with a Release Point (RP). When planning a mission, it is
useful to have multiple ingress and egress routes to and from the objective area. A route should not be considered
a flight plan, but rather an avenue to reach the objective area, reposition to different sectors of the battlefield,
or a method to control multiple flights of aircraft. As such, most route points are not required to be directly
overflown.
In the example below, a basic route is shown on the TSD that includes a Start Point, a Communications
Checkpoint, a standard Waypoint, a Release Point, and a solid green line linking each point within the route.
Route Structure and Format
If a TSD is not displayed on either MPD within the crewstation, the EUFD will display “WAYPOINT APPROACH” in
the advisory column to alert the crewmember of an impending turn to the next route point. This advisory will
display when the estimated time enroute (ETE) to that route point is 60 seconds at the current ground speed.
When passing the route point, even if the aircraft does not directly overfly it, the next route point is automatically
set as the new destination and “WAYPOINT PASSAGE” is displayed on the EUFD for 90 seconds.
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[AH-64D] DCS
TSD Route (RTE) Sub-page

The RTE sub-page is used to review information regarding the current route and its points, plot a direct route to
a different point in the route or any point outside of the current route sequence, or edit the current route by
adding or deleting points from the route sequence. Routes themselves may be selected or deleted entirely from
the TSD Route Menu sub-page.
NOTE: If a point is deleted from a route sequence, it is not removed from the navigational database. Point files
may only be deleted from the database using the TSD Point sub-page.
By default, the current route is only displayed on the TSD page when set to NAV phase, or any time the RTE sub-
page is displayed. However, the current route may be enabled for display on the TSD in the ATK phase if desired.
(See TSD Show sub-page for more information.)
1. Aircraft Heading 7. Reviewed Point
2. Route Line
8. Route Scroll
3. Add Point format
9. Route Points Window

4. Delete Point format
5. Direct Route format
8. Route Scroll
6. Command Heading 10. Review Status Window
11. RTM sub-page
1. Aircraft Heading. Displays a digital readout of the aircraft’s current magnetic heading in 1° increments.
2. Route Line. Displays the current route as a solid green line.
When a direct route is created to any point file, the direct route will be displayed as a full intensity green
line and the route line will be displayed as a partial intensity green line
3. Add Point format. Displays the ADD format for adding points to the current route.
4. Delete Point format. Displays the DEL format for removing points from the current route.
5. Direct Route format. Displays the DIR format for creating a direct route to an existing point file.
6. Command Heading. Indicates the magnetic heading to the point selected for navigation.
8. Route Scroll. Scrolls the Route Points window forward through route sequence when VAB R1 is pressed,
or backward through the route sequence when VAB R6 is pressed.
EAGLE DYNAMICS 247

DCS [AH-64D]
9. Route Points Window. Displays the point files within the current route sequence and permits selection of
the points for review, navigation, editing of the current route. The points window may be scrolled forward
or backwards through the route sequence using the Route Scroll buttons (VAB R1/R6).
• Each point file within the Route Points window is displayed as a 4-character sequence, with the
first two characters representing the point file’s identifier code, and the last two characters
representing the point file’s numerical index within its database partition. In the example to the
left, the point file is W04 within the WPTHZ partition, which is identified as a Release Point.
• When a point file within the Route Points window is selected for review, the point’s label within
the Route Points window is outlined within a box.
• When a point file within the Route Points window is selected as the navigation destination, the
point’s label within the Route Points window is underlined.
10. Review Status Window. Displays information regarding the reviewed route point.
Point Index
• Point Index. The database partition and location within which the point resides.
• Identification. The one- or two-character abbreviation of the point, which determines its specific
symbol and color.
• Estimated Time Enroute (ETE). The estimated elapsed time to travel to the next point within the
route sequence, and each subsequent route leg, until arrival at the reviewed point within the route
sequence, based on the current ground speed.
When a direct route is created to any point file, the ETE will be calculated based on the straight-line
distance from the ownship position to the reviewed point and the current ground speed.
• Estimated Time of Arrival (ETA). The estimated time of arrival at the reviewed point, based on the
current system time and the estimated time enroute (ETE). The ETA time format (Local or Zulu) is
based on the system time format selected on the TSD Utility sub-page.
When a direct route is created to any point file, the ETA will be calculated based on the straight-line
distance from the ownship position to the reviewed point and the current ground speed.
• Distance to Point (KM). The combined distance, in kilometers, from the ownship position to the next
point within the route sequence, and each subsequent route leg, until arrival at the reviewed point.
When a direct route is created to any point file, the distance will be calculated as a straight-line distance
from the ownship position to the reviewed point.
• Distance to Point (NM). The combined distance, in nautical miles, from the ownship position to the
next point within the route sequence, and each subsequent route leg, until arrival at the reviewed
point.
When a direct route is created to any point file, the distance will be calculated as a straight-line distance
from the ownship position to the reviewed point.
11. RTM sub-page. Displays the TSD Route Menu sub-page.
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[AH-64D] DCS
TSD Route Menu (RTM) Sub-page

The RTM sub-page is used to select a different route sequence for navigation, reverse the current route sequence,
or delete all point files from any of the stored route sequences.
1. Route Select
2. Current Route
4. Route Name
5. Route Sequence
Status Windows
3. Route Select Mode

6. Reverse Route Sequence
7. Paging Controls
1. Route Select. Selects a route sequence for navigation or for deletion, depending on the Route Select Mode
that has been selected at (VAB L4/L5).
2. Current Route. Indicates the route sequence that is being used for navigation.
3. Route Select Mode. Determines the function of the Route Select buttons (VAB T1-T5).
• NEW. The Command Heading, Navigation Fly-To Cue, and Waypoint Status windows will switch
navigation to the first point within the selected route sequence, and any direct route lines will be
removed from the TSD.
• DELETE. All point files are removed from the route sequence that is subsequently selected. The route
name will remain and cannot be changed from within the cockpit.
4. Route Name. Displays the 5-character name of the corresponding route sequence.
5. Route Sequence Status windows. Displays the first six point files within the route sequence, in order of
navigation.
6. Reverse Route Sequence. Inverts the route sequence so that the route may be flown in the reverse
direction. Each point file will automatically sequence to the next in reverse order as the route is flown. The
Route Sequence Status windows will update accordingly to reflect the sequence.
7. Paging Controls. Cycles forward and back between the first and second pages of route sequences.
EAGLE DYNAMICS 249

DCS [AH-64D]
Creating a Route using the Mission Editor

When using the Mission Editor, waypoints placed on the map from the Helicopter Group’s Route tab will auto-
populate into the DCS: AH-64D as the default TSD route sequence, Route “ALPHA”. Each waypoint following the
initial Helicopter Group position (waypoint 0) will be displayed as a Waypoint (WP) on the TSD, as part of Route
“ALPHA”, and numbered in accordance with their sequence within the Mission Editor.
NOTE: It is currently only possible to generate one route in the Mission Editor. The remaining nine routes on the
Route Menu (RTM) sub-page will be empty of any points. However, points may be added to the remaining routes
from the cockpit, if desired, after the mission starts.
Initial position of Helicopter Group
WP02 in Route “ALPHA”

Mission Editor – Helicopter Group Route
Point files within the AH-64D’s navigational database are input and displayed in three dimensions, therefore it
may be advisable to set the altitude of all waypoints within the Mission Editor to the minimum value, which
corresponds with ground level; especially if intended to mark a specific location or landmark. However, under
certain circumstances it may be useful to place them at altitudes above ground, depending on how they are
intended to be utilized during the mission. This may be useful to mark locations over the battlefield for illumination
rockets or to build 3-dimensional instrument approaches during low-visibility conditions.
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[AH-64D] DCS
Creating a Route using the Route (RTE) sub-page

When creating a new route, an empty route should be selected on the TSD Route Menu sub-page. After an empty
route has been selected, it may be necessary pan the TSD to the first point to be added to the route, and any
subsequent points, if not currently located within the viewable TSD footprint. Alternatively, if the point file indexes
of the points are known, they may be manually input using the Keyboard Unit (KU).
NOTE: Routes may only be created or
modified using existing points within the
navigational database, which cannot be added
from the TSD Route sub-page. (See TSD Point 4. POINT> (VAB L1)
sub-page for more information).
To add points to a new route, perform the
following:
4. MPD Cursor
2. RTE (VAB B5) – Select.
3. ADD (VAB L2)
point index of the point to be added into
the KU (e.g., “W11”, “H05”, “C51”, etc).
or 5. Route Point
“END” (VAB R5)
4. MPD Cursor Controller/Enter – Select the
point to be added on TSD.
1. TSD Fixed Action Button 2. RTE (VAB B5)
5. Route Point (VAB R5) – Select the button

adjacent to the route “END” identifier to
place the point at the start of the route.
The route “END” identifier will move to
the following position within the route
sequence.
EAGLE DYNAMICS 251

DCS [AH-64D]

point index of the next point to be added
into the KU (e.g., “W11”, “H05”, “C51”, 7. Route Scroll
etc). 6. POINT> (VAB L1) (VAB R1)
or
next point to be added on TSD.
8. Route Points
7. The Route Scroll buttons (VAB R1/R6) (VAB R2-R5)
may be used as necessary to advance up
(or down) within the route sequence.
8. Route Point (VAB R2-R5) – Select the
button adjacent to the route “END”
identifier to place the next point at the
end of the route.
Route line re-drawn after
each point is added 6. MPD Cursor
The route “END” identifier will move to
the following position within the route
7. Route Scroll
sequence. Repeat steps 6 and 7 as (VAB R6)
necessary until all points are added to the
route sequence as intended.
As each point is added, the route line will
be re-drawn as appropriate.
NOTE: If it is desired to insert any points into an existing route, or to remove points from the route, see
Editing a Route on the following pages.
252
[AH-64D] DCS
Creating a Direct Route using the Route (RTE) sub-page

Any point within the navigational database may be used to create a direct route, to include Target/Threat points.
When a direct route is created, a solid green line will be plotted from the ownship’s present position to the point,
and the route sequence will be displayed in partial intensity.
NOTE: If the point that is selected for
creation of a direct route is within the current
route sequence, upon arrival at the point the
direct route will be removed, the route 4. POINT> (VAB L1)
sequence will return to full intensity, and the
route will sequence through the remainder of
the subsequent route points.
To create a direct route to a point, perform
the following:
4. MPD Cursor
3. DIR (VAB L5) – Select.
point index for creating a direct route
3. DIR (VAB L5)
into the KU (e.g., “W11”, “H05”, “C51”,
etc).
or
point desired for creating a direct route.
4. Route Scroll
(VAB R1)
5. Route Points
(VAB R2-R5)
or, if the point is part of the current route

4. Route Scroll (VAB R1/R6) – Select, as
necessary. Direct Route Line
5. Route Points (VAB R2-R5) – Select the

button that corresponds with the point
4. Route Scroll
desired for creating a direct route. (VAB R6)
EAGLE DYNAMICS 253

DCS [AH-64D]
Editing a Route using the Route (RTE) sub-page

To remove a point from the current route,
1. TSD Fixed Action Button – Press. 4. Route Scroll
(VAB R1)
3. DEL (VAB L4) – Select.
point to be removed on TSD. 5. Route Points
3. DEL (VAB L4)
(VAB R2-R5)
4. MPD Cursor
4. Route Scroll
(VAB R6)

or
4. Route Scroll (VAB R1/R6) – Select, as
necessary.
button that corresponds with the point to
be removed.
Route line re-drawn

after point is removed
254
[AH-64D] DCS
To insert a point into the current route,

4. POINT> (VAB L1)
point index of the point to be inserted
into the KU (e.g., “W11”, “H05”, “C51”,
etc). 3. ADD (VAB L2)
or
point to be inserted on TSD.
4. MPD Cursor
5. Route Points
(VAB R2-R5)
button that corresponds with the desired
location within the route to which the Route line re-drawn to
point will be inserted. include inserted point
NOTE: When a point

is inserted into a
position within the
route sequence that
is not the END, the
point that is located
at that position
within the route
sequence will move
to the subsequent
position above it. All
other points that
follow will move to
subsequent positions
accordingly.
EAGLE DYNAMICS 255

DCS [AH-64D]
Selecting a Route using the Route Menu (RTM) sub-page

The route marked as CURRENT on the RTM sub-page is the route sequence currently being utilized for the
purpose of navigation.
To select a new route for navigation, perform
the following: 6. Route Select
(VAB T1-T5)
3. RTM (VAB B6) – Select.
4. NEW (VAB L4) – Verify boxed.
5. Paging Controls (VAB B2/B3) – Select as 4. NEW (VAB L4)
necessary to view the available route
sequences.
6. Route Select (VAB T1-T5) – Select the
desired route sequence.
7. REVERSE ROUTE (VAB R5) – Select as
necessary, depending on the direction 5. Paging Controls 7. REVERSE
the route is intended to be flown. (VAB B2/B3) ROUTE (VAB R5)
1. TSD Fixed Action Button 2. RTE (VAB B5) 3. RTM (VAB B6)
256
[AH-64D] DCS
Deleting a Route using the Route Menu (RTM) sub-page

All point files within a route sequence may be deleted on the RTM sub-page, however the name of the route
sequence itself will remain.
To select a route for deletion, perform the
following: 6. Route Select
(VAB T1-T5)
3. RTM (VAB B6) – Select.
4. DEL (VAB L5) – Select
5. Paging Controls (VAB B2/B3) – Select as
necessary to view the available route
sequences.
6. Route Select (VAB T1-T5) – Select the
route sequence that is intended for
deletion.
7. YES (VAB L4) – Select to confirm 4. DEL (VAB L5) 5. Paging Controls
deletion. (VAB B2/B3)
or
7. NO (VAB L5) – Select to abort deletion.
1. TSD Fixed Action Button 2. RTE (VAB B5) 3. RTM (VAB B6)
7. YES (VAB L4)
7. NO (VAB L5)
EAGLE DYNAMICS 257

DCS [AH-64D]
RADIO NAVIGATION
IN LOW-VISIBILITY CONDITIONS
Although the AH-64D was not designed to perform flight within Instrument Meteorological Conditions (IMC), it
can perform limited navigation under such conditions with on-board equipment. This equipment primarily includes
the AN/ARN-149 Automatic Direction Finder (ADF) receiver, the Instruments (INST) sub-page of the TSD, along
with the associated navigation symbology on the Flight (FLT) page and in the IHADSS Flight symbology.
The AN/ARN-49 ADF is a radio navigation receiver with a directional antenna that can determine a coarse azimuth
to an AM radio signal within the frequency range of 100.0 to 2199.5 kHz. Audio from AM radio signals received
within this frequency range may also be monitored by the crew using the ADF audio channel of the ICS system.
The ADF receiver is controlled through the TSD Instruments (INST) sub-page on the TSD. The INST sub-page
format enables the crew to determine relative bearings from known Non-Directional Beacon (NDB) stations; and
integrates the radio navigation equipment with the existing functionality of the TSD moving map, routes, points
database, waypoint status, winds, and endurance data.
(See the TSD Instruments sub-page for more information.)
Setting the Color Band Shading to “A/C” on the TSD Map sub-page may aid in maintaining clearance above terrain
and obstacles when operating in low-visibility conditions.
NOTE: The Common Missile Warning System (CMWS) utilizes the ADF audio channel of the ICS to provide missile
threat warnings to the crew. To monitor the ADF receiver audio, the CMWS/NAV switch must be set to the NAV
position on the CMWS Control Panel, which is located in the Pilot crewstation.
258
[AH-64D] DCS
TSD Instruments (INST) Sub-page

The INST sub-page of the Tactical Situation Display is a sub-page optimized for radio navigation and includes
controls for the AN/ARN-149 Automatic Direction Finder (ADF).
Any time the INST sub-page is displayed, the Horizontal Situation Indicator (HSI) will be displayed around the
Ownship, regardless of whether the crewmember has enabled the HSI for display on the TSD SHOW sub-page.
NOTE: If the ARN-149 ADF receiver is not powered on the INST Utility sub-page, the following items will not be
displayed on the INST sub-page.
• ADF Frequency (VAB L3) • ADF Tone (VAB R4)
• Last ADF Frequency (VAB L5) • ADF Identification (VAB R5)
• ADF Status Window • ADF Test (VAB R6)
• ADF Bearing Pointer
All remaining functions of the Tactical Situation Display (TSD) page that are not described below are described
in the Multi-Purpose Display (MPD) section of the AH-64D chapter.
1. Stopwatch Controls
3. UTIL sub-page
2. Stopwatch Timer
4. ADF Status Window

6. Selected
Heading Indicator
5. ADF Bearing Pointer
7. Selected Heading
8. ADF Frequency
10. ADF Tone
9. Last ADF Frequency 11. ADF Identification
12. ADF Test
13. Reverse
Heading Indicator
1. Stopwatch Controls. Controls the stopwatch timer within the crewstation.

• START/STOP. Starts or pauses the stopwatch timer. When the stopwatch timer is running, the START
label will be replaced with the STOP label. When the stopwatch timer has been paused or reset, the
STOP label will be replaced with the START label.
• RESET. Stops and resets the stopwatch timer to 0:00:00.
2. Stopwatch Timer. Displays the elapsed time in H:MM:SS format, from 0:00:00 to a maximum of 9:59:59.
NOTE: The stopwatch timer in each crewstation is independent of the other. Starting, stopping, or resetting
the stopwatch timer in one crewstation will have no effect on the stopwatch timer in the other crewstation.
3. UTIL sub-page. Displays the INST Utility sub-page.
EAGLE DYNAMICS 259

DCS [AH-64D]
4. ADF Status Window. Displays the tuned ADF Preset ID, ADF frequency, and morse code equivalent of the
Preset ID for identifying the NDB station via the ADF audio channel. If the ADF is manually tuned to a
frequency in lieu of an ADF Preset, only the ADF frequency will be displayed.
When the ADF is tuned to an emergency frequency (500 or 2182 kHz), the ADF status window will display
EMER and the morse code equivalent of “S-O-S”.
5. ADF Bearing Pointer. Indicates the bearing toward the AM radio signal as measured by the ADF receiver.
6. Selected Heading Indicator. Indicates the Selected Heading value input via the KU.
7. Selected Heading. Activates the KU for inputting a magnetic heading. After entry, the Selected Heading
Indicator will be displayed at this heading around the HSI. Valid frequency headings are 001˚ to 360˚ in 1-
degree increments.
8. ADF Frequency. Activates the KU for inputting a frequency. After entry, the ADF receiver will be tuned to
this frequency. Valid frequency range is 100.0-2199.5 kHz in 0.1 kHz increments.
9. Last ADF Frequency. Tunes the ADF to the previous radio frequency. Subsequent presses of this button
will toggle between the current and previous frequencies.
10. ADF Tone. Not implemented.
11. ADF Identification. Not implemented.
12. ADF Test. Performs a test of the ADF receiver. When pressed, the ADF Bearing Pointer will momentarily
shift 90° clockwise before returning to the original bearing. A faulty system circuit could cause the ADF
Bearing Pointer to shift to a value other than 90° clockwise.
NOTE: The rate at which the ADF Bearing Indicator returns to the original bearing direction indicates the
relative strength of the AM signal being received. The faster the return, the stronger the signal.
13. Reverse Heading Indicator. Indicates the reverse heading from the Selected Heading input via the KU.
Any time the ARN-49 ADF is set to ADF mode on the INST Utility sub-page and is receiving a signal over the
corresponding frequency, the ADF Bearing Indicator (resembling an inverted “lollipop”) will be displayed along
the Heading Tape on the FLT page and in the IHADSS Flight symbology.
ADF Bearing Indicator
260
[AH-64D] DCS
TSD Instruments, Utility (UTIL) Sub-page

The INST Utility sub-page includes controls for powering the AN/ARN-49 ADF receiver, tuning the ADF to a preset
NDB station, or editing any of the ten preset NDB stations.
NOTE: If the ARN-149 ADF receiver is not powered at VAB B6, the remaining items on the INST Utility sub-page
will not be displayed.
1. ADF Preset Tune
2. ADF Mode
3. ADF Presets 1↓5 3. ADF Presets 6↓10
7. ADF Receiver Power
4. ADF Emergency Tune 5. ADF Preset ID 6. ADF Preset Frequency
1. ADF Preset Tune. Tunes the ADF receiver to the selected ADF Preset.
2. ADF Mode. Toggles the ADF receiver between Automatic Direction Finder (ADF) and Antenna (ANT) modes.
• ADF. Displays the ADF Bearing Pointer for indicating the measured bearing to the received AM radio
signal and supplies received radio audio to the ADF audio channel.
• ANT. Supplies received radio audio to the ADF audio channel but does not display the ADF Bearing
Pointer.
3. ADF Presets. Selects the corresponding ADF Preset for tuning or editing.
4. ADF Emergency Tune. Tunes the ADF receiver to an international distress frequency.
• 500. Tunes the ADF receiver to 500.0 kHz.
• 2182. Tunes the ADF receiver to 2182.0 kHz.
5. ADF Preset ID. Activates the KU for inputting a new 3-character identifier for the selected ADF Preset.
6. ADF Preset Frequency. Activates the KU for inputting a new frequency for the selected ADF Preset. Valid
frequency range is 100.0-2199.5 kHz in 0.1 kHz increments.
7. ADF Receiver Power. Enables/disables the AN/ARN-49 ADF receiver.
EAGLE DYNAMICS 261

DCS [AH-64D]
Tuning the ADF to an NDB Frequency

The ADF receiver may be tuned to a manual frequency on the INST sub-page or to a preset frequency on the
INST UTIL sub-page. After powering the ADF receiver (VAB B6) on the INST UTIL sub-page, additional options
are presented to the crew on both sub-pages which include ADF presets and emergency frequencies for tuning.
To tune the ADF to a manual or preset
frequency, perform the following: 3. UTIL (VAB T6)

2. INST (VAB L1)
2. INST (VAB L1) – Select.
3. FREQ> (VAB L3) – Select and input the
manual frequency using the KU.
or
3. UTIL (VAB T6) – Select.
4. Preset (VAB L2-L6, R2-R6) – Select as
desired. 3. FREQ> (VAB L3)
5. TUNE (VAB T5) – Select.
1. TSD Fixed Action Button
5. TUNE (VAB T5)
4. Presets (VAB L2-L6) 4. Presets (VAB R2-R6)
262
[AH-64D] DCS
Editing an ADF Preset

An existing ADF preset may be edited by entering a different 3-character identifier or radio frequency via the
Keyboard Unit (KU). The ADF status window will automatically display the morse code that should be expected
to be heard over the NDB station based on the 3-character identifier of the tuned preset.
To edit an ADF preset using the KU, perform
the following: 3. UTIL (VAB T6)

2. INST (VAB L1)
2. INST (VAB L1) – Select.
3. UTIL (VAB T6) – Select.
desired.
5. ID> (VAB B4) – Select and input the
desired 3-character identifier.
6. FREQ> (VAB B5) – Select and input the
desired frequency.
4. Presets (VAB L2-L6) 4. Presets (VAB R2-R6)
5. ID> (VAB B4) 6. FREQ> (VAB B5)
EAGLE DYNAMICS 263

DCS [AH-64D]
RADIO
COMMUNICATIONS
RADIO COMMUNICATIONS
264
US Army photo
by SPC Glenn Anderson
[AH-64D] DCS
RADIO COMMUNICATIONS
The AH-64D’s communications systems are fully integrated into the avionics, allowing either crewmember to
interact with and use any radio onboard the aircraft through the EUFD and MPD controls.
ARC-186(V) VHF /
ARC-201D FM1 Antenna
ARC-220 HF Antenna
ARC-164(V) UHF Antenna ARC-201D FM2 Antenna
Radio Communications Equipment
The ARC-186(V) VHF radio provides two-way line-of-sight communications over VHF-AM frequencies and is
normally used for communicating with Air Traffic Control (ATC). The radio is not capable of secure
communications. Its antenna is located on the top of the cambered fin.
The ARC-164(V) UHF radio provides two-way line-of-sight communications over UHF-AM frequencies and is
normally used for communicating with ATC, other aircraft, or ground forces. The radio contains an additional
receiver tuned to the GUARD frequency of 243.0 MHz, the ability to communicate on HAVE QUICK frequency-
hopping nets, and can be connected to a KY-58 module for secure communications. Its antenna is located on the
underside of the tail boom, aft of the navigational sponson containing the Doppler velocity and radar altimeter
antennas.
Two ARC-201D SINCGARS (Single Channel Ground and Airborne Radio System) radio sets provide two-way line-
of-sight communications over VHF-FM frequencies and are normally used for communicating with ground forces
and other AH-64 team members. Both radios have embedded secure communications capability and can
communicate on frequency-hopping nets. The FM1 radio shares the tail-mounted whip antenna with the VHF
radio, and the FM2 antenna is located on the underside of the tail boom, forward of the navigational sponson.
The FM1 radio is paired with an Improved FM (IFM) amplifier which can vary the output power of the radio.
The ARC-220 HF radio provides two-way, non-line-of-sight (NLOS) and over-the-horizon (OTH) communications
over shortwave frequencies. The radio has an embedded modem for sending and receiving data transmissions,
can operate using frequency-hopping nets, and can be connected to a KY-100 module for secure communications
capability. The ARC-220 is also capable of communications using Automatic Link Establishment (ALE) multi-
channel nets to decrease crew workload and increase communications reliability. The HF radio utilizes a near-
vertical incidence skywave (NVIS) type antenna which runs along the right side of the tail boom and is paired
with a dedicated amplifier which can vary the output power of the radio.
EAGLE DYNAMICS 265

DCS [AH-64D]
Communications Architecture
The operation of the AH-64D’s communications system is designed for use in combat, in which the expected
nature of the mission involves the employment of teams, platoons, or entire companies of AH-64D’s against
conventional ground forces. The architecture of the communications system integrates voice and data networks
into a single interface and is optimized for pre-planned operations; but remains sufficiently flexible to respond to
a rapidly evolving battlefield or last-minute changes in the mission.
AWACS
“OVRLD”
VHF: 148.975
UHF: 322.800
DARKHRSE
“DRKHR”
VHF: 138.925 DARKHRSE
UHF: 285.250 “DRKHR”
FM: 41.150 VHF: 138.925
UHF: 285.250
FM: 41.150
RED TM
“REDTM”
SENAKI
RED TM VHF: 132.000 “KOLKI”
COMMAND “REDTM” UHF: 362.000
UHF: 248.950 “SBR-X” FM: 40.600
FM: 31.250 HF: 4.3000
HF: 12.0858
FIRES
“FIRES”
FM: 38.225
FM: 44:025
The architecture of the AH-64D communications interface Communications Preset COM page (Preset format)
primarily revolves around the use of “presets”. Up to 10 presets
may be accessed on the COM page at any given time. Unlike Unit ID PRESET EDIT sub-page
singular preset frequencies that may be selected from a physical
Callsign PRESET EDIT sub-page
radio control panel, each preset within the AH-64D includes:
Frequencies PRESET EDIT sub-page
• Details regarding the unit, echelon, or organization the
preset pertains to. Network Members NET sub-page
• A list of frequencies that may be utilized for voice and data Modem Settings MODEM sub-page
transmission, to include the primary frequency and radio
that are intended to be used during the mission. Communications Preset Architecture
• A list of flight members that may send/receive data through the datalink network associated with that preset.
• Modem settings used when sending/receiving data over the datalink network associated with that preset.
When one of the ten presets are selected on the main COM page, the COM page is displayed in Preset format,
which presents information pertinent to that preset, such as the unit ID, callsign, and frequencies, and allows
that preset to be tuned (which will also configure the datalink according to the network and modem settings).
If desired, the crewmember may edit details or frequencies of the preset itself by accessing the PRESET EDIT
sub-page. Additionally, the network members of the preset may be edited on the NET sub-page, and the modem
settings on the MODEM sub-page. (See the Datalink chapter for more information regarding datalink network
and modem settings.)
266
[AH-64D] DCS
Communications Controls
The aircrew interacts with and controls the communications equipment using a combination of the Multi-Purpose
Displays (MPD), the Enhanced Upfront Display (EUFD), and the Communications Panel located within each
cockpit. (See the COM page for more information regarding MPD controls.)
EUFD Controls
The Enhanced Up-Front Display (EUFD) provides the aircrew with a consolidated location for viewing the current
configuration and datalink settings of each radio, and the transponder.
Radio Transmit Radio Tuning

Select Rocker Control Buttons
Radio Status Area Transponder Status Area
If generator power is lost, crewmembers may still use any radio using the EUFD while operating on battery power,
to include tuning preset frequencies.
(See Enhanced Up-Front Display (EUFD) for more information.)
Communications Panel Controls

The Communications panel controls
the volume of the intercom and radios.
The panel can also be used to toggle
Radio Volume/
the squelch of an individual radio or Monitor Controls
change the ICS mode of operation.
(See Communications Panel for more Radio Squelch
information.) Controls
Intercom Controls
Transponder
IDENT button
EAGLE DYNAMICS 267

DCS [AH-64D]
Communications (COM) Page

The Communications page presents an overview of the aircraft’s communications system. The COM page displays
10 presets that may be assigned to a radio for voice/data communications, the aircraft’s current datalink
configuration, and the transponder state. The COM page also includes access to additional MPD pages for
configuring specific radio equipment, manually tuning a radio frequency for voice-only communications, and
sending/receiving text messages and mission files over the datalink.
See the Datalink chapter for more information regarding the Datalink (DL) page, Originator ID (ORIG ID) sub-
page, and Message (MSG) sub-pages.
1. DL page 2. XPNDR page 3. UHF page 4. FM page 5. HF page
6. DAY Select 7. Ownship

Status Window
8. Radio Presets 1↓5 8. Radio Presets 6↓10
9. PRESET DIR 10. Transponder Master

sub-page
14. Message sub-pages
11. MAN sub-page 12. Fallback Mode 13. ORIG ID sub-page
1. DL page. Displays the Datalink (DL) page. (N/I)

2. XPNDR page. Displays the Transponder (XPNDR) page. (N/I)
3. UHF page. Displays the UHF radio page. (N/I)
4. FM page. Displays the FM radio page. (N/I)
5. HF page. Displays the HF radio page. (N/I)
6. DAY Select. Not implemented.
7. Ownship Status Window. Displays the aircraft’s current network configuration for datalink operations.
8. Radio Presets. Displays the Preset format with additional options for editing or tuning the selected preset.
Each preset entry is labeled using the preset’s Unit ID and the selected modem protocol, if any.
If any radios have been tuned to the preset, the corresponding radio(s) will be identified in the second line
of text directly below the preset entry. If more than three radios have been tuned to the same preset, the
VHF, UHF, FM1, FM2, and HF radios will be truncated as V, U, 1, 2, and H, respectively.
268
[AH-64D] DCS
9. PRESET DIR sub-page. Not implemented.

10. Transponder Master. Sets the transponder to Normal (NORM) operation or Standby (STBY).
11. Fallback Mode. Not implemented.
12. MAN sub-page. Displays the Manual (MAN) sub-page.
13. ORIG ID sub-page. Displays the Originator ID (ORIG ID) sub-page.
14. Message sub-pages. Displays the corresponding sub-pages for sending or receiving messages via the
datalink.
EAGLE DYNAMICS 269

DCS [AH-64D]
Tuning a Radio to a Preset

When a preset is selected, the COM page displays information about the preset, options along the top of the
page for tuning the preset to a radio net, and options along the bottom of the page for editing the preset itself.
COM Preset Format

Selecting a preset displays the COM page in Preset format with a box around the preset selection. Selecting the
same preset a second time de-selects the preset and returns the COM page to its original format.
1. Radio Tuning
2. Preset
Status Window
3. Primary Frequency
4. NET sub-page 5. PRESET EDIT sub-page
1. RADIO Tuning. Displays preset tuning options for any of the aircraft’s radios.
• RADIO – VHF. Displays VHF tuning options.
• RADIO – UHF. Displays UHF tuning options.
• RADIO – FM1. Displays FM1 tuning options.
• RADIO – FM2. Displays FM2 tuning options.
• RADIO – HF. Displays HF tuning options.
2. Preset Status Window. Displays the preset’s unit ID, callsign, frequency list, primary frequency, and
modem protocol, if any.
3. Primary Frequency. The preset’s primary frequency and corresponding radio is highlighted in white.
4. NET sub-page. Displays the Network (NET) sub-page. (See the Datalink chapter for more information.)
5. PRESET EDIT sub-page. Displays the Preset Edit (PRESET EDIT) sub-page.
270
[AH-64D] DCS
COM Preset Format – Tuning Options

Selecting a radio when the COM page is in Preset format will display additional options for how the preset is
assigned to the corresponding radio. Selecting the same radio a second time de-selects the radio, removes the
additional options, and restores the MAN, NET, and PRESET EDIT sub-page options.
1. TUNE Mode 2. TUNE Select
1. TUNE Mode. Selects the radio tuning mode that will be used when a preset is assigned to the selected
radio.
• PRI. The selected preset will be assigned to the primary slot of the selected radio.
When a preset is assigned to a radio in the primary slot, the corresponding radio will be tuned to the
preset. The preset or manual frequency that is already in the primary slot will be transferred to the
standby slot, and the preset or manual frequency that is already in the standby slot will be removed.
• STBY. The selected preset will be assigned to the standby slot of the selected radio.
When a preset is assigned to a radio in the standby slot, the preset or manual frequency that is already
in the standby slot will be replaced by the selected preset.
2. TUNE Select. Displays tuning options for the selected preset and selected radio.
• TUNE – FH. Not implemented.
• TUNE – FH/M. Not implemented.
• TUNE – SC. Assigns the single-channel (i.e., single frequency) radio net displayed within the Preset
Status window to the selected radio, in accordance with the selected Tune mode.
EAGLE DYNAMICS 271

DCS [AH-64D]
Tuning a Radio to a Preset using an MPD

When a preset is selected from the COM page, tuning options will be sequentially presented for the crewmember
to choose which radio to assign the preset, whether the preset is assigned to the primary or standby slots on the
EUFD, and which type of radio net is assigned to the radio.
To assign a preset frequency/network to a
radio using an MPD, perform the following: 3. RADIO
(VAB T1-T5)
1. COM Fixed Action Button – Press.
desired.
3. RADIO (VAB T1-T5) – Select as desired.
4. TUNE Mode (VAB B2) – Set as PRI or
STBY as desired.
5. TUNE Select (VAB B6) – Select SC.
After the radio is tuned as selected, the TUNE
Select options will collapse and a different
radio may be selected (VAB T1-T5) to tune
from the same preset. 2. Preset
(VAB L1-L5, R1-R5)
4. TUNE Mode 5. TUNE Select 1. COM Fixed Action Button
Tuning a Radio to a Preset using the EUFD

Pressing the EUFD Preset button displays the Preset list for the selected radio along the right side of the EUFD.
While this menu is displayed, the WCA rocker is used to scroll up and down within the preset list. Once a preset
has been selected with the arrow, pressing the Enter button will assign the selected preset to the primary slot of
the corresponding radio, which will then be tun ed to the preset frequency.
To assign a preset frequency/network to a radio using the EUFD, perform the following:
1. EUFD Preset button – Press to
display the preset list
2. RTS rocker switch – Select
radio to tune. Preset Button
3. WCA rocker switch – Select

preset frequency from preset
list.
Enter Button
4. EUFD Enter button – Press.
The EUFD Preset function can be useful to tune a radio without changing an MPD to the COM page. The Preset
function on EUFD is limited to tuning single-channel frequencies only and cannot be used to tune frequency-
hopping nets.
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[AH-64D] DCS
Editing a Preset
Any preset may be edited from within the cockpit by either crewmember. The preset may be modified in how it
is presented on the MPD’s and EUFD, which frequencies are tuned when the preset is assigned to a radio, or the
composition of the network and modem settings when the preset is utilized for datalink functions.
COM Preset Edit (PRESET EDIT) Sub-Page

The PRESET EDIT sub-page allows the aircrew to modify any data associated with the selected preset. The
datalink network and modem settings associated with the preset may be modified from the NET and MODEM
sub-pages respectively. (See the Datalink chapter for more information.)
UNIT Edit Options
The UNIT options allow the crewmember to edit how the preset itself is presented on the MPD’s and EUFD.
1. EDIT Option Select
2. Preset
Status Window
3. Preset Unit ID
4. Preset Callsign
5. Primary
Frequency Select
1. EDIT Option Select. Displays options for editing other data fields within the displayed preset.
2. Preset Status Window. Displays the preset’s unit ID, callsign, frequency list, primary frequency, and
modem protocol, if any. Data fields that may be changed using the current Edit options are shown in full-
intensity. Data fields that may be changed from another Edit option are shown in partial-intensity.
3. Preset Unit ID. Activates the KU for inputting a Unit ID for the preset. The Unit ID determines how the
preset is displayed on the COM page and EUFD Preset list. Up to 8 alphanumeric characters may be entered.
4. Preset Callsign. Activates the KU for inputting a Callsign for the preset. The Callsign determines how the
preset is displayed on the EUFD when assigned to a radio. Up to 5 alphanumeric characters may be entered.
5. Primary Frequency Select. Displays options for designating a primary frequency and radio for the preset.
When assigned as Primary, the corresponding entries on the COM Preset format are displayed in white to
highlight the intended radio and net with which the preset is intended to be utilized. The primary designation
does not affect the function of any radio equipment or how the preset is assigned to a specific radio.
EAGLE DYNAMICS 273

DCS [AH-64D]
V/UHF Edit Options

The V/UHF edit options allow the crewmember to edit the VHF and UHF radio configurations when the preset is
assigned to the ARC-186(V) or ARC-164(V) radios, respectively.
6. VHF Frequency
7. UHF Settings
6. VHF Frequency. Activates the KU for inputting a VHF-AM frequency for the preset. Valid frequency entries
are between 108.000 and 151.975 MHz in 0.025 MHz increments. Frequencies between 108.000 and
115.975 MHz are limited to receive-only
7. UHF Settings. Displays settings for configuring UHF radio nets for the preset.
• MODE. Toggles the UHF radio between unsecure (PLAIN) and secure (CIPHER) communications. (N/I)
• CNV. Displays options for secure radio communications. (N/I)
• HQ NET>. Activates the KU for inputting a Have Quick net for the preset. (N/I)
• FREQ>. Activates the KU for inputting a single-channel UHF-AM frequency for the preset. Valid
frequency entries are between 225.000 and 399.975 MHz in 0.025 MHz increments.
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[AH-64D] DCS
FM Edit Options
The FM edit options allow the crewmember to edit the FM1 or FM2 radio configurations when the preset is
assigned to either of the ARC-201D radios.
8. FM1 Settings 9. FM2 Settings
10. FM Data Swap
8. FM1 Settings. Displays settings for configuring FM1 radio nets for the preset.
• MODE. Toggles the FM1 radio between unsecure (PLAIN) and secure (CIPHER) communications. (N/I)
• HOPSET. Displays options for frequency-hopping radio communications. (N/I)
• FREQ>. Activates the KU for inputting a single-channel VHF-FM frequency for the preset. Valid
9. FM2 Settings. Displays settings for configuring FM2 radio nets for the preset.
• MODE. Toggles the FM2 radio between unsecure (PLAIN) and secure (CIPHER) communications. (N/I)
• HOPSET. Displays options for frequency-hopping radio communications. (N/I)
• FREQ>. Activates the KU for inputting a single-channel VHF-FM frequency for the preset. Valid
10. FM Data Swap. Swaps the FM radio options between the FM1 and FM2 configurations.
EAGLE DYNAMICS 275

DCS [AH-64D]
HF Edit Options
The HF edit options allow the crewmember to edit the HF radio configuration when the preset is assigned to the
ARC-220 radio.
11. HF CRYPTO Settings 15. HF RECV Settings
12. HF Preset Channel

16. HF XMIT Settings
13. HF ALE Net
14. HF ECCM
Net
11. HF CRYPTO Settings. Displays settings for configuring the HF radio for secure radio communications.
• MODE. Toggles the HF radio between unsecure (PLAIN) and secure (CIPHER) communications. (N/I)
12. HF Preset Channel. Activates the KU for inputting a preset HF channel for the preset. (N/I)
13. HF ALE Net. Activates the KU for inputting an HF ALE net for the preset. (N/I)
14. HF ECCM Net. Activates the KU for inputting an ECCM net for the preset. (N/I)
15. HF RECV Settings. Displays settings for configuring single-channel HF radio reception for the preset.
• HF Receive Frequency. Activates the KU for inputting a single-channel HF frequency for the preset.
Valid frequency entries are between 2.0000 and 29.9999 MHz, in 0.0001 MHz increments.
• HF Receive Emission Mode. Not implemented.
16. HF XMIT Settings. Displays settings for configuring single-channel HF radio transmissions for the preset.
• HF Transmit Frequency. Activates the KU for inputting a single-channel HF frequency for the preset.
• HF Transmit Emission Mode. Not implemented.
276
[AH-64D] DCS
Manually Tuning a Radio

If necessary, the radios may be manually tuned to a frequency that is not included within a programmed preset.
However, manually tuning a radio will also remove any datalink capability through that radio. When a radio is
manually tuned, the Callsign list on the EUFD will display “MAN” to the right of the corresponding frequency.
When a manual frequency is entered, it is always assigned in the primary slot of the corresponding radio, which
will be immediately tuned to the frequency. The preset that is already in the primary slot will be transferred to
the standby slot. This allows any unplanned radio communications over the manual frequency to occur
immediately, which may be time critical due to a change in mission or rapid changes on the battlefield; but also
allows the aircrew to just as easily return to the previous preset (and datalink network) prior to the radio being
manually tuned.
COM Manual (MAN) Sub-Page

The MAN sub-page allows either crewmember to tune a radio frequency that is not included within a programmed
preset or to rapidly tune the VHF or UHF radios to international GUARD frequencies.
1. GUARD Tune 2. SOI sub-pages
3. VHF Frequency
7. HF RECV Settings
4. UHF Frequency
5. FM1 Frequency
8. HF XMIT Settings
6. FM2 Frequency
9. VHF Receiver 10. VHF Tone 11. UHF Receiver 12. UHF Tone
Bandwidth Bandwidth
1. GUARD Tune. Immediately tunes the VHF or UHF radios to a GUARD frequency.
• VHF. Sets the current VHF frequency to the standby frequency slot and tunes the primary VHF
frequency to 121.500 MHz.
• UHF. Sets the current UHF frequency to the standby frequency slot and tunes the primary UHF
frequency to 243.000 MHz.
2. SOI sub-pages. Not implemented.
EAGLE DYNAMICS 277

DCS [AH-64D]
3. VHF Frequency. Activates the KU for inputting a VHF-AM frequency. If the entry is valid, the current VHF
frequency will be set to the standby frequency slot and the frequency entered on the KU will be tuned to
the primary VHF frequency slot.
Valid frequency entries are between 108.000 and 151.975 MHz in 0.025 MHz increments. Frequencies
between 108.000 and 115.975 MHz are limited to receive-only.
4. UHF Frequency. Activates the KU for inputting a UHF-AM frequency. If the entry is valid, the current UHF
the primary UHF frequency slot.
Valid frequency entries are between 225.000 and 399.975 MHz in 0.025 MHz increments.
5. FM1 Frequency. Activates the KU for inputting a VHF-FM frequency. If the entry is valid, the current FM1
the primary FM1 frequency slot.
6. FM2 Frequency. Activates the KU for inputting a VHF-FM frequency. If the entry is valid, the current FM2
the primary FM2 frequency slot.
7. HF RECV Settings. Manually sets the HF receive frequency and emission mode.
• HF Receive Frequency. Activates the KU for inputting an HF frequency. If the entry is valid, the
current HF frequency will be set to the standby frequency slot and the frequency entered on the KU
will be tuned to the primary HF frequency slot.
• HF Receive Emission Mode. Not implemented.
8. HF XMIT Settings. Manually sets the HF transmit frequency and emission mode.
• HF Transmit Frequency. Activates the KU for inputting an HF transmission frequency. If the entry is
valid, the current HF transmit frequency will be set to the standby frequency slot and the frequency
entered on the KU will be tuned to the primary HF frequency slot.
• HF Transmit Emission Mode. Not implemented.
9. VHF Receiver Bandwidth. Not implemented.
10. VHF Tone. When pressed, the VHF audio channel will emit a solid tone for maintenance testing.
11. UHF Receiver Bandwidth. Not implemented.
12. UHF Tone. When pressed, the UHF audio channel will emit a solid tone for maintenance testing.
278
[AH-64D] DCS
Manually Tuning a Radio Frequency

To manually tune a VHF frequency, perform
the following: 3. FREQ>
(VAB L1-L4, R1)
2. MAN (VAB B2) – Select.
3. VHF> (VAB L1) – Select and input the
frequency.
To manually tune a UHF frequency, perform

the following:
3. UHF> (VAB L2) – Select and input the 4. FREQ> (VAB R3)
frequency.
To manually tune an FM frequency, perform

the following:
2. MAN (VAB B2) 1. COM Fixed Action Button
3. FM1> (VAB L3) – Select and input the
frequency.
or
3. FM2> (VAB L4) – Select and input the frequency.
To manually tune an HF frequency, perform the following:

3. HF RECV – FREQ> (VAB R1) – Select and input the receive frequency.
4. HF XMIT – FREQ> (VAB R3) – Select and input the transmit frequency.
EAGLE DYNAMICS 279

DCS [AH-64D]
RADIO HAND CONTROLS

Either crewmember may transmit over any radio, using either the PTT/RTS switch on the cyclic grip or the left
floor-mounted foot switch.
Cyclic & Collective Controls

The Pilot and Copilot/Gunner Cyclic Grips include identical controls for radio
selection and transmission.
Pressing the switch to the left transmits over the crewmember’s selected
radio. Pressing the switch to the right transmits over the ICS between the
two crewstations (and ground crews). Depressing the PTT/RTS switch
inward advances the EUFD Radio Transmit Select Indicator for the
crewstation to the next radio in sequence.
Push-To-Talk/Radio
Transmit Select Switch
Foot Controls
The Pilot and Copilot/Gunner crewstations include floor-mounted foot switches for radio and ICS transmission.
Pressing the left floor switch transmits over the crewmember’s selected radio. Pressing the right floor switch
transmits over the ICS between the two crewstations (and ground crews).
Radio Push-To-Talk ICS Push-To-Talk

CPG Floor Switch CPG Floor Switch
Radio Push-To-Talk ICS Push-To-Talk

Pilot Floor Switch Pilot Floor Switch
280
[AH-64D] DCS
TACTICAL EMPLOYMENT
TACTICAL EMPLOYMENT
EAGLE DYNAMICS 281
US Army photo
by CPT Peter Smedberg
DCS [AH-64D]
ATTACK HELICOPTERS IN COMBAT

The most basic description of an attack helicopter is a rotary-winged aircraft that is specifically equipped with
weapons and munitions to destroy targets on the battlefield. For attack helicopters that are designed to engage
medium and heavy armor units, a common euphemism to describe such helicopters is a “flying tank”. While this
may convey the relative lethality these attack helicopters possess when compared to a main battle tank, it often
lends itself to a misconception that attack helicopters are bulletproof or can withstand enormous amounts of
punishment while continuing to engage enemy forces.
FLYING TANK FLYING TANK
Although most attack helicopters are armored or reinforced against various calibers of weapons fire, such
protection is only in the most critical areas of the airframe. Extra armor equates to additional weight, which
hinders performance of the aircraft itself, as well as reducing the amount of fuel or weapons the helicopter can
carry to the fight. Because of this limitation, armored protection is prioritized for the most critical components (to
include the aircrew), with system redundancy and crashworthiness making up the remainder of the aircraft
resistance to hostile fire.
Such redundancy and crashworthiness are implemented to ensure crew survival and recovery of the airframe to
friendly locations for repairs. While “fighting to the death” as shown in the movies may seem worthwhile to
achieve immediate mission results, in reality it hinders the long-term strategic objectives of a military conflict. An
attack helicopter, by its nature as an airborne weapons system, can
achieve something that similarly armed ground vehicles cannot:
mobility and speed across any terrain or obstacle. This speed and
the ability to traverse any terrain by simply flying above it means an
attack helicopter can more easily attack targets behind enemy lines,
engage targets that are beyond the reach of friendly artillery,
perform reconnaissance and screening operations in areas that
ground vehicles cannot, and more rapidly respond to changes on the
battlefield in real-time.
Attack helicopters can be employed independently of ground forces
to shape the battlefield ahead of friendly ground offensives.
Alternatively, they may be employed in conjunction with ground
forces to mass fires against the enemy at decisive points in a battle;
or used as close-in security to protect friendly ground forces from
hostile attack. Depending on which country or branch of service an
attack helicopter originates, such units are employed as either Close
Air Support (CAS) aircraft or as “maneuver units” (much in the same
manner infantry or armor units are employed in conventional YAH-64A (US Army)
maneuver warfare).
282
[AH-64D] DCS
AH-64D flying over Fort Irwin, CA (US Army photo by SGT Charles Probst)
In the CAS role, one key difference between attack helicopters and most fixed-wing attack aircraft is the economy
of firepower. Fixed-wing attack aircraft may be able to physically carry a much greater payload of munitions as
far as pure tonnage is concerned, but purpose-built attack helicopters are often equipped with a greater number
of smaller munitions that are accurate and highly effective against various types of ground vehicles.
In addition, most attack helicopters are also equipped
with machine guns or medium-caliber automatic
cannons coupled with highly accurate fire control
systems that can engage or suppress ground forces at
close ranges, as well as unguided rocket systems for
large area suppression. Most modern attack helicopters
are quite capable of employing all of these weapon
systems against multiple targets within a short time
span, without the time needed by fixed-wing attack
aircraft to reorient between attack runs against
successive targets. This persistence of fire allows attack
helicopters to maintain pressure on enemy forces in a
manner that cannot be matched by fixed-wing aircraft.
YAH-64A (US Army)
EAGLE DYNAMICS 283

DCS [AH-64D]
Mobility, Standoff, and Planning

The primary advantage of a helicopter on the battlefield
when compared to their ground vehicle counterparts is
their ability to cover distances across any terrain within a
short amount of time. This battlefield mobility allows
helicopters to rapidly move troops and equipment to the
rear of enemy echelons, rapidly resupply or reinforce
dispersed units, evacuate wounded soldiers to receive
medical treatment, respond to enemy attacks on flanks of
friendly units, respond to calls for fire support along the
front line, or exploit targets of opportunity beyond the
front line.
As discussed above, helicopters are still quite vulnerable to enemy weapons fire. When hovering or flying at low-
speed, helicopters are vulnerable to engagement by ATGM’s or even a tank’s main gun. The primary method for
attack helicopters to mitigate such threat weapons is standoff. Whenever possible, an attack helicopter aircrew
should always choose a battle position that places the enemy within the maximum effective range of their
weapons, while remaining outside the maximum effective range of the enemy’s. When standoff cannot be
maintained due to changes on the battlefield, the aircrew can utilize the attack helicopter’s mobility to rapidly re-
position the attack helicopter to regain and maintain that standoff for as long as possible. This maximizes the
attack helicopter’s lethality against the enemy, while minimizing the enemy’s ability to engage it.
A key part in maintaining standoff from enemy forces, especially in situations where enemy positions are not well
known, is planning. Even before climbing into the cockpit, air routes, terrain, suspected/known enemy positions,
enemy weapon systems, and even the weather, should all be evaluated to understand how each factor will affect
the aircrew’s ability to maintain standoff or remain masked behind terrain from the enemy. However, even with
a thorough plan, discretion should be taken when moving within hostile territory. Blindly bounding from one
position to the next without performing reconnaissance of the route to that next position, and any potential fields
of observation or fire, is a good way to be surprised by a missile or stream of tracers directed at your aircraft.
Tree lines and terrain features can hide enemy

units just as easily as it can your helicopter,
potentially resulting in a lethal surprise
Enemy units may be lurking around the next tree line
It is very possible that an attack helicopter aircrew can get themselves pinned down by hostile ground forces. If
the aircrew rushes from one terrain feature to the next without verifying the security of their next position or the
route to get there, the aircrew may be unable to go forward, they may be unable to go back, and if they climb
above the terrain, they may be engaged by air defenses. In this instance, the aircrew may need to risk the
success of their mission by expending significant quantities of munitions to fight their way out.
284
[AH-64D] DCS
Alternative route to cover/concealment

if hostile fire is received while moving
to next battle position
Scanning area around next battle

position for possible enemy units
Recon next battle position with alternative sources of cover
Weapons discipline is another practice that is important. Despite its firepower, an attack helicopter only has a
limited amount of munitions onboard to achieve the mission. These weapons should be used in a manner that
achieves the maximum effect on the battlefield whenever possible. Destroying every enemy that is detected while
enroute to the objective may feel satisfying, but running out of munitions prior to achieving the mission
objective(s) will remove that satisfaction quickly. Attack helicopters, by nature of their mobility and standoff, have
the advantage of being more selective about what engagements they choose to commit to, from where they may
engage their targets, and what targets they bypass and report to higher echelons.
Even when the primary objective is spotted, tactical patience should be exercised to fully develop the situation
and determine what else may be in the area. Prior to pulling the trigger, scanning the area for other enemy
positions nearby is important to ensure survival of the attack helicopter team. If the team has enough weapons
to spare, it may be wise to sanitize the immediate area of any threats (such as air defense units) prior to engaging
the primary targets.
EAGLE DYNAMICS 285

DCS [AH-64D]
Masking/Un-Masking and Terrain Flight

During armed conflicts in theaters which contain large numbers of air defenses, low-level tactics are the best
advantage that attack helicopters can employ. Although fixed-wing aircraft can use high speeds to minimize the
time spent inside the engagement zone of an air defense unit, helicopters must use terrain and other forms of
cover to limit their exposure to attain a reasonable level of survivability. The level of exposure and time spent
outside of cover and concealment should be primarily dependent on threat reaction time, but also may be
predicated on the time needed to perform sensor scans of an area or employ a weapon against a target. These
two factors – time needed by the enemy to detect/engage you versus time needed by you to detect/engage the
enemy – should constantly be weighed against the other throughout the mission as the tactical situation evolves.
When used in a conflict against armor supported by air defenses, attack helicopters such as the AH-64 are often
maneuvered akin to an infantryman or a sniper, rather than a conventional aircraft. When attack helicopters
utilize terrain and other forms of cover and concealment to remain hidden from enemy observation, this is known
as “masking”. When moving between battle positions near enemy units, attack helicopters bound from one battle
position to the next to minimize exposure to enemy fire (much in the same manner an infantryman bounds from
cover to cover) in an effort to remain undetected for as long as possible until they are ready to attack.
To perform sensor scans of the battlefield or engage enemy targets with their weapon systems, attack helicopters
must “un-mask” from behind cover. Depending on the nature of the cover/concealment, attack helicopters may
un-mask vertically or laterally to expose their sensors or weapon systems. When an attack is initiated, the enemy
should be engaged within the shortest amount of time possible before re-masking and relocating to a different
battle position. Weapons fire reveals the attack helicopter’s presence to the enemy, just as a sniper reveals his
position by firing on the enemy.
Vertical “un-masking”
Lateral “un-masking”
Un-masking from behind cover
The most advantageous factor attack helicopters can use for their protection is terrain. Mother Earth will always
provide the best protection from enemy observation and weapons fire, just assuredly as it protects the
infantryman. However, low-altitude flight can be quite demanding on an aircrew, especially at night or in low-
visibility conditions. As such, the speed that helicopters can attain when operating at low altitudes is dependent
on the nature of the terrain, the tactical situation, the time of day, enemy air defenses, and how much power
margin is available to the aircrew.
Conversely, in a threat environment where air defenses are low and the most prevalent threat to helicopters is
small arms fire such as rifles or machine guns, it may be advantageous to maintain a higher altitude outside the
engagement ranges of such weapons. This will improve the range at which aircrews can detect the enemy, as
well as placing less demand on an aircrew when compared to flying at low altitude, allowing them to focus on
engaging the enemy.
286
[AH-64D] DCS
AH-64 TACTICAL EMPLOYMENT

Pre-mission planning is the most important part of any successful combat mission. Just as in the case with other
military aircraft, factors such as terrain and threat locations should be considered when planning mission routes,
altitudes, and weapon loads. Routes and altitudes should be selected to maximize survivability and reduce the
probability of detection by threat weapon systems.
Routes, pre-planned targets, enemy threats, and other graphical control measures can be displayed on the AH-
64D’s Tactical Situation Display (TSD) along with information from the aircraft’s sensors to enhance situational
awareness and provide an overview of the surroundings. The TSD can further enhance situational awareness of
potential threat blind spots by using Color Bands (enabled from the TSD Map sub-page and TSD Threat Show
sub-page) and selecting an appropriate map type and scale. Configuring the SHOW options on the TSD is
important in ensuring critical information is present on the TSD for crews to reference during each phase of the
mission.
Upon departure from the airfield, assembly area, or FARP, or when approaching the Forward Edge of Battle Area
(FEBA), aircrews should conduct pre-combat checks and ensure the aircraft is ready to respond to enemy contact.
Accordingly, the AH-64D team should adjust their formation and flight patterns to those which are best suited for
the tactical situation, terrain, and airspeeds they intend to fly.
Team Maneuvering
The basic building block of any U.S. Army attack helicopter unit is an Air Weapons Team (AWT or simply “team”)
of two AH-64’s under the control of an Air Mission Commander (AMC), which is typically the most experienced
Pilot-in-Command (PC) within the flight. The AMC is responsible for ensuring the success of the team’s mission
and is the overall weapons release authority for the team.
Maneuverability is the primary consideration for the AWT. The lead aircraft (“Lead”) should strive to maneuver
in a predictable manner for the wingman (“Wing” or “Trail”); and the wingman should strive to position their
aircraft in such a way to never inhibit the lead aircraft’s ability to maneuver while always being ready to provide
suppressive fire in support of Lead, if needed. Distance between aircraft can vary based on terrain, proximity to
the ground, illumination/visibility, and expected or known enemy threats; but distances may range from 3 to 5
rotor discs to a kilometer or more. Distances are typically greater when over open terrain, whereas distances
between aircraft will be less when operating in restrictive terrain.
Lead
Wing
Wing
Wing
Formation Distances
EAGLE DYNAMICS 287

DCS [AH-64D]
Combat Cruise is the standard formation for AWT employment. It is preferable at very low altitudes and provides
the most flexibility of the flight while reducing predictability. Combat Cruise provides an area to the rear of the
lead aircraft, along their aft hemisphere, for wingmen to maneuver. The trail aircraft positions their aircraft in
such a way to provide fire support for the lead aircraft if unexpected enemy units are encountered. Combat Cruise
Left/Right “pins” the wingmen to one side of the lead aircraft during situations in which maneuvers to the
opposite side are not feasible, possibly due to terrain.
Lead
Wing
Combat Cruise
Combat Spread maximizes forward firepower with overlapping sensor fields-of-view and weapons fields-of-fire,
at the expense of ease of maneuverability and team flexibility. The trail aircraft sets their position abeam of the
lead aircraft at the 3 o’clock or 9 o’clock positions. Combat Spread requires a high degree of scanning and
coordination between the Pilot’s in each aircraft, particularly at night due to the field-of-view limitations of Night
Vision Systems (NVS). Distance between aircraft should be based on maneuver room, visibility, terrain, and
expected enemy contact.
+10°
Lead Wing
-10°
Combat Spread
288
[AH-64D] DCS
Terrain Flight Modes

The purpose of terrain flight and the associated modes of terrain flight is to deny or delay enemy forces the ability
to detect, track, and engage the aircraft. Terrain flight requires constant visual scanning to see and avoid
obstacles, particularly at night. The most important rule when conducting terrain flight is to never “out-fly” the
capabilities of the sensor being used for flight, nor the capabilities of the aircrew to respond to low-level hazards.
If weather and ambient lighting conditions restrict or reduce visibility, the aircrew should decrease their airspeed.
Continuous operations in a single terrain flight mode is typically unlikely, as terrain and vegetation will vary
throughout the Area of Operations (AO). Crews can expect to transition into and out of each mode as a natural
part of performing terrain flight operations. The modes of terrain flight are defined below:
• Low-level. Low-level flight is conducted at a constant altitude and airspeed, typically between 80 to 200
feet above the highest obstacle (AHO). Under these conditions, it will most likely be advantageous to use a
“Traveling” movement technique (constant altitude and airspeed) to rapidly transit from one place to
another, however this method provides the least amount of security for unexpected enemy encounters.
• Contour. Contour flight is conducted at low altitude conforming to the contours of the earth, typically
between 25 to 80 feet AHO. It is characterized by varying airspeeds and altitude, which will be dictated by
the terrain itself and obstacles. Under these conditions, it will most likely be advantageous to use a “Traveling
Overwatch” movement technique (varying altitudes and airspeeds) and utilize Combat Cruise as the
formation pattern in which the trail aircraft is positioned to respond to enemy contact.
• Nap-Of-the-Earth (NOE). NOE flight is conducted at low airspeeds and altitudes as close to the earth’s
surface as vegetation and obstacles permit, usually between the surface and 25 feet AHO. Under these
conditions, it will most likely be advantageous to use a “Bounding Overwatch” movement technique, where
one aircraft maintains position and provides cover while the other aircraft moves to the next position. Care
should be taken to avoid bounding beyond the range of the weapon systems of the aircraft providing cover.
Low-level: 80-200 feet AHO
Contour: 25-80 feet AHO
Nap-Of-the Earth: <25 feet AHO
Terrain Flight Modes
EAGLE DYNAMICS 289

DCS [AH-64D]
Weapon Delivery Techniques

The three techniques for weapons delivery from an attack helicopter are defined below:
• Hover Fire. Hover fire is typically conducted at speeds less than effective translational lift (ETL, roughly 16-
24 knots airspeed) and may be conducted from a stationary hover or a hover with movement; such as
laterally un-masking.
• Running Fire. Running fire is typically conducted at speeds greater than ETL. Forward airspeed adds
stability to the helicopter and increases the accuracy of unguided weapon systems, particularly rockets.
• Diving Fire. Diving fire is an engagement conducted in a diving profile, typically between -10° to -30° pitch
attitudes. Airspeed and altitude will be determined by the expected threat level from enemy defenses and
desired weapons effects, with a steeper dive providing a smaller “beaten zone” and improved accuracy.
However, a steep dive will also require more altitude for recovery. Diving fire may be performed following a
climb from low altitudes (a “bump” from behind cover), or from level flight at high altitudes.
Diving Fire
Running Fire >ETL
Hover Fire <ETL
“Beaten Zone”
Weapon Delivery Techniques
290
[AH-64D] DCS
SIGHTS AND SENSORS

The AH-64D uses a wide range of sensors to detect, acquire, and engage targets on the battlefield. These sensors
range from the basic “Mark 1 eyeball” to an advanced fire control radar, and each sensor is integrated into the
aircraft’s Data Management System to enhance situational awareness and facilitate rapid engagement of enemy
forces during day or night.
TADS
FCR CPG
Pilot HMD
HMD
AH-64D Sights and Sensors
Although the AH-64D is equipped with a multitude of sensors for various purposes (such as the radar altimeter
or Doppler radar velocity sensor that aid in flight operations and navigation), sensors such as the optical cameras
in the nose turret or the mast-mounted fire control radar perform targeting against enemy locations and
equipment. These sensors are grouped within specific sensor arrays called “sights”, which generate targeting
solutions for employment of aircraft weapon systems.
Four sights are available to the AH-64D crew, but only one sight may be used within a crewstation at any given
time. These sights are the Pilot’s Helmet-Mounted Display (HMD), the Copilot’s HMD, the Target Acquisition
Designation Sight (TADS), and the Fire Control Radar (FCR). Each of these sights includes multiple sensors that
may be used individually or cooperatively to employ the weapon system selected by the crewmember; and each
has its own advantages and disadvantages when deciding how and when to engage the enemy.
Each sight and its corresponding sensors are shown below.
HMD (Pilot and CPG) TADS (CPG only) FCR (Pilot or CPG)
Helmet-Mounted Display Target Acquisition Designation Sight Fire Control Radar
• Visual Crewmember • FLIR Forward-Looking Infrared • FCR Fire Control Radar
eyesight • DTV Daytime Television • RFI Radar Frequency
• NVS Night Vision System • LRFD Laser Rangefinder/ Interferometer
(PNVS or TADS) Designator
• NVG Night Vision Goggles* • LST Laser Spot Tracker
* Night vision goggles may aid either crewmember in detecting weapons fire or IR pointers on the battlefield,
but they are not intended to be used for direct targeting when using HMD as a sight. They may be used to direct
the TADS to an area for subsequent targeting or observation. (See Night Vision Goggles for more information.)
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Helmet-Mounted Display (HMD)

The HMD may be used to rapidly direct weapons toward enemy locations at close range. When selected as the
crewmember’s sight, weapon solutions are generated for the crewmember’s actioned weapon based on the
crewmember’s helmet position and their current range source.
NVS mode may be used in conjunction with the HMD to augment the crew’s ability to engage targets at night.
(See the Helmet-Mounted Display chapter for more information.)
Target Acquisition Designation Sight (TADS)

The TADS uses a combination of electro-optical sensors in the visible and infrared spectrums to detect and target
enemy forces at long range or perform reconnaissance, during day or night. When selected as the
Copilot/Gunner’s sight, weapon solutions are generated for the CPG’s actioned weapon based on the TADS turret
position and the CPG’s current range source.
(See the Target Acquisition Designation Sight chapter for more information.)
Fire Control Radar (FCR)

The FCR mast-mounted assembly consists of an active radar antenna to rapidly scan large areas of the battlefield
(or the airspace above it) and a passive radar detection antenna array to target radar-emitting air defense
systems. When selected as the crewmember’s sight, weapon solutions are generated for the crewmember’s
actioned weapon based on the location of the Next-To-Shoot (NTS) target on the FCR page.
(See the Fire Control Radar chapter for more information)
Sight Selection Logic

Sight selection logic is outlined below.
• Both crewmembers may select their respective HMD as their sight at any time since each crewmember’s
helmet position is tracked independently of the other; but they cannot select the opposite crewmember’s
HMD as their sight.
• Only the CPG may select TADS as a sight, however either crewmember may utilize TADS as their selected
NVS sensor. (See Night Vision System for more information.)
• Either crewmember may select FCR as their sight, however only one crewmember may do so at any given
time. If the CPG’s selected sight is FCR and the Pilot selects FCR, the CPG’s sight will automatically be set
to HMD and any actioned weapon in the CPG crewstation will be de-actioned. If the Pilot’s selected sight is
FCR and the CPG selects FCR, the Pilot’s sight will automatically be set to HMD and any actioned weapon in
the Pilot crewstation will be de-actioned.
• The TADS may be linked to the FCR Next-To-Shoot (NTS) target. If the Pilot’s selected sight is FCR and the
CPG’s selected sight is TADS, when the Pilot links the TADS to the FCR the CPG’s sight will automatically be
set to HMD and any actioned weapon in the CPG crewstation will be de-actioned.
• The FCR may be linked to the TADS line-of-sight. If the CPG’s selected sight is TADS and the Pilot’s selected
sight is FCR, when the CPG links the FCR to the TADS the Pilot’s sight will automatically be set to HMD, and
any actioned weapon in the Pilot crewstation will be de-actioned.
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ACQUISITION (ACQ) SOURCES

Acquisition sources increase aircrew efficiency in orienting their sights to locations on the battlefield, whether it
be to slave a sight to a target detected or tracked by another sensor onboard the aircraft (to include visual
detection by either crewmember), or to slave their sight to a set of three-dimensional coordinates. The purpose
of the acquisition source is to automate or reduce the need to manually search and acquire a target with the
selected sight; acquisition sources do not directly affect the weapon aiming solution for any weapon system.
RFI
TGT/THRT Enemy CTRLM
FXD
WPTHZ
TADS FCR
SKR
TRN
PHS
Friendly CTRLM
GHS
General CTRLM
Acquisition sources on the battlefield
In the case of the TADS or FCR, these sights will physically slew to the location of the acquisition source selected
within the crewstation. In the case of the HMD, the crewmember will receive cueing indications within their
helmet symbology of which direction they must direct their head to acquire the selected acquisition source (in
lieu of a robotic arm physically grabbing their head and forcibly turning it in the correct direction). As several
examples, the Copilot/Gunner (CPG) could select the Pilot’s helmet as the acquisition source to slave the TADS
turret to a target that the Pilot is looking at, the Pilot could select TADS as the acquisition source to monitor the
direction the CPG is aiming the TADS, or either crewmember could select a target point stored within the database
to slave their sight to that 3-dimensional location.
Each crewmember may select an acquisition (ACQ) source from the following list:
• PHS – Pilot Helmet Sight • FXD – Fixed forward (0° in azimuth/-4.9° elevation)
• GHS – Gunner Helmet Sight • TADS – Target Acquisition Designation Sight
• SKR – Tracking missile seeker • W##, H##, C##, T## – Waypoint, Hazard, Control
• RFI – Radar Frequency Interferometer Measure, or Target/Threat
• FCR – Fire Control Radar • TRN – Cursor-selected terrain location on the TSD
As is the case with sight selections, choosing the best acquisition source in any given situation is key to reducing
the time needed to search, acquire, and engage enemy targets. In most circumstances, the most important
factors in choosing the correct acquisition source are proper coordination and communication between
crewmembers; so that each crewmember is aware of how the other is using their selected sight, and whether a
target should be handed off from one crewmember to the other for engagement by the appropriate sight/weapon
combination.
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ACQ Selection Logic

In most cases, any of the available sights (HMD, TADS, or FCR) may serve as an acquisition source for another
sight. However, a crewmember cannot select an acquisition source that is already selected as the sight within
the same crewstation. For example, the CPG cannot simultaneously select TADS as a sight and an acquisition
source, because the TADS cannot be slaved to itself (the TADS is already looking where it is currently looking).
As such, some acquisition sources will be contextually removed from the acquisition selection menu if already
selected as the crewmember’s sight (e.g., “TADS” will be removed from the CPG’s acquisition selection menu if
the CPG has selected TADS as a sight).
• If the Pilot’s selected sight is HMD, PHS will be removed from the Pilot’s ACQ selection menu.
• If the Pilot’s selected sight is FCR, FCR will be removed from the Pilot’s ACQ selection menu.
• If the CPG’s selected sight is HMD, GHS will be removed from the CPG’s ACQ selection menu.
• If the CPG’s selected sight is TADS, TADS will be removed from the CPG’s ACQ selection menu.
• If the CPG’s selected sight is FCR, FCR will be removed from the CPG’s ACQ selection menu.
• If the FCR mast-mounted assembly is not installed, FCR and RFI will not be available within either
crewmember’s ACQ selection menu.
• If the TADS is being used as an NVS sensor, TADS will be removed from the ACQ selection menu within the
same crewstation in which it is being used. (See Night Vision System for more information.)
Acquisition sources may be selected from the WPN, TSD, or FCR pages by opening the ACQ selection menu (VAB
R6). Acquisition sources that are available for selection will be displayed, with the current ACQ selection boxed.
Acquisition (ACQ) Selection Menu
In many instances, an acquisition source may be available for selection, but the acquisition may be invalid and
cannot provide cueing to a crewmember’s sight. When this occurs, the acquisition source will be displayed in
white and annotated with a “?”. As an example, if a crewmember has not created a Terrain point on their TSD,
“?TRN” will be displayed within the ACQ selection menu but will be invalid until the crewmember creates a Terrain
point.
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ACQ Slave Logic

Once an acquisition source is selected within the CPG crewstation, the CPG’s sight must be “slaved” to it. The
CPG may selectively enable (“slaved”) or disable (“de-slaved”) the Slave function using the SLAVE button located
on the TEDAC Right Handgrip.
• If the CPG selects a different sight, SLAVE is automatically disabled.
• If the CPG selects a different acquisition source, SLAVE is automatically disabled.
The Pilot does not have an option to selectively enable/disable the Slave function. The Pilot’s sight is always
“slaved” to the Pilot’s acquisition source.
• If the Pilot’s selected sight is FCR, the FCR will be slaved to the Pilot’s ACQ at all times.
• The Pilot may selectively remove ACQ cueing from the HMD Flight symbology. (See WPN Utility sub-page
In the case of setting the acquisition source to a point within the database (Waypoint, Hazard, Control Measure,
or Target/Threat) or to a cursor-selected terrain location on the TSD (Terrain point), this action will also set that
crewmember’s range source to a Navigation range when SLAVE is subsequently enabled.
• If the CPG’s acquisition source is set to a Waypoint, Hazard, Control Measure, Target/Threat, or Terrain
point, the slant range to that point will be entered as a Navigation range when the SLAVE button is pressed
on the TEDAC Right Handgrip.
• If the Pilot’s acquisition source is set to a Waypoint, Hazard, Control Measure, Target/Threat, or Terrain
point, the slant range to that point will be entered as a Navigation range immediately upon selection from
the ACQ selection menu.
Typically, during training flights outside of a combat area, each crewmember selects the opposite crewmember’s
helmet (GHS/PHS) as their acquisition source to facilitate traffic and obstacle advisories.
During combat, it may be useful for the CPG to be slaved to GHS to remain “heads out” while searching for
targets, and then de-slaving when a target or point of interest is acquired. The Pilot may often use TADS as the
acquisition source to maintain situational awareness of where the TADS is oriented. This is particularly useful for
the Pilot since it provides the Cued LOS Dot within the HMD Field-Of-Regard (FOR), which assists the Pilot in
monitoring the position of the TADS turret so that he or she may maneuver the aircraft to avoid the turret slew
limits.
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NIGHT VISION GOGGLES (NVG)

The AN/AVS-6 Aviator Night Vision Imaging System (ANVIS) provides aircrews with a high-fidelity, binocular, 40°
field-of-view under extreme low-light conditions. The AVS-6 NVG’s amplify light in the visible and near-infrared
spectrum to enable aircrews to operate at NOE altitudes near terrain and other natural or man-made obstacles,
under all but the darkest, moonless nights.
The HDU physically interferes with the proper wear of NVG’s (and can incur misalignments within the HDU
symbology when viewed through the NVG’s) and may not be used simultaneously. If the NVG’s are enabled, the
HDU will be rotated away from the crewmember’s face prior to the NVG’s being lowered into view. The IHADSS
will continue to track the helmet position and aircraft sensors may be cued to the crewmember’s approximate
line-of-sight, but NVG’s should not be used as a means of targeting due to the lack of precise aiming symbology.
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HELMET-MOUNTED
DISPLAY (HMD)
HELMET-MOUNTED
DISPLAY (HMD)
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US Army photo
by Dustin Senger
DCS [AH-64D]
HELMET-MOUNTED DISPLAY (HMD)

The Helmet-Mounted Display is part of the Integrated Helmet And Display Sighting System (IHADSS) which allows
either crewmember to employ aircraft weapons, cue other aircraft sensors to specific locations, or even direct
the opposite crewmember to locations seen outside the cockpit.
Unlike many helmet cueing systems that were post-production modifications to fixed-wing combat aircraft, the
AH-64’s helmet sight was designed from the beginning to function as both the primary display for flight
information and as an independent but integrated targeting system.
The overall IHADSS consists of several subcomponents that must be defined.
• IHU. Integrated Helmet Unit; the
crewmember’s flight helmet with integrated
helmet position tracking sensors.
• HDU. Helmet Display Unit; the physical
device that is clipped to the crewmember’s
IHU that projects symbology and video onto
a combiner lens in front of the right eye.
• HMD. Helmet-Mounted Display; the method
of sighting through aiming symbology
projected onto the HDU combiner lens for
generating weapon solutions.
• IHADSS. Integrated Helmet And Display
Sighting System; the entire system that
tracks the position of each crewmember’s
IHU, generates symbology for display on the
HDU, and processes weapon solutions based
on sighting through the HMD. HMD Sighting
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HMD Activation
Both crewmembers’ individual Helmet Display Units (HDU)
receive symbology and video data from the aircraft Display
Processors (DP); however the CPG’s HDU also requires the
TADS to be powered in order to function. As such, the HDU’s
in each cockpit are automatically initialized when the APU is
powered on. If the TADS is powered off from the CPG’s WPN
Utility sub-page (shown at right), or from either crewstation
on the DMS Shutdown sub-page, the CPG’s HDU will blank
completely.
The IHADSS can be selectively powered on or off from either
crewstation by pressing VAB L1 on the WPN Utility sub-page,
but disabling this system will affect the HDU’s in both
crewstations. When the IHADSS is disabled, helmet-tracking
in both crewstations is disabled and symbology displayed
within the HDU’s will be lost, although sensor video may still
be present.
Integrated Helmet Unit (IHU) & Helmet Display Unit (HDU)

The Integrated Helmet Unit uses a
combination of infrared tracking sensors
integrated into the helmet itself and Sensor Integrated Helmet Unit (IHU)
Surveying Units (SSU) mounted within the
crewstation to determine the helmet
IHU tracking sensors
position in azimuth and elevation. (both sides)
The helmet position is processed by the

aircraft electronics, which updates
HDU Combiner Lens
symbology projected into the Helmet
Display Unit in real-time. If the
crewmember’s selected sight is HMD, the Helmet Display Unit (HDU)
aircraft electronics calculates weapon
solutions for the crewmember’s current
weapon based on the selected range
source along the HMD line-of-sight.
During initialization of aircraft systems prior
to takeoff, each crewmember performs a
boresight of their IHU after mounting the
HDU to their helmet.
(See IHADSS Boresight on the following page for more information.)
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IHADSS Boresight
During aircraft start-up, the helmet within each crewstation must be boresighted to provide the IHADSS with
accurate azimuth and elevation position data of each crewmember’s helmet. Until a successful boresight has been
performed, the Sight Status field of the High Action Display will alternate between displaying “IHADSS” and “B/S
REQUIRED” status messages, and the Cueing Dots will flash around the HMD LOS Reticle. (See HMD High Action
Display for more information.)
The IHADSS boresight procedure is performed by accessing the BORESIGHT sub-page by pressing VAB L5 on the
WPN page. After entering the BORESIGHT sub-page, the crewmember selects IHADSS (VAB L4) to enable the
IHADSS boresight logic and activate the Boresight Reticle Unit (BRU) mounted on top of the instrument panel
(below, left). When IHADSS is pressed and the text is boxed, B/S NOW is displayed at VAB L6 and the MPD cursor
is automatically positioned over the option (below, right).
2. IHADSS (VAB L4)
MPD cursor is automatically

positioned over B/S NOW option
1. BORESIGHT (VAB L5)
3. B/S NOW (VAB L6)
If desired, REMOVE MESSAGE (VAB R3) may be pressed to remove the “IHADSS B/S REQUIRED” message from
the Sight Status field of the High Action Display.
When the IHADSS boresight logic is enabled, a bullseye pattern is displayed within the BRU, the brightness of
which is controlled by the PRIMARY lighting knob on the EXTLT/INTR LT panel on the Pilot’s Left Console, or the
INTR LT panel on the CPG’s Left Console.
Pilot (Left) and CPG (Right) PRIMARY lighting knobs
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After the BRU has been activated and is adjusted to the appropriate brightness, the position and orientation of
the helmet should be adjusted so that the bullseye pattern is centered within the BRU and the LOS Reticle is
aligned with the center of the bullseye, as shown below. If necessary, Transition or Cruise symbology modes
should be selected to ensure the Horizon Line is level with the cockpit frame.
Bullseye pattern is LOS Reticle is positioned

centered within the BRU over BRU bullseye pattern
Horizon Line is level with

the physical cockpit frame
B/S NOW (VAB L6) is pressed

to enter the boresight position
When the HMD LOS Reticle and the BRU bullseye pattern are properly aligned, the B/S NOW is commanded by
pressing VAB L6 or by using the MPD Cursor-Enter option on the Collective Mission Grip (or the TEDAC Left
Handgrip in the CPG crewstation). If the boresight position is accepted, the bullseye pattern within the BRU will
extinguish, the B/S NOW option (VAB L6) will be removed, and IHADSS (VAB L4) on the BORESIGHT sub-page
will be un-boxed.
The IHADSS boresight process may be aborted at any time by re-selecting IHADSS (VAB L4), which will remove
the B/S NOW option and extinguish the bullseye pattern within the BRU.
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HMD HIGH ACTION DISPLAY

If the crewmember’s selected sight is HMD, Flight symbology is displayed on the crewmember’s HDU; and
specifically in the case of the Copilot/Gunner (CPG), HMD Weapon symbology is displayed on the CPG’s TDU.
The pertinent targeting- and weapon-related symbology when using HMD as the selected sight is the Line-Of-
Sight (LOS) Reticle, LOS Reticle Cueing Dots, and the High Action Display (HAD) data fields shown below.
1. Line-Of-Sight Reticle 2. Cueing Dots
3. Weapon
Inhibit Status
4. Range/ 7. Weapon
Range Source Control Status
5. Sight 8. Acquisition
Select Status Select Status
6. Sight Status 9. Weapon Status
10. Field-of-View Box 11. Field-of-Regard Box 12. Cued LOS Dot
1. Line-Of-Sight Reticle. Indicates the HMD line-of-sight (LOS). When the crewmember’s selected sight is
HMD, the LOS Reticle is used as an aiming crosshair for weapons employment and laser designation.
The LOS Reticle flashes when the selected sight’s LOS is invalid or has reached its slew limit.
2. Cueing Dots. Indicates the quadrant direction of the selected acquisition source to “cue” the crewmember’s
helmet position to the location of the Cued LOS Reticle. The dots are removed when the Cued LOS Reticle
is with 4° of that quadrant relative to the LOS Reticle.
All four dots flash when the “IHADSS B/S REQUIRED” message is present within the Sight Status field of the
High Action Display, indicating the crewmember needs to boresight their IHADSS.
3. Weapon Inhibit Status. Displays any pertinent safety or performance inhibits that may affect weapons
employment, based on the currently actioned weapon within the crewstation. (See the Weapon Employment
4. Range Source/Range. Displays the range source in use and the current range in tenths of kilometers, or
meters if the range source is the LRFD.
• Default range. Default range is selected upon initial aircraft power-on, or any time the crewmember’s
current range source is no longer valid. The Default range for the Pilot is 1.5 km, and 3.0 km for the
CPG (displayed as “1.5” and “3.0” respectively).
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• Manual range. Manual range may be selected and modified on the WPN page and may be set in 1-
meter increments between 100 and 50,000 meters (displayed as “M0.1” to “M50.0”).
• Automatic range. Auto range may be selected on the WPN page and provides dynamic range
calculations between 0.1 km and 50 km (displayed as “A0.1” to “A50.0”).
• Navigation range. Navigation range is automatically entered as the range source any time the
crewmember’s sight is slaved to an acquisition source that has been set to a stored point within the
navigational database. A Nav range is dynamically updated to reflect the current slant range between
the aircraft and the point set as the acquisition source, between 0.1 km and 32 km (displayed as “N0.1”
to “N32.0”).
• Radar range. Radar range is automatically entered as the range source any time the crewmember’s
selected sight is set to FCR. A radar range is dynamically updated to reflect the current slant range
between the aircraft and the Next-To-Shoot FCR target, between 0.0 km and 9.9 km (displayed as
“R0.0” to “R9.9”).
• Laser range. Laser range is automatically entered as the range source any time the CPG fires the
LRFD. The laser range is displayed in 1-meter increments between 500 and 9,999 meters (displayed
as 500 to 9999). An asterisk (‫ )٭‬is displayed to the left of the laser range any time the LRFD is firing
and processing a stable laser return from the object or surface within the TADS Line-of-Sight Reticle.
5. Sight Select Status. Indicates the sight currently selected within the crewstation.
• P-HMD. Displayed in the Pilot’s symbology when the Pilot’s selected sight is HMD.
• P-FCR. Displayed in the Pilot’s symbology when the Pilot’s selected sight is FCR.
• P-FCRL. Displayed in the Pilot’s symbology when the Pilot’s selected sight is FCR with the TADS linked
to the FCR Next-To-Shoot (NTS) target location.
• C-HMD. Displayed in the CPG’s symbology when the CPG’s selected sight is HMD.
• C-FCR. Displayed in the CPG’s symbology when the CPG’s selected sight is FCR.
• C-FCRL. Displayed in the CPG’s symbology when the CPG’s selected sight is FCR with the TADS linked
• TADS. Displayed in the CPG’s symbology when the CPG’s selected sight is TADS.
• TADSL. Displayed in the CPG’s symbology when the CPG’s selected sight is TADS with the FCR linked
to the azimuth of the TADS line-of-sight.
6. Sight Status. Displays status messages regarding the currently selected sight within the crewstation and
the employment of laser-guided AGM-114 missiles when launched in a Remote Fire mode.
7. Weapon Control Status. Indicates the opposite crewmember’s actioned weapon system. If the Weapon
Control Status field is blank, no weapon system is actioned by the opposite crewmember.
• PGUN. Displayed in the CPG’s symbology to indicate the Pilot’s actioned weapon is the gun.
• PRKT. Displayed in the CPG’s symbology to indicate the Pilot’s actioned weapon is rockets.
• PMSL. Displayed in the CPG’s symbology to indicate the Pilot’s actioned weapon is missiles.
• CGUN. Displayed in the Pilot’s symbology to indicate the CPG’s actioned weapon is the gun.
• CRKT. Displayed in the Pilot’s symbology to indicate the CPG’s actioned weapon is the rockets.
• CMSL. Displayed in the Pilot’s symbology to indicate the CPG’s actioned weapon is the missiles.
• COOP. Displayed in both crewmember’s symbology to indicate both crewmembers’ actioned weapon
is rockets, in Cooperative mode.
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8. Acquisition Select Status. Indicates the acquisition source currently selected within the crewstation.
• PHS. When slave is enabled, the currently selected sight will slave to the azimuth and elevation of the
Pilot’s Helmet Sight.
• GHS. When slave is enabled, the currently selected sight will slave to the azimuth and elevation of the
Copilot/Gunner’s Helmet Sight.
• SKR. If the next-to-shoot AGM-114 is tracking a laser designation or target in LOBL mode when slave
is enabled, the currently selected sight will slave to the azimuth and elevation of the missile seeker.
• FCR. When slave is enabled, the currently selected sight will slave to the location of the Next-To-Shoot
(NTS) target detected by the Fire Control Radar. This option is only displayed if the FCR mast-mounted
assembly is installed and the FCR is powered.
• FXD. When slave is enabled, the currently selected sight will slave to a fixed forward direction along
the Armament Datum Line (ADL, 0° in azimuth/-4.9° in elevation).
• W##, H##, C##, T##. When slave is enabled, the currently selected sight will slave to the location
of the Waypoint, Hazard, Control Measure, or Target/Threat point set as the acquisition source within
the crewstation, and the range source will switch to a Navigation range equal to the slant range
between the aircraft and the selected point. ## indicates the specific point number to which the
Waypoint, Hazard, Control Measure, or Target/Threat point has been stored.
• TRN. When slave is enabled, the currently selected sight will slave to the location of the terrain location
cursor-selected on the TSD within the crewstation, and the range source will switch to a Navigation
range equal to the slant range between the aircraft and the Terrain point.
9. Weapon Status. Displays status messages regarding the currently actioned weapon within the crewstation.
10. Field-Of-Regard (FOV) Box. The FOV box indicates the relative position of the crewmember’s helmet
line-of-sight within the larger Field-of-Regard box. The FOV box represents a 30° x 40° field of view and is
driven by the crewmember’s helmet orientiation as detected by helmet sensors within each resepective
cockpit.
11. Field-Of-Regard (FOR) Box. The FOR box indicates azimuth limits for the crewmember’s Night Vision
System (NVS) sensor turret. The format of the FOR box is determined by the NVS sensor (PNVS or TADS)
assigned to that crewstation. Tick marks around the edges of the PNVS FOR box mark 0° in azimuth and
elevation. Tick marks around the edges of the TADS FOR box mark 0° and ±90° in azimuth, and 0° elevation.
-90° +90°
+20° +30°
0°
-45° -60°
-90° 0° +90° -120° 0° +120°
PNVS Format (Left) & TADS Format (Right)
12. Cued Line-Of-Sight Dot. Indicates the relative location of the selected acquisition source within the Field-
of-Regard box.
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HMD Sight Status Messages

The following status messages pertain to the use of the HMD as the selected sight within the crewstation and
when using the PNVS or TADS as an NVS (Night Vision System) sensor during operations at night.
SIGHT STATUS CONDITION CORRECTIVE ACTION

A boresight of the IHADSS has
IHADSS B/S not been performed within the Perform IHADSS boresight procedures or select
REQUIRED crewstation following REMOVE MESSAGE on WPN Boresight sub-page.
initialization of the IHADSS.
The IHADSS line-of-sight for the affected crewstation
The IHADSS has failed within is set to fixed forward.
IHADSS FAIL
the corresponding crewstation.
The HMD should not be used for weapon employment.
The IHADSS line-of-sight is no The IHADSS is frozen at the last position that was
IHADSS LOS longer valid due to a failure of detected as valid.
INVALID an IHADSS component or the If using NVS for piloting under low-visibility conditions
IHADSS being powered off. or darkness, set NVS mode to FIXED.
The NVS sensor (PNVS or TADS
FLIR) that has been assigned to Adjust the helmet position to within the slew limits of
LIMITS
the crewstation encountered a the assigned NVS sensor (PNVS or TADS).
slew limitation.
NVS has been enabled and set
NVS FIXED None required.
to FIXED mode.
The NVS sensor (PNVS or TADS If using NVS for piloting under night conditions,
NVS FAIL FLIR) that has been assigned to transfer flight controls to opposite crewmember and
the crewstation has failed. switch to night vision goggles.
NVS has been enabled and set
NVS NORM None required.
to NORM mode.
EAGLE DYNAMICS 305

DCS [AH-64D]
HMD ACQUISITION AND RANGING

Detecting, acquiring, and engaging targets with the HMD is fairly straightforward, in that the HMD simply needs
to be pointed toward the target to generate an appropriate weapon solution. Unlike the TADS, the HMD does not
include additional targeting modes to assist the crewmember in stabilizing their HMD line-of-sight onto a target
position. As such, when using HMD as the selected sight, the aircraft electronics do not provide the same levels
of ballistic compensation as compared to using the TADS. Ballistic compensation for aircraft movement or lead
angle compensation for target movement is not provided; however ballistic compensation for range is provided,
subject to the crewmember’s selected range source.
When operating at night, using Night Vision
System (NVS) in NORM mode allo ws either
crewmember to utilize their respective FLIR
system to detect and acquire targets, even those
that may otherwise be obscured by the cockpit PNVS
structure or canopy frames. However, it is Field-Of-Regard
important to understand each sensor (PNVS and
TADS) is subject to different slew values.
(See Night Vision System for more information.)
The format of the Field-Of-Regard (FOR) Box
displayed within the HMD High Action Display is TADS TADS
indicative of not only the slew limitations of the Field-Of-Regard Field-Of-Regard
currently assigned NVS sensor, but which sensor
is assigned to the crewstation. If the LOS Reticle
has exceeded the slew limitations of the NVS
sensor currently assigned to the crewstation,
even if the NVS mode is set to OFF, the HMD LOS
Reticle will flash and “LIMITS” will be displayed
within the Sight Status field of the High Action
Display.
Acquisition Sources
The use of acquisition sources can reduce the time necessary to bring the HMD onto an intended target. When
a target is detected using another sensor onboard the aircraft (to include visual detection by either crewmember),
setting that sensor as the acquisition source and enabling the SLAVE function increases the efficiency of target
acquisition within the HMD field-of-view.
However, since the HMD line-of-sight is solely directed by the crewmember’s helmet position, “cueing” indications
are displayed within the HMD symbology. When a valid acquisition source is selected, cueing dots will appear
around the HMD LOS Reticle to cue the crewmember’s head position to the corresponding direction of where the
acquisition source is located.
HMD cueing is enabled within a crewstation any time the HMD is the selected sight and SLAVE is enabled. Within
the CPG crewstation, SLAVE is toggled from the TEDAC Right Handgrip. However, since the Pilot crewstation does
not have an option to selectively enable SLAVE, SLAVE is permanently enabled for the Pilot. The Pilot does have
an option to disable the display of cueing dots within the HMD symbology from the WPN Utility sub-page.
Acquisition sources also reduce the amount of verbal communications and coordination of sensors that must
occur between the crewmembers, which also increases combat efficiency. By replacing the verbal description of
a target (or threat) using a verbose “description, direction, distance” with a concise “sight to source” command,
target handovers between crewstations may become near instantaneous with a proficient aircrew. In addition,
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[AH-64D] DCS
cueing the opposite crewmember’s helmet line-of-sight directly to the location of the acquisition source reduces
the effects of inaccurate range estimations and removes the need for verbal descriptions of the intended target,
obstacles or hazards to flight, or visual reference points.
An example of an inefficient obstacle handover during flight operations at night is shown below:
“Tower obstacle at 11 o’clock, approximately 2 kilometers, on our flight route along the right side of the valley.”
The Pilot must look toward the approximate direction, visually trace their projected flight path along the right
side of the valley and then locate the obstacle amongst any background clutter seen within the NVS FLIR video.
Examples of efficient handovers of obstacles or hazards utilizing HMD cueing to an acquisition source (such as
the opposite crewmember’s helmet sight) are shown below:
“Tower obstacle in 2 kilometers, my line-of-sight.”
“Aircraft, my line-of-sight, on the horizon, come right to avoid.”
In either case, the crewmember simply follows the cueing within their HMD symbology until the Cued LOS Reticle
becomes visible, at which point they can see the precise location that is being referenced by the other
crewmember’s helmet sight, removing most of any ambiguity that exists.
Acquisition sources that will cue the HMD to a specific azimuth and elevation relative to the aircraft nose are
listed below.
• PHS. Pilot Helmet Sight; cues the HMD to the line-of-sight of the Pilot’s helmet. May be used to direct the
CPG’s HMD line-of-sight to the location designated by the Pilot’s HMD LOS Reticle.
• GHS. Gunner Helmet Sight; cues the HMD to the line-of-sight of the Copilot/Gunner’s helmet. May be used
to direct the Pilot’s HMD line-of-sight to the location designated by the CPG’s HMD LOS Reticle.
• SKR. Seeker; cues the HMD to the line-of-sight of the next-to-shoot AGM-114 missile seeker. May be used
to direct the crewmember’s HMD line-of-sight to the target location that is currently being tracked by the
next-to-shoot AGM-114 missile, possibly to confirm target identification prior to weapons release.
• FXD. Fixed forward; cues the HMD to align with the Armament Datum Line (ADL) at 0° in azimuth and -
4.9° in elevation.
• TADS. Target Acquisition Designation Sight; cues the HMD to the line-of-sight of the TADS turret. May be
used to monitor the TADS sensor position for situational awareness or coordinating weapon engagements.
Acquisition sources that will cue the HMD to a 3-dimensional location relative to the ownship position are listed
below.
• FCR. Fire Control Radar; cues the HMD to the location of the next-to-shoot target designated on the FCR
page. May be used to direct the crewmember’s HMD line-of-sight to the location of the designated target
for situational awareness or to engage the designated target while using HMD as the sight.
• W##, H##, C##, T##. Waypoint, Hazard, Control Measure, or Target/Threat point; cues the HMD to
the coordinates of the selected point within the navigation database. May be used to direct the
crewmember’s HMD line-of-sight to a pre-planned, stored, or transmitted location for reconnaissance, visual
identification, weapons engagement, or re-acquisition if line-of-sight was lost.
• TRN. Terrain point; cues the HMD to the coordinates of the selected terrain point within the navigation
database. May be used to direct the crewmember’s HMD line-of-sight to a cursor-selected location on the
TSD that is not associated with an existing Waypoint, Hazard, Control Measure, or Target/Threat point for
reconnaissance, visual identification, or weapons engagement.
EAGLE DYNAMICS 307

DCS [AH-64D]
Range Sources
Once a target has been visually acquired by the crewmember, the next and perhaps most critical step in ensuring
a successful weapon engagement is determining an appropriate range source for the engagement. As the HMD
line-of-sight can only determine a target’s relative azimuth and elevation with respect to the aircraft’s attitude,
measuring the range to the target along the HMD line-of-sight provides the third dimension needed to determine
the target’s 3-dimensional position relative to the ownship.
Among the three sights (HMD, TADS, and FCR) that may be employed by the AH-64D aircrew for targeting, the
HMD is roughly comparable to the TADS with regards to the available methods of ranging that may be employed.
When a method of ranging is employed, this is called a “range source”, and is displayed within the High Action
Display in both Flight Symbology and Weapon Symbology.
The range sources that are available to either crewmember when using the HMD as the selected sight are shown
below, from the most accurate to the least accurate.
• Laser range (COOP mode). Laser range is automatically entered as the range source any time the CPG
fires the TADS LRFD to measure the slant range between the ownship and the target using reflected laser
energy. Laser range is only displayed in the Pilot’s HMD when employing rockets in a Cooperative mode.
• Navigation range. Navigation range is automatically entered as the range source any time the HMD is
cued to a Waypoint, Hazard, Control Measure, Target/Threat, or a Terrain point. The slant range between
the ownship and the corresponding point’s navigational coordinates are calculated and is subject to the
position confidence of the aircraft.
• Automatic range. Automatic range is selected from the WPN page by pressing MANRNG> (VAB B6) and
entering “A” on the Keyboard Unit (KU) in place of a numerical value. Auto-range is determined by the radar
altitude of the aircraft over the ground and the elevation “look-down” angle of the HMD line-of-sight.
• Manual range. Manual range is selected from the WPN page by pressing MANRNG> (VAB B6) and entering
a numeric value on the Keyboard Unit.
current range source is no longer valid.
NOTE: When transitioning from using the TADS as the selected sight to using the HMD, it is possible for the
Copilot/Gunner (CPG) to retain a static laser range as the range source. When the gun is actioned while the HMD
is the selected sight, the range source will automatically revert to the Manual range within the crewstation.
However, if intending to employ rockets using the HMD, a different range source should be considered that is
appropriate for the given situation.
When determining which range source to utilize when the HMD is the selected sight, the common deciding factor
will be whether the engagement is “deliberate” or “hasty” in nature. When conducting a deliberate engagement,
the crew will typically have time to reliably calculate and/or store the target location, determine a reasonably
accurate range from the intended weapon release point to the target, and employ a weapon system while the
target is directly in front of the aircraft in optimal release parameters. In such situations, a dynamic range source
such as a Navigation range to the target location or (when employing unguided rockets) Cooperative TADS laser
ranging will provide a more accurate targeting solution. Automatic range is another dynamic range source that
may be used but may not always be appropriate depending on the terrain the aircraft is operating over, or the
resulting oscillations in calculated range caused by rapid head and/or aircraft movements.
In many situations in which a crewmember is using the HMD as the selected sight to engage a close-range target
in a hasty manner, a static range source such as Manual range is typically more appropriate since it allows the
crewmember to rapidly adjust rounds onto the target without needing to change the acquisition source to employ
a Nav range; nor is it subject to the errors with Auto-ranging when operating over un-even terrain or when the
crewmember is rapidly moving his/her head. A Manual range is not dynamic and represents a fixed point in space
to which weapon solutions are calculated. As such, the HMD elevation relative to the target will need to be
manually adjusted to account for rounds that impact prior to or beyond the target (also referred to as landing
“short” or “long”).
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[AH-64D] DCS
Navigation Range
Navigation range is calculated by simply measuring the slant range between the ownship position and the
coordinates of a point stored within the navigational database. Although a Nav range is more accurate than using
Auto-ranging or Man-ranging, in that it is dynamically updated with aircraft movement and does not rely on flat
terrain as is the case with Automatic range, Nav range may be somewhat inflexible when using the HMD as the
selected sight for targeting.
Any time the acquisition source is set to a Waypoint, Hazard, Control Measure, Target/Threat, or Terrain point,
the slant range to the corresponding point is entered as a Nav range (the SLAVE button must be pressed to
update the HMD range source to a Nav range in the CPG crewstation). When employing weapons while using the
HMD as the selected sight, a Navigation range is only preferred if the intended target is within close proximity to
the coordinates of the point being referenced by the Nav range, or if employing area effect weapons against the
general area surrounding the point.
In the figure below, the intended target is at a range to the ownship that is substantially closer than the point
being referenced (T01) for the Nav range. In such a situation, rockets would impact beyond the target due to
the equivalent slant range being applied along the HMD line-of-sight, placing the weapon solution beyond the
target and below the surface plane. The HMD LOS Reticle would need to be displaced below the target within
the HMD field-of-view to adjust the weapon solution in such a manner so that the weapon trajectory would
intersect with the target location.
Weapons impact
beyond the target
HMD LOS
Slant range of Slant range of Navigation range of

3.7 km to T01 3.1 km to target 3.7 km along HMD LOS
Navigation Range (ACQ set to T01)
The most common use cases for employing a Nav range are when the Pilot is employing unguided rockets with
variable time delay fuzes independently of the CPG. Rocket types such as the M255A1 or M261 are dependent
on an accurate range to target for their warheads to be effective. Unless fired in Cooperative mode with the CPG’s
TADS supplying an accurate laser range, the most accurate range source that can be used by the Pilot to achieve
the desired warhead effects is a Nav range.
EAGLE DYNAMICS 309

DCS [AH-64D]
Automatic Range
Automatic range is calculated using trigonometric ratios of right triangles, where the HMD look-down angle
relative to the vertical axis between the aircraft and the surface below it is the acute angle; and the altitude
above ground level (as measured by the radar altimeter) is the adjacent edge of the right triangle.
Using these two variables, along with an assumption the target is at an elevation equal to the that of the surface
directly below the aircraft along a lateral axis that represents the opposite edge of the right triangle, the
hypotenuse is calculated to determine the slant range to target. This calculation is performed continuously based
on the HMD line-of-sight elevation and the radar altitude of the aircraft.
Acute
Angle
HMD LOS
Vertical axis
Adjacent
Adjacent edge Acute angle calculated by subtracting

calculated using the HMD elevation position, which is
radar altimeter based on the ADL attitude relative to
measurements the horizon as measured by the EGI
90°
Radar
Altimeter
Automatic Range (flat terrain)
As the HMD line-of-sight (LOS) approaches the horizon and the look-down angles become quite shallow, the
Auto-range calculations will become increasingly less precise due to the trigonometric ratios becoming quite large
which is exacerbated if the aircraft is operating at very low altitudes over the surface.
HMD line-of-sight just below the HMD line-of-sight adjusted slightly

horizon with an Auto-range of 0.7 km up with an Auto-range of 50.0 km
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[AH-64D] DCS
Automatic range relies upon a functioning radar altimeter and will only be usable when the aircraft’s altitude
above ground level (AGL) is less than 1,428 feet (the maximum altitude that is capable of being measured by the
radar altimeter).
It is important to note that the accuracy of Automatic range is predicated on the assumption that the target is at
the same elevation as the surface directly below the aircraft. As this may not always be the case, using Auto-
range for weapon engagements should only be performed in areas with minimal terrain relief, such as open
plains, non-mountainous deserts, large plateaus, or basins. Auto-range should not be used when operating over
mountains, rolling hills, or complex urban areas.
HMD LOS
Acute
Angle
Vertical axis
Adjacent
90°
Acute angle remains the same for a given
HMD elevation relative to the horizon
Radar
Altimeter Radar altimeter measurements over
uneven terrain elevation results in
inaccurate weapon solutions
Automatic Range (elevation difference)
In situations where the terrain directly below the aircraft is at a significantly higher elevation than that of the
intended target, it should be expected that any weapon solution generated using Auto-range will result in
unguided, ballistic munitions such as rockets or gun rounds landing short of the target location. Likewise, in
situations where the terrain directly below the aircraft is at a significantly lower elevation than that of the intended
target, it should be expected that rockets or gun rounds will land long beyond the target location.
EAGLE DYNAMICS 311

DCS [AH-64D]
Manual/Default Range
Manual range is the most inaccurate form of ranging when using the HMD. However, it is the most flexible ranging
option when needing to engage targets in a hasty manner, and as a result is typically the preferred range source.
When a manual range value is entered, the weapon solution will continue to update based on the HMD line-of-
sight (LOS), but the range value will be to a fixed point in space along the LOS at the range entered on the WPN
page.
Target at slant range

of 3000 meters
HMD LOS
HMD LOS position in Fixed range of 2000 Weapons impact

azimuth and elevation meters along HMD LOS short of the target
A Man-range is analogous to zeroing a rifle at a specific distance, and manually compensating for bullet drop by
manually elevating the weapon sight higher or lower depending on the estimated range to the target relative to
the range to which the rifle was zeroed.
• If the intended target is estimated to be at a range greater than the manual range value, the HMD LOS
Reticle must be aimed above the target to compensate for the additional bullet (or rocket) drop.
• If the intended target is estimated to be at a range less than the manual range value, the HMD LOS Reticle
must be aimed below the target to compensate for the reduced bullet (or rocket) drop.
Munitions landing long require a
manual correction by lowering the
HMD LOS or entering a lower manual
range value
Munitions landing short require a

manual correction by raising the HMD 1500 m
LOS or entering a higher manual range 1762 m
2000 m
value
Manual range corrections
NOTE: Default ranges for the Pilot and CPG are 1,500 and 3,000 meters respectively (displayed as “1.5” and
“3.0”), but are essentially the same as using a corresponding manual range (displayed as “M1.5” and “M3.0”).
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HMD HAND CONTROLS

Either crewmember may use their respective Helmet Mounted Displays for targeting and engagement of enemy
targets independently of the other crewstation. In addition, the CPG may use the HMD for storing points through
the TSD Point sub-page. Night Vision System (NVS) controls are shown as PNVS (or TADS in NVS mode) would
be required to employ the HMD as a sight during operations at night, although NVS mode in itself is not a sight.

Either crewmember may select HMD as his or her sight on the Collective Mission Grip, with additional controls for
selecting Flight symbology modes on the cyclic and NVS sensor controls on the Collective Flight Grip.
Sight Select
Symbology Select
NVS Select FLIR Polarity Toggle
TEDAC Controls
When the CPG is not using the flight controls, TEDAC controls may be used in conjunction with the HMD to avoid
interfering with the Pilot’s operation of the cyclic and collective.
Sight Select
FLIR Polarity
FLIR Gain Adjust Toggle
FLIR Level Adjust Sight Slave

Toggle
Store Target
Point
Automatic Contrast Mode Toggle Filter Cycle
EAGLE DYNAMICS 313

DCS [AH-64D]
TARGET ACQUISITION
DESIGNATION SIGHT
(TADS)
TARGET ACQUISITION
DESIGNATION SIGHT (TADS)
314
US Army photo
by SSG Thomas Mort
[AH-64D] DCS
AN/ASQ-170 MODERNIZED TARGET

ACQUISITION DESIGNATION SIGHT
The AN/ASQ-170 TADS was originally designed by Martin Marietta and was selected to provide the primary
sighting and sensor system for the AH-64A, and remained in use by the AH-64D during the early years of its
service. The subsequent upgrade to the M-TADS standard by Lockheed Martin includes targeting enhancements
that increase the range and resolution that the AH-64D can detect and engage targets.
The Direct View Optics (DVO) sensor was subsequently removed during later development of the AH-64D,
although the corresponding aperture within the sensor turret itself remains.
TADS Activation
The TADS is automatically initialized when the APU is
powered on. If necessary, the TADS can be selectively
powered on or off from the CPG station by pressing VAB L4
on the WPN Utility sub-page (shown at right), or from either
crewstation on the DMS Shutdown sub-page.
Although the TADS is automatically initialized on APU power,
the laser rangefinder/designator (LRFD) requires manual
activation by pressing VAB L6. The FLIR camera may be
independently powered on or off by pressing VAB L5, and
the TADS turret may be stowed by pressing VAB R4.
EAGLE DYNAMICS 315

DCS [AH-64D]
Forward-Looking Infrared (FLIR)

The FLIR camera enables the AH-64 to detect, identify and
engage enemy targets in any lighting conditions. Although
primarily used during night operations, the FLIR is equally FLIR Aperture
capable during daylight hours. The Modernized-TADS
(MTADS) upgrade replaced the legacy FLIR sensor with a
modern FLIR with improved resolution and range.
The TADS FLIR camera includes three optical fields-of-
view (Wide, Medium, and Narrow) with incrementally
increased magnification. A fourth field-of-view (Zoom) is
available that electronically enlarges the Narrow field-of-
view by 50%. The Zoom field-of-view (FOV) does not
provide increased resolution but does facilitate better
aiming precision of the laser rangefinder/designator DTV Aperture LRFD Aperture DVO Aperture
(LRFD) at longer ranges.
TADS Sensor Turret
Daytime Television (DTV)

The DTV is a monochromatic (black and white) television camera that enables the AH-64 to engage targets at
long-range during daylight hours only. Although the DTV only includes two optical fields-of-view (Wide and
Narrow) and is less versatile than the FLIR camera, the magnification levels of the DTV surpass those of the FLIR,
allowing the DTV to identify and designate targets at a further distance than what is possible with the FLIR. Like
the FLIR, the DTV includes an additional Zoom field-of-view that electronically enlarges the Narrow field-of-view
by 50%.
Laser Rangefinder/Designator (LRFD)

The LRFD uses focused laser energy to precisely measure range to target locations, and employs crew-selectable
pulsed repetition frequencies (PRF) to designate targets for laser-guided munitions, such as the AGM-114 missile.
Laser returns from the TADS LRFD are processed between a minimum range of 500 meters to a maximum range
of 9,999 meters. In addition to providing ranging data for ballistics computations, continuous laser designations
may be used to employ lead-angle compensation when engaging moving targets with the 30mm Area Weapon
System (AWS) or unguided rockets in Cooperative rocket mode.
The LRFD may be employed in range-finding mode by pulling the LRFD trigger on the TEDAC Right Handgrip to
the 1st detent, or in ranging and designation mode by pulling the LRFD trigger to the 2nd detent.
(See the WPN Code and WPN Frequency sub-pages in the Weapon Employment chapter for more information
regarding setting the LRFD laser code.)
Laser Spot Tracker (LST)

The LST may be employed in lieu of the LRFD to detect other laser designations within a tactical environment
when using known PRF codes. Like the LRFD, the specific laser PRF code the LST will scan for is crew-selectable
from the cockpit at any time during the mission, and may be used as an efficient method for handing over target
locations to the AH-64 from ground-based designators or other aircraft, such as the AH-64’s own team members.
(See TADS Targeting Modes for more information regarding LST operation. See the WPN Code and WPN
Frequency sub-pages in the Weapon Employment chapter for more information regarding setting the LST laser
code.)
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[AH-64D] DCS
Sight Stabilization and Slew Rate Damping

The TADS electronics provide automatic sight stabilization to compensate for aircraft angular rates. In addition,
angular slew rates of the TADS turret itself are dampened based on the currently selected optical/electronic field-
of-view to enhance precision targeting. As the Copilot/Gunner (CPG) incrementally steps through each successive
field-of-view from Wide to Zoom, the angular rate gains from Sight Manual Tracker (MAN TRK) inputs are
incrementally reduced to compensate for the higher magnification levels of TADS video.
Target State Estimator (TSE)

Although the Target State Estimator calculations are performed by the AH-64D’s targeting systems and is not
technically part of the TADS itself, the TSE is a key element when the TADS is being used to employ unguided,
ballistic munitions against moving targets on the battlefield.
The TSE utilizes linear velocities and attitude rates from the aircraft EGI’s, TADS turret position and angular slew
rates, and laser range data to calculate and separate true target velocities from the aircraft velocities and rates.
Once the true target velocity is calculated, the TSE can determine the appropriate lead-angle compensation for
the selected weapon system. This automatic lead angle compensation requires the Copilot/Gunner to simply
maintain the TADS line-of-sight on the target and perform a continuous laser designation to accurately employ
the Area Weapon System or provide accurate rocket steering for the Pilot when in Cooperative rocket mode.
Aircraft
Angular Rates
TSE calculates target velocity

Aircraft
Attitude TADS
TADS Position
Rates
TSE applies lead angle compensation
Target State Estimator (TSE) Lead Angle Compensation
When the laser ceases designation, the TSE will enter a “laser memory” mode for 14 seconds. During this period,
the mean rate of change of ranging measurements that existed prior to the termination of laser designation are
dynamically maintained to permit the TSE to continue providing lead angle compensation. All other variables such
as linear velocities and angular rates are utilized by the TSE in real-time to calculate the true target velocity.
After the 14 seconds has elapsed, the laser range value will become static until the LRFD is fired again or a
different range source is utilized. Any time a dynamic laser range is not available, whether the 1 st detent of the
LRFD trigger is used or 14 seconds has elapsed since the 2nd detent of the LRFD trigger was used, or if any other
range source is utilized, TSE lead angle compensation will be unavailable. However, regardless of whether the
TSE is providing lead angle compensation or not, ballistic compensation will always be provided for factors such
as range to target and aircraft movement when the TADS is being used as the selected sight.
EAGLE DYNAMICS 317

DCS [AH-64D]
TADS WEAPON SYMBOLOGY

If the Copilot/Gunner’s selected sight is TADS, TADS sensor video is displayed on the CPG’s HDU and TDU,
overlaid with TADS Weapon symbology. Weapon symbology includes several symbology elements that are
common with HMD Flight symbology, such as the HMD High Action Display.
4. CPG Line-Of- 5. Alternate

Sight Bearing Sensor Bearing
6. Sensor 7. Field-Of-View
Select Status Brackets
8. Line-Of-Sight Reticle 9. Laser Firing Indicator
11. Weapon
10. LMC Indicator Inhibit Status
12. True Airspeed 13. Radar Altitude
14. Range/ 15. Weapon

Range Source Control Status
16. Sight 17. Acquisition

Select Status Select Status
18. Sight Status 19. Weapon Status
20. Field-of-View Box 21. Field-of-Regard Box 22. Cued LOS Dot
in 10° increments.
3. Lubber Line. The Lubber Line is aligned to the centerline of the aircraft and serves as a reference for the
aircraft heading.
4. CPG Line-of-Sight Bearing. Displays the bearing of the Copilot/Gunner’s selected sight on the Heading
Tape when the CPG’s selected sight is HMD or TADS.
5. Alternate Sensor Bearing. Displays the bearing of the Pilot’s helmet sight on the Heading Tape when the
Pilot’s selected sight is set to HMD.
6. Sensor Select Status. Indicates the selected TADS sensor when the CPG’s selected sight is TADS.
• FLIR. The Forward-Looking Infrared camera is selected as the current TADS sensor.
• DTV. The Daytime Television camera is selected as the current TADS sensor.
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[AH-64D] DCS
7. Field-Of-View Brackets. Indicates the relative area that can be seen by the currently selected TADS
sensor if the next narrower field-of-view is selected. If Zoom FOV is selected, no further fields-of-view are
available and the Field-Of-View Brackets are removed from the TADS video.
8. Line-Of-Sight Reticle. Indicates the TADS sensor line-of-sight (LOS). When the CPG’s selected sight is
TADS, the LOS Reticle is used as an aiming crosshair for weapons employment and laser designation.
The LOS Reticle flashes when the selected sight’s LOS is invalid or has reached its slew limit.
9. Laser Firing Indicator. Displayed continuously any time the Laser Rangefinder/Designator (LRFD) is firing.
10. LMC (Linear Motion Compensation) Indicator. Displayed when Linear Motion Compensation is
enabled.
11. Weapon Inhibit Status. Displays any pertinent safety or performance inhibits that may affect weapons
employment, based on the currently actioned weapon within the crewstation.
If the CPG stores a Waypoint or Target point by placing the STORE/UPDT switch on the TEDAC Left Handgrip
to the STO position, “W##” or “T##” (respectively) will be displayed in the Weapon Inhibit Status field for
4 seconds, where ## indicates the specific point number to which the Waypoint or Target location has been
stored.
50 feet and 1,428 feet in altitude.
The Radar Altitude is not displayed when the altitude exceeds 1,428 feet above ground level.
14. Range Source/Range. Displays the range source in use and the current range in tenths of kilometers, or
meters if the range source is the LRFD.
current range source is no longer valid. The Default range for the Pilot is 1.5 km, and 3.0 km for the
CPG (displayed as “1.5” and “3.0” respectively).
• Manual range. Manual range may be selected and modified on the WPN page and may be set in 1-
meter increments between 100 and 50,000 meters (displayed as “M0.1” to “M50.0”).
• Automatic range. Auto range may be selected on the WPN page and provides dynamic range
calculations between 0.1 km and 50 km (displayed as “A0.1” to “A50.0”).
• Navigation range. Navigation range is automatically entered as the range source any time the
crewmember’s sight is slaved to an acquisition source that has been set to a stored point within the
navigational database. A Nav range is dynamically updated to reflect the current slant range between
the aircraft and the point set as the acquisition source, between 0.1 km and 32 km (displayed as “N0.1”
to “N32.0”).
• Radar range. Radar range is automatically entered as the range source any time the crewmember’s
selected sight is set to FCR. A radar range is dynamically updated to reflect the current slant range
between the aircraft and the Next-To-Shoot FCR target, between 0.0 km and 9.9 km (displayed as
“R0.0” to “R9.9”).
• Laser range. Laser range is automatically entered as the range source any time the CPG fires the
LRFD. The laser range is displayed in 1-meter increments between 500 and 9,999 meters (displayed
as 500 to 9999). An asterisk (‫ )٭‬is displayed to the left of the laser range any time the LRFD is firing
and processing a stable laser return from the object or surface within the TADS Line-of-Sight Reticle.
15. Weapon Control Status. Indicates the opposite crewmember’s actioned weapon system. If the Weapon
Control Status field is blank, no weapon system is actioned by the opposite crewmember.
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• PGUN. Displayed in the CPG’s symbology to indicate the Pilot’s actioned weapon is the gun.
• PRKT. Displayed in the CPG’s symbology to indicate the Pilot’s actioned weapon is rockets.
• PMSL. Displayed in the CPG’s symbology to indicate the Pilot’s actioned weapon is missiles.
• CGUN. Displayed in the Pilot’s symbology to indicate the CPG’s actioned weapon is the gun.
• CRKT. Displayed in the Pilot’s symbology to indicate the CPG’s actioned weapon is the rockets.
• CMSL. Displayed in the Pilot’s symbology to indicate the CPG’s actioned weapon is the missiles.
• COOP. Displayed in both crewmember’s symbology to indicate both crewmembers’ actioned weapon
is rockets, in Cooperative mode.
• P-HMD. Displayed in the Pilot’s symbology when the Pilot’s selected sight is HMD.
• P-FCR. Displayed in the Pilot’s symbology when the Pilot’s selected sight is FCR.
• P-FCRL. Displayed in the Pilot’s symbology when the Pilot’s selected sight is FCR with the TADS linked
• C-HMD. Displayed in the CPG’s symbology when the CPG’s selected sight is HMD.
• C-FCR. Displayed in the CPG’s symbology when the CPG’s selected sight is FCR.
• C-FCRL. Displayed in the CPG’s symbology when the CPG’s selected sight is FCR with the TADS linked
• TADS. Displayed in the CPG’s symbology when the CPG’s selected sight is TADS.
• TADSL. Displayed in the CPG’s symbology when the CPG’s selected sight is TADS with the FCR linked
to the azimuth of the TADS line-of-sight.
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18. Sight Status. Displays status messages regarding the currently selected sight within the crewstation and
the employment of laser-guided AGM-114 missiles when launched in a Remote Fire mode.
19. Weapon Status. Displays status messages regarding the currently actioned weapon within the crewstation.
20. Field-Of-View (FOV) Box. The FOV box indicates the -90° +90°
relative position of the TADS line-of-sight within the larger
Field-of-Regard box. The FOV box represents a 30° x 40°
field of view and is driven by the TADS sensor turret +30° +30°
position.
21. Field-Of-Regard (FOR) Box. The FOR box indicates
-60° -60°
azimuth limits for the TADS sensor turret. Tick marks
around the edges of the TADS FOR box mark 0° and ±90°
in azimuth, and 0° elevation. -120° 0° +120°
22. Cued Line-Of-Sight Dot. Indicates the relative location TADS Field-Of-Regard Format
of the selected acquisition source within the Field-of-
Regard box.
TADS Sight Status Messages

The following status messages pertain to the use of the TADS as the selected sight within the crewstation and
when employing AGM-114K SAL missiles in which an offboard source of laser designation is providing terminal
guidance.

The TADS turret has been CPG should press the SLAVE button to de-slave the
FIXED
slaved to fixed forward (FXD) TADS turret, if required.
The TADS FLIR has been CPG should power the TADS FLIR on the WPN Utility
FLIR OFF
powered off. sub-page, if required for targeting or NVS operations.
The TADS has encountered a Adjust the TADS turret position to within the slew
LIMITS
slew limitation. limits to regain the ability to fire the LRFD.
Set the Priority channel to the same laser code set to
The SAL missile channel that the TADS LRFD to perform an autonomous (self-
has been designated as the lasing) missile engagement.
REMOTE Priority channel does not match Coordinate with an offboard source of laser
the laser code set to the TADS designation to provide terminal guidance for the next
LRFD. SAL missile. Ensure the source is using a laser code
that corresponds with that set as the Priority channel.
RF missiles have been actioned
while the TADS is the selected Designate the intended target for 3 seconds to
TARGET DATA?
sight, but a target handover has perform a target handover to the next RF missile.
not been performed.
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DCS [AH-64D]
TADS Weapon Inhibit Messages

The following conditions will result in momentary TADS-related messages being displayed within the CPG’s
Weapon Inhibit data field of the High Action Display. These messages are for informational purposes only and
have no effect on the function or employment of any weapon systems.
MESSAGE CONDITION CORRECTIVE ACTION

TADS automatic tracking has
ALL TRKS DEL been commanded to delete all None required.
tracks.
TADS automatic tracking has
TRK # DEL been commanded to delete the None required.
numbered track.
TADS automatic tracking is
TRK # DROP unable to maintain the None required.
numbered track.
A Target (TG) point has been
T## stored in the numbered index None required.
within the TGT/THRT partition.
A Waypoint (WP) has been
W## stored in the numbered index None required.
within the WPTHZ partition.
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[AH-64D] DCS
TADS TARGETING MODES

The TADS may be utilized with several targeting modes to assist the Copilot/Gunner (CPG) in performing targeting
operations against enemy target locations. Targeting modes consist of Linear Motion Compensation (LMC), Image
Auto-Track (IAT), and Laser Spot Track (LST). These targeting modes reduce the workload of the CPG when
using the TADS but do not directly affect the operation of any weapon system on the aircraft.
Linear Motion Compensation (LMC)

Linear Motion Compensation provides additional stabilization of the TADS to compensate for linear movement of
the aircraft or the target.
When LMC is disabled, the slew rates of the TADS turret are based on raw
input magnitudes received from the force-sensing Sight Manual Tracker
(MAN TRK, also called the “thumb force controller”) on the TEDAC Right
Handgrip. When no force is applied to the Sight Manual Tracker, the
angular slew rates of the TADS turret are dampened in azimuth and
elevation. When thumb force is applied, the TADS turret slew rate will
increase as the force magnitude increases and will correspondingly
decrease as force magnitude decreases.
When LMC is enabled, indicated by the presence of the LMC Indicator
around the TADS Line-Of-Sight Reticle, angular slew rates of the TADS
turret are maintained until modified by CPG input or alternate steering LMC Indicator
commands by the TADS electronics themselves. When no force is applied
to the Sight Manual Tracker, the angular slew rates of the TADS turret are maintained. When thumb force is
applied, the TADS turret slew rate will increase at a rate corresponding to the force magnitude applied to the
Sight Manual Tracker.
LMC automatically converts angular rates based on the current range value utilized by the TADS to compensate
for motion parallax. As the range increases or decreases, the LMC will automatically adjust the TADS slew rate
to maintain the calculated angular velocity at the corresponding range. As targets that are closer in range will
have a higher angular rate compared to targets further away, the LMC will increase the TADS slew rate to
compensate. In addition, angular rate gains from Sight Manual Tracker input force magnitudes will accordingly
scale based on the current range value.
Lower angular rates for

41°
higher range values
Higher angular rates for

18° lower range values
Linear Motion Compensation for Motion Parallax
EAGLE DYNAMICS 323

DCS [AH-64D]
Image Auto-Track (IAT)

IAT is an automatic tracking mode that allows the TADS to automatically maintain the Line-Of-Sight (LOS) Reticle
on battlefield targets. Unlike the previous generation of TADS in which the IAT tracking logic relied purely on
object contrast amongst its background, the digital tracking logic within the M-TADS uses the scene content
within the video source to lock onto distinct features.
Additionally, the digital IAT will automatically enter an inertial track and “coast” in the event weapons fire, smoke,
obscurance, or explosions on the battlefield interfere with its ability to maintain track. This inertial track logic
prevents the M-TADS from locking on to an unintended target or nearby object when a break lock occurs, which
was characteristic of previous versions of TADS that functioned purely on contrast tracking.
When the IAT/OFS switch on the TEDAC Left Handgrip is momentarily set to the IAT position, an track is initiated
on the target underneath the TADS LOS Reticle. When this occurs, a set of four brackets, called the Primary Track
Gates, are placed around the tracked object, a Track Number is placed below the tracking gates, and the total
number of tracks is updated in the top right corner of the TADS symbology.
3. Total Number
of Tracks
1. Image Auto Track

Primary Track Gates
4. Track Number
2. Image Auto Track

Aim Point
1. Image Auto Track Primary Track Gates. Indicates the primary tracked target. When the TADS LOS
reticle is within the boundaries of the Primary Track Gates, the gates are bolded.
2. Image Auto Track Aim Point. Displayed within the Primary Track Gates to indicate the precise location
the IAT will maintain the TADS LOS Reticle after the track is established and when returning the LOS Reticle
from an offset position.
3. Track Number. Indicates the assigned track number for the primary tracked target.
4. Total Number of Tracks. Indicates the total number of tracked targets, out of a maximum of 3. (See
Multi-Target Tracker for more information.)
Once a new primary track is established, the TADS will automatically maintain the LOS Reticle over the IAT Aim
Point until a slew is commanded. If the Copilot/Gunner (CPG) inputs a slew using the Sight Manual Tracker, the
TADS LOS is released from automatic slewing and may be manually slewed until the TADS is commanded to
return to the primary track using the OFS position of the IAT/OFS switch.
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The specific functionality of the IAT/OFS switch will vary depending on whether the TADS
S Short press (<0.5 sec)
LOS Reticle is within the boundaries of the Primary Track Gates, signified by the gates
themselves becoming bolded. Additionally, the commanded function when set to the L Long press (>0.5 sec)
OFS position is dependent on the duration of the press.
When the LOS Reticle is within the boundaries of the Primary Track Gates, the following commands apply:
• IAT position will update the Aim
Point location within the Primary S Update Aim Point Location
Track Gates to the current
centroid of the TADS LOS Reticle.
• OFS position for less than 0.5
seconds will delete the primary
track.
S Delete Primary Track
• OFS position for greater than 0.5
L Delete All Tracks
seconds will delete all tracks.
TADS LOS Reticle inside
When the LOS Reticle is outside the
boundaries of the Primary Track Primary Track Gates
Gates, the following commands apply:
• IAT position will establish a
new primary track and initiate S Establish new Primary
automatic slew for target Track
tracking.
• OFS position for less than 0.5
seconds will return the TADS
LOS Reticle to the primary
track’s Aim Point and initiate S Return TADS LOS to Primary Track
automatic slew for target L Delete All Tracks
tracking. A subsequent press
to the OFS position prior to TADS LOS Reticle outside
arriving within the Primary Primary Track Gates
Track Gates will revert to
manual tracking.
• OFS position for greater than 0.5 seconds will delete all tracks.
Additional details regarding the Image Auto-Track are shown below.
• Target tracking is only performed in one TADS sensor at a time. If a track is established while the selected
TADS sensor is set to FLIR, the track will continue to be tracked within the FLIR camera, even if the CPG
selects DTV using the Sensor Select switch on the TEDAC Left Handgrip, and vice versa.
• Once a primary track has been established, the TADS turret may only be slewed to the extent that the
primary track can be maintained within the current optical field-of-view of the TADS sensor within which the
automatic tracking is being performed.
• Target tracking is limited to objects that occupy between 0.75% to 50% of the tracking sensor’s field-of-
view. If the object being tracked is too small or too large within the current optical field-of-view, a track
cannot be established, and an existing track will switch to inertial tracking.
Due to the combination of these factors, FLIR is better suited for maintaining multiple tracks due to its wider
field-of-view, especially for tracks that are widely spaced on the battlefield, or for retaining the primary track
within the field-of-view when a significant offset slew is desired. However, the DTV is better suited for maintaining
tracks at longer range due to its higher magnification levels.
EAGLE DYNAMICS 325

DCS [AH-64D]
Multi-Target Tracker (MTT)

The M-TADS digital tracker is capable of maintaining an image auto-track on up to three separate targets, a
single primary track and two secondary tracks. When being used in this manner, the tracking and slew logic and
the IAT/OFS switch functions remain the same but are only referenced to primary track.
3. Total Number
of Tracks
2. Secondary Track
Flag/Track Number
1. Primary Track
Gates/Track Number
1. Primary Track Gates/Track Number. Indicates the primary tracked target and track number.
2. Secondary Track Flag/Track Number. Indicates the secondary tracked target(s) and track number(s).
3. Total Number of Tracks. Indicates the total number of tracked targets, out of a maximum of 3.
Any time a new track is established, the new track is designated as the primary track, and the existing primary
track is demoted to a secondary track. An existing secondary track may be promoted back to primary track at
any time using one of two methods.
• Manually slew the LOS Reticle over the desired track and momentarily press the IAT/OFS switch to the IAT
position. This will promote the secondary track under the LOS Reticle to primary track, update the Aim Point
of the new primary track, and automatic slewing will be performed until another secondary track is promoted
or the Copilot/Gunner inputs a slew using the Sight Manual Tracker. (See TEDAC Left Handgrip for more
information.)
• Set the MTT Promote switch to the + or – positions to promote the secondary tracks to primary track in a
cyclic pattern. When a secondary track is promoted to the primary track using the MTT Promote switch,
the TADS LOS Reticle will be slewed to the Aim Point of the new primary track and automatic slewing will
be performed until another secondary track is promoted or the Copilot/Gunner inputs a slew using the
Sight Manual Tracker. (See TEDAC Right Handgrip for more information.)
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[AH-64D] DCS
Inertial Tracking
In the event weapons fire, smoke, obscurance, or explosions on the battlefield interfere with the automatic
tracking of the primary or secondary tracks, the track will enter an inertial tracking sub-mode. In this mode, the
track will “coast” along its previous path for a short period before the track is dropped altogether. If the track is
reacquired while in inertial track, automatic tracking will resume.
Target is obscured and Inertial tracking continues to

switches to inertial tracking “coast” until the track is dropped
Tank has stopped

behind building
Inertial Gates (Left) and Low Confidence Gates (Right)
• If the primary track has switched to inertial tracking, the Primary

Track Gates will be replaced by the Inertial Gates. After 5 seconds
of inertial tracking, the Inertial Gates will be replaced by the Low
Confidence Gates.
• If a secondary track has switched to inertial tracking, the
Secondary Track Flag will become dashed to indicate inertial
tracking. After 5 seconds of inertial tracking, the Secondary Track
Flag will become dotted to indicate low confidence.
• If the track is not reacquired within 10 seconds of inertial
tracking, the track will be dropped and “TRK # DROP” will be
displayed in the Weapon Inhibit Status field, where # is the Inertial Track Flag
number of the track that has been dropped.
If the primary or secondary tracks are forced outside the TADS field-
of-view, the Primary Track Gates and/or Secondary Track Flags are
replaced by bars along the edge of the video to indicate the location of
the tracks relative to the TADS field-of-view.
• When a track has been forced outside the TADS field-of-view, a
solid bar will be displayed along the edge of the TADS video with
the associated track number.
• After 5 seconds of inertial tracking, the bar will become dashed to
indicate low confidence. Inertial Track Bars and Low
Confidence Bars
• A bracket will be displayed next to the bar to indicate which track
is the primary track.
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DCS [AH-64D]
Laser Spot Track (LST)

The LST may be configured to search for and track pulsed laser designations using standard PRF codes
independently of the ownship’s LRFD code. The Laser Spot Tracker is enabled using the LT switch on the TEDAC
Right Handgrip. When set to the A position, the LST is enabled and set to automatic mode. When set to the M
position, the LST is enabled and set to manual mode. When set to the O position, the LST is disabled.
NOTE: The TADS laser rangefinder/designator (LRFD) cannot be fired while the LST is enabled.
When the LST is employed, the Multi-Target Tracker will continue to perform automatic tracking of the primary
and secondary tracks if the respective tracks remain within the optical field-of-view of the TADS sensor. However,
if the tracks are forced outside the TADS field-of-view while LST operations are being performed, the tracks will
enter inertial track, and may eventually be dropped.
Automatic Mode
When the LST is enabled in the automatic mode, the TADS will enter a continuous, 4-bar azimuth/elevation scan
pattern until a laser designation matching the PRF code assigned to the LST is detected, or the LST is disabled.
Once a matching laser designation is detected, the TADS will slew to and track the laser designation. If the laser
designation is lost, the TADS will resume the 4-bar scan.
NOTE: It is advisable that the LST be disabled prior to instructing the designating platform to cease lasing. If the
laser designation is lost before the LST is disabled, the TADS turret will resume the 4-bar scan pattern.
In addition, when slaving the TADS to an acquisition source, the LST should be disabled prior to disabling the
SLAVE function to ensure the TADS is not inadvertently slewed from the intended location by the 4-bar scan in
automatic mode, or if a matching laser designation is detected in automatic or manual mode.
+5° Elevation +5° Elevation
0° Elevation 0° Elevation
-5° Elevation -5° Elevation

-30° Azimuth 0° Azimuth +30° Azimuth
LST 4-bar Automatic Scan Pattern
Manual Mode
When the LST is enabled in the manual mode, the Copilot/Gunner retains manual slew control of the TADS turret
until a laser designation matching the PRF code assigned to the LST is detected. Once a matching laser
designation is detected, the TADS will slew to and track the laser designation. If the laser designation is lost,
manual slew control of the TADS turret is restored.
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[AH-64D] DCS
TADS ACQUISITION AND RANGING

In similar fashion to using the HMD as the selected sight, detecting, acquiring, and engaging targets with the
TADS is fairly straightforward, in that the TADS simply needs to be directed toward and stabilized on the target
to generate an appropriate weapon solution. TADS targeting modes such as LMC and IAT assist the
Copilot/Gunner (CPG) in target tracking, and the LST assists the CPG in acquiring an offboard laser designation,
but autonomously and efficiently acquiring targets using the TADS and performing an accurate ranging of the
target location is critical in achieving a successful target engagement.
Generally speaking, TADS sensors and fields-of-view (FOV) are best used in Zoom
the following manner. FOV
• Initial detection of targets on the battlefield: FLIR Wide/Medium FOV. Narrow

FOV
• Individual target acquisition: FLIR Wide/Medium FOV or DTV Wide FOV.
• Target identification: FLIR Narrow FOV or DTV Narrow FOV.
• Target tracking: FLIR Narrow/Zoom FOV; DTV Narrow/Zoom FOV.
As with most tactical situations, many variables may determine the ideal sensor Medium FOV
and field-of-view. Factors such as target size, range to target, time of day, and
movement of the aircraft or target will play significant roles in determining
which sensor or field-of-view should be. For example, a company of tanks will
be much easier to detect and acquire in Wide FOV, whereas a squad of infantry
at the same range may not be detected until Narrow FOV is utilized. In addition, Wide FOV
the reduced slew rates and narrow fields-of-view of Narrow or Zoom FOV levels
may make them unsuitable for engaging targets at close range, depending on
whether the intended targets (or the aircraft) are moving at a high angular
velocity.
If a target is lost or inadvertently exits the TADS field-of-view, it is normally
wise to “back out” to the previous field-of-view to re-acquire the target within
the center of the TADS video, stabilize the TADS movement as necessary, and
then “step in” to the next field-of-view to resume tracking as desired.
It is important to note that the Zoom FOV setting is simply an electronic
magnification of the video received from the TADS sensors and will not provide
an increase in target resolution or detail. However, the larger video image may
aid in precision tracking against long-range targets in which precise placement
of the TADS laser beam is critical in accurate ranging or designation of the
target.
Acquisition Sources
The use of acquisition sources can reduce the time necessary to bring the TADS onto an intended target. When
a target is detected using another sensor onboard the aircraft (to include visual detection by either crewmember),
setting that sensor as the acquisition source and enabling the SLAVE function increases the efficiency of target
acquisition within the TADS.
occur between the crewmembers, which also increases combat efficiency. By replacing the verbal description of
a target (or threat) using a verbose “description, direction, distance” with a concise “sight to source” command,
target handovers between crewstations may become near instantaneous with a proficient aircrew. In addition,
slaving the selected sight directly to the location of the acquisition source reduces the effects of inaccurate range
estimations and removes the need for verbal descriptions of the intended target, or visual reference points to aid
in locating the correct target amongst many.
EAGLE DYNAMICS 329
DCS [AH-64D]
An example of an inefficient target handover from the Pilot’s HMD to the CPG’s TADS is shown below:
“Gunner, target tank at 11 o’clock, approximately 4 kilometers, dug-in along the north-south running treeline.”
The CPG must manually slew the TADS to the approximate direction, visually identify the correct treeline along
that general direction (assuming the Pilot’s range estimate was accurate) and then locate the correct tank in that
vicinity.
Examples of efficient target handovers utilizing acquisition sources are shown below:
“Gunner, target, Pilot helmet sight. Tank in the treeline.”
“Gunner, target, FCR. Tracked vehicle, range 4.6.”
In either case, the CPG simply selects the announced source of target information as the acquisition source and
enables SLAVE, slewing the TADS line-of-sight directly to the location of the intended target, removing most of
any targeting ambiguity that exists.
Acquisition sources that will command the TADS to a specific azimuth and elevation relative to the aircraft nose
are listed below.
• PHS. Pilot Helmet Sight; commands the TADS to the line-of-sight of the Pilot’s helmet. May be used to direct
the TADS to the location designated by the Pilot’s HMD LOS Reticle.
• GHS. Gunner Helmet Sight; commands the TADS to the line-of-sight of the Copilot/Gunner’s helmet. May
be used to direct the TADS to the location designated by his/her own HMD LOS Reticle.
• SKR. Seeker; commands the TADS to the line-of-sight of the next-to-shoot AGM-114 missile seeker. May
be used to direct the TADS to the target location that is currently being tracked by the next-to-shoot AGM-
114 missile, possibly to confirm target identification prior to weapons release.
• FXD. Fixed forward; commands the TADS to align with the Armament Datum Line (ADL) at 0° in azimuth
and -4.9° in elevation.
Acquisition sources that will command the TADS to a 3-dimensional location relative to the ownship position are
listed below.
• FCR. Fire Control Radar; commands the TADS to the location of the next-to-shoot target designated on the
FCR page. May be used to direct the TADS to the location of the designated target to perform visual
identification prior to weapons release, or to engage the designated target while using TADS as the sight.
• W##, H##, C##, T##. Waypoint, Hazard, Control Measure, or Target/Threat point; commands the TADS
to the coordinates of the selected point within the navigation database. May be used to direct the TADS to
a pre-planned, stored, or transmitted location for reconnaissance, visual identification, weapons
engagement, or re-acquisition if line-of-sight was lost.
• TRN. Terrain point; commands the TADS to the coordinates of the selected terrain point within the
navigation database. May be used to direct the TADS to a cursor-selected location on the TSD that is not
associated with an existing Waypoint, Hazard, Control Measure, or Target/Threat point for reconnaissance,
visual identification, or weapons engagement.
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[AH-64D] DCS
Range Sources
Once a target has been successfully acquired and is being tracked within the TADS field-of-view, the next and
perhaps most critical step in ensuring a successful weapon engagement is determining an accurate range to the
intended target. As the TADS line-of-sight can only determine a target’s relative azimuth and elevation with
respect to the aircraft’s attitude, measuring the range to the target along the TADS line-of-sight provides the
third dimension needed to determine the target’s 3-dimensional position relative to the ownship.
TADS facilitates the most options when determining what method of ranging may be employed. When a method
of ranging is employed, this is called a “range source”, and is displayed within the High Action Display in both
Flight Symbology and Weapon Symbology.
The range sources that are available to the Copilot/Gunner (CPG) when using the TADS as the selected sight are
shown below, from the most accurate to the least accurate.
• Laser range. Laser range is automatically entered as the range source any time the CPG fires the TADS
LRFD to measure the slant range between the ownship and the target using reflected laser energy.
• Navigation range. Navigation range is automatically entered as the range source any time the TADS is
slaved to a Waypoint, Hazard, Control Measure, Target/Threat, or a Terrain point. The slant range between
the ownship and the corresponding point’s navigational coordinates are calculated and is subject to the
position confidence of the aircraft.
• Automatic range. Automatic range is selected from the WPN page by pressing MANRNG> (VAB B6) and
entering “A” on the Keyboard Unit (KU) in place of a numerical value. Auto-range is determined by the radar
altitude of the aircraft over the ground and the elevation “look-down” angle of the TADS turret.
• Manual range. Manual range is selected from the WPN page by pressing MANRNG> (VAB B6) and entering
a numeric value on the Keyboard Unit.
current range source is no longer valid.
When manually tracking a target while utilizing Linear Motion Compensation (LMC), it is best to use a dynamic
range source to minimize “range jumps”, which increases the CPG’s workload in maintaining the TADS crosshairs
on the intended target. As LMC will automatically convert TADS angular rates based on the current range value
to compensate for motion parallax, the greater the difference between the previous range value and the next will
cause a greater jump in TADS slew rates.
Dynamic range sources include a laser range when a continuous laser designation is employed (2nd detent of the
laser trigger), a navigation range to a point stored in the vicinity of the target, or an automatic range when
operating over relatively flat terrain. As these range sources may not always be practical depending on the specific
tactical situation or the terrain over which the aircrew is operating, the range source that is best suited for the
situation should be chosen to reduce the CPG workload during targeting operations.
Static range sources include a laser range when a single range-finding pulse is employed (1st detent of the laser
trigger), a manual range entered on the WPN page, or the default range which is displayed upon initial power-
up of the aircraft or if the current range source is rendered invalid. Such range sources are not dynamic and
represent fixed points in space to which weapon solutions are calculated. As such, the TADS elevation relative to
the target will need to be manually adjusted to account for rounds that impact prior to or beyond the target (also
referred to as landing “short” or “long”).
EAGLE DYNAMICS 331

DCS [AH-64D]
Laser Range
The TADS laser rangefinder/designator (LRFD) provides the most precise range source available when using the
TADS as the selected sight. Based on the TADS line-of-sight (LOS) and the slant range measured by the LRFD, a
weapon solution is generated based on the selected weapon system (gun or rockets) and, in the specific case of
the rockets, the selected warhead type.
If the aircraft and/or the target is moving, a continuous laser designation using the 2nd detent of the laser trigger
should be employed. This will continuously update the precise slant range to the target and will also engage the
Target State Estimator in calculating lead angle compensation against targets that are moving across the
battlefield.
TADS LOS
TADS turret position in Slant range to target

azimuth and elevation
Laser Range (2nd detent designation)
It is important to note that lasing accuracy is more critical when employed by attack helicopters due to the shallow
targeting angles compared to fixed-wing strike aircraft. Laser designations should be focused precisely onto the
target to prevent the laser beam from impacting the ground prior to the target (laser underspill) or beyond the
target (laser overspill). Due to the greater difference in slant range calculations when such events occur, weapons
accuracy is significantly affected when lasing at shallow angles.
Shallow angle overspill results Steep angle overspill results

in increased range error in reduced range error
Laser overspill during target designation
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[AH-64D] DCS
When the LRFD is fired using the 1st detent of the laser trigger, or 14 seconds has elapsed since the LRFD stopped
firing using the 2nd detent of the laser trigger, the laser range will become “stale”, and will remain at a fixed range
value. When this occurs, the weapon solution will continue to update based on the TADS line-of-sight (LOS), but
the range value will be to a fixed point in space along the LOS and may not represent the true slant range to the
target.
TADS LOS
TADS turret position in Slant range to point in Weapons impact

azimuth and elevation space along TADS LOS short of the target
Laser Range (stale range)
If the selected weapon is employed while using a stale laser range, the weapons will likely impact prior to or
beyond the target (also referred to as landing “short” or “long”). If necessary, manual aiming adjustments may
be made by adjusting the TADS LOS higher above the target to correct for rounds landing short, or adjusting the
TADS LOS further below the target to correct for rounds landing long.
EAGLE DYNAMICS 333

DCS [AH-64D]
Navigation Range
Navigation range is calculated by simply measuring the slant range between the ownship position and the
coordinates of a point stored within the navigational database. Although a Nav range is more accurate than using
Auto-ranging or Man-ranging, in that it is dynamically updated with aircraft movement and does not rely on flat
terrain as is the case with Automatic range, Nav range is not as accurate as using a laser range.
Any time the SLAVE button is pressed when the Copilot/Gunner’s acquisition source is set to a Waypoint, Hazard,
Control Measure, Target/Threat, or Terrain point, the slant range to the corresponding point is entered as a Nav
range. This may be particularly useful when using “indirect fire” techniques, such as firing unguided rockets from
behind cover against a set of coordinates or when employing laser-guided Hellfire missiles in a “Remote Fire”
engagement method. However, when employing weapons against targets within the TADS line-of-sight, a
Navigation range is only preferred if the intended target is within close proximity to the coordinates of the point
being referenced by the Nav range, or if employing area effect weapons against the general area surrounding
the point.
In the figure below, the intended target is at a range to the ownship that is substantially closer than the point
being referenced (T01) for the Nav range. In such a situation, rockets would impact beyond the target due to
the equivalent slant range being applied along the TADS line-of-sight, placing the weapon solution beyond the
target and below the surface plane. The TADS LOS Reticle would need to be displaced below the target within
the TADS field-of-view to adjust the weapon solution in such a manner so that the weapon trajectory would
intersect with the target location.
Weapons impact
beyond the target
TADS LOS
Slant range of Slant range of Navigation range of 6.5 km

6.5 km to T01 5.1 km to target meters along TADS LOS
Navigation Range (ACQ set to T01)
Aside from long-range, indirect fire techniques, the most common use cases for employing a Nav range are when
the CPG desires a smooth transition to a laser range source when firing the LRFD while LMC is enabled, or when
the Pilot is employing unguided rockets with variable time delay fuzes independently of the CPG. Rocket types
such as the M255A1 or M261 are dependent on an accurate range to target for their warheads to be effective.
Unless fired in Cooperative mode with the CPG’s TADS supplying an accurate laser range, the most accurate
range source that can be used by the Pilot to achieve the desired warhead effects is a Nav range.
334
[AH-64D] DCS
Automatic Range
Automatic range is calculated using trigonometric ratios of right triangles, where the TADS look-down angle
relative to the vertical axis between the aircraft and the surface below it is the acute angle; and the altitude
above ground level (as measured by the radar altimeter) is the adjacent edge of the right triangle.
Using these two variables, along with an assumption the target is at an elevation equal to the that of the surface
directly below the aircraft along a lateral axis that represents the opposite edge of the right triangle, the
hypotenuse is calculated to determine the slant range to target. This calculation is performed continuously based
on the TADS turret elevation and the radar altitude of the aircraft.
TADS LOS
Acute
Angle
Vertical axis
Adjacent
Adjacent edge Acute angle calculated by subtracting the

calculated using TADS turret elevation position, which is
radar altimeter based on the ADL attitude relative to the
measurements horizon as measured by the EGI
90°
Radar
Altimeter
Automatic Range (flat terrain)
As the TADS line-of-sight (LOS) approaches the horizon and the look-down angles become quite shallow, the
Auto-range calculations will become increasingly less precise due to the trigonometric ratios becoming quite large
which is exacerbated if the aircraft is operating at very low altitudes over the surface.
TADS line-of-sight just below the TADS line-of-sight adjusted slightly

horizon with an Auto-range of 1.4 km up with an Auto-range of 50.0 km
EAGLE DYNAMICS 335

DCS [AH-64D]
Automatic range relies upon a functioning radar altimeter and will only be usable when the aircraft’s altitude
above ground level (AGL) is less than 1,428 feet (the maximum altitude that is capable of being measured by the
radar altimeter).
It is important to note that the accuracy of Automatic range is predicated on the assumption that the target is at
the same elevation as the surface directly below the aircraft. As this may not always be the case, using Auto-
range for weapon engagements should only be performed in areas with minimal terrain relief, such as open
plains, non-mountainous deserts, large plateaus, or basins. Auto-range should not be used when operating over
mountains, rolling hills, or complex urban areas.
TADS LOS
Acute
Angle
Vertical axis
Adjacent
90°
Acute angle remains the same for a given
TADS elevation relative to the horizon
Radar
Radar altimeter measurements over
Altimeter
uneven terrain elevation results in
inaccurate weapon solutions
Automatic Range (elevation difference)
In situations where the terrain directly below the aircraft is at a significantly higher elevation than that of the
intended target, it should be expected that any weapon solution generated using Auto-range will result in
unguided, ballistic munitions such as rockets or gun rounds landing short of the target location. Likewise, in
situations where the terrain directly below the aircraft is at a significantly lower elevation than that of the intended
target, it should be expected that rockets or gun rounds will land long beyond the target location.
336
[AH-64D] DCS
Manual range is the most inaccurate form of ranging when using the TADS. When a manual range value is
entered, the weapon solution will continue to update based on the TADS line-of-sight (LOS), but the range value
will be to a fixed point in space along the LOS at the range entered on the WPN page.
Target at slant range

of 5100 meters
TADS LOS
TADS turret position in Fixed range of 3000 Weapons impact

azimuth and elevation meters along TADS LOS short of the target
A Man-range is analogous to zeroing a rifle at a specific distance, and manually compensating for bullet drop by
manually elevating the weapon sight higher or lower depending on the estimated range to the target relative to
the range to which the rifle was zeroed.
• If the intended target is estimated to be at a range greater than the manual range value, the TADS LOS
Reticle must be aimed above the target to compensate for the additional bullet (or rocket) drop.
• If the intended target is estimated to be at a range less than the manual range value, the TADS LOS Reticle
must be aimed below the target to compensate for the reduced bullet (or rocket) drop.
Munitions landing long require a
manual correction by lowering the
TADS LOS or entering a lower manual
range value
Munitions landing short require a

manual correction by raising the TADS 3000 m
LOS or entering a higher manual range 3581 m
4000 m
value
Manual range corrections
NOTE: Default range for the Copilot/Gunner (CPG) is 3,000 meters (displayed as “3.0”), but the Default range
source is essentially the same as using a corresponding manual range (displayed as “M3.0”).
EAGLE DYNAMICS 337

DCS [AH-64D]
TADS HAND CONTROLS

The Copilot/Gunner is the only crewmember that may use the Target Acquisition Designation Sight for targeting
and engagement of enemy targets.

The CPG may select TADS as his or her sight on the Collective Mission
Grip, but controls for employing the TADS itself are only located on the
TEDAC.
Sight Select
CPG crewstation only
TEDAC Controls
All TADS controls are located in the CPG cockpit on the TEDAC. TADS use by the Pilot is limited to using it as a
backup NVS sensor or by linking the TADS to the FCR Next-To-Shoot (NTS) target.
Field-Of-View Select Laser Tracker
Select
Image Auto Sensor Select
Track/Offset Sight Select
FLIR Polarity
FLIR Gain Adjust Toggle
FLIR Level Adjust Sight Slave

Toggle
Store Target
Point Sight Manual
Range Focus Adjust Tracker
LRFD Trigger
(opposite side)
MTT Track
Promote
Linear Motion Compensation Image Auto Track

Toggle (opposite side) Automatic Contrast Mode Toggle Filter Cycle Polarity Select
338
[AH-64D] DCS
FIRE CONTROL RADAR

(FCR)
FIRE CONTROL RADAR (FCR)

EAGLE DYNAMICS 339
US Army photo
by SSG Thomas Mort
DCS [AH-64D]
AN/APG-78 FIRE CONTROL RADAR

The AN/APG-78 is a short-range fire control radar system that utilizes a high resolution, millimeter-wave radar
antenna shrouded within an aerodynamic radome atop the AH-64D’s rotor mast. The APG-78 FCR was designed
for anti-armor missions and is optimized for detecting moving vehicles on the battlefield, but is also quite capable
of detecting stationary battlefield targets as well as low-flying aircraft.
As the FCR is a sight like the HMD and the TADS, the FCR may be used to employ all three weapon systems of
the AH-64D. However, it is not capable of providing guidance to the AGM-114K laser-guided missiles and can
only provide target data to the AGM-114L radar-guided missile variants.
FCR Activation
The FCR may be powered from the FCR Utility sub-page or
the WPN Utility sub-page (shown to the right) in either
crewstation. When powered, the FCR system will perform a
Built-In-Test (BIT) for approximately 1 minute, after which it
will be available for selection as a sight.
During initial start-up of the aircraft, the state of the Mast-
Mounted Assembly (MMA) on the FCR Utility or WPN Utility
sub-pages will be set to PINNED. This is to ensure that the
external pin that physically locks the MMA in place is
confirmed to be in the unlocked position prior to applying
power to the FCR. When the MMA state is toggled from
PINNED to NORM, the FCR and RFI will automatically perform
their respective power-on sequences.
While set to PINNED, FCR power will be inhibited. However,
the AN/APR-48 RFI may still be powered to provide warning
of air defense radar threats independently of FCR operation.
340
[AH-64D] DCS
Employment of the Fire Control Radar in the Battlespace

The APG-78 provides the AH-64D attack helicopter battalion with an organic “aeroscout” capability. By leveraging
the AH-64D’s datalink capabilities, multiple teams of AH-64D helicopters can be combined into a unified maneuver
force distributed across a large area, which can rapidly gain and maintain situational awareness of the battlefield.
Air Targeting Mode
Ground Targeting Mode
AH-64D
Scout Team
AH-64D
Attack Team
AN/APG-78 Detection and Classification Process
The FCR may be used for targeting, reconnaissance, or low-level obstacle avoidance using one of four modes.
Ground Targeting Mode (GTM). The FCR scans a 90° sector of the battlefield, processes ground and low-
flying air targets to a range of 8 kilometers, and displays targets in a PPI format.
Radar Map Mode (RMAP). The FCR scans a 90° sector of the battlefield, processes ground and low-flying air
targets to a range of 8 kilometers, and displays targets over a radar-generated surface map in a B-scope format.
Air Targeting Mode (ATM). The FCR scans 360° over the battlefield, processes air targets to a range of 8
kilometers, and displays targets in a PPI format.
Terrain Profile Mode (TPM). The FCR scans a 180° or 90° sector of the terrain directly in front of the aircraft
to a range of 2.5 kilometers, and displays terrain obstructions and obstacles in a PPI format.
When searching for ground targets, the FCR can scan up to 50 square kilometers of the battlefield, which could
potentially result in more targets than a single crew could prioritize themselves within a reasonable amount of
time in combat. The FCR automates the target acquisition process by detecting, classifying, and prioritizing up to
256 targets within seconds of initiating a scan using a single button push by either crewmember. The FCR will
scan the selected area of the battlefield, compare any radar signatures it detects with a library of vehicles and
aircraft, assign the appropriate target type to each processed target, and then present the 16 highest priority
targets to the crew as a “shoot list”, based on the parameters for prioritization the crew has selected.
Although the FCR may be used for autonomous targeting, it is most effective when combined with the other
sensors and data onboard the AH-64D. The automated detection and classification process allows the crew to
highlight areas of the battlefield for subsequent observation through the TADS for the purposes of target
identification. This is particularly useful in avoiding fratricide (“friendly fire”) when operating along the Forward
Edge of the Battle Area (FEBA). (See FCR Acquisition and Ranging for more information.)
EAGLE DYNAMICS 341

DCS [AH-64D]
Scans and Scanbursts

Like many radar systems, the FCR antenna is mechanically steered to direct the radar beam. As the radar beam
is steered in azimuth and elevation, a given volume of 3-dimensional space may be systematically scanned by
the radar beam within each scan cycle. This is known as the FCR scan volume and may vary based on the selected
FCR mode, selected scan size, and azimuth and elevation settings within the cockpit.
2-bar Scan. When the FCR is set to Ground Targeting Mode (GTM), each individual scan cycle consists of a Near
bar scan from left to right followed by a Far bar scan from right to left.
Far Bar
Near Bar
FCR Scan Volume - 2-bar Scan Cycle (GTM/RMAP)
Multiple scan cycles of the entire FCR scan volume are performed sequentially in scanbursts, which may be
thought of as a series of radar-generated “photographs of the battlespace”. By processing each individual radar
scan, or “photograph”, and comparing it to the previous scans within the scanburst, the FCR is capable of
accurately correlating targets such as tanks, armored vehicles, trucks, helicopters, or fixed-wing aircraft as they
move across the battlefield or within the airspace above it. In addition, radar data correlated between each scan
allows the FCR to detect and classify stationary targets more reliably, albeit at a slightly reduced range compared
to moving targets. (See FCR Acquisition and Ranging for more information.)
As the selected sight, the FCR may be commanded to perform a single scanburst (S-SCAN) or a continuous
scanburst (C-SCAN) using the FCR Scan switch on the Collective Mission Grip or the TEDAC Left Handgrip. Each
time the FCR is commanded to perform a new scanburst, the previous radar data of the battlespace is discarded,
and new data is generated.
Single Scanburst (S-SCAN). Multiple scans of the FCR scan volume are performed when the FCR Scan switch
is momentarily pressed forward to the S-SCAN position. The FCR will only transmit for the duration of a single
scanburst and then automatically cease scanning. The number of scan cycles performed within a single scanburst
is dependent on the selected scan size.
• Wide Scan Size. 2 scans are performed within a single scanburst.
• Medium Scan Size. 2 scans are performed within a single scanburst.
• Narrow Scan Size. 3 scans are performed within a single scanburst.
• Zoom Scan Size. 4 scans are performed within a single scanburst.
Single scanbursts are best used in GTM, RMAP, or ATM when performing target acquisition or engagements.
Continuous Scanburst (C-SCAN). Multiple and continuous scans of the FCR scan volume are performed when
the FCR Scan switch is momentarily pressed aft to the C-SCAN position. The FCR will continuously transmit within
the selected scan volume until the FCR Scan switch is momentarily pressed to either position to cease scanning,
or the crewmember selects a different sight.
342
[AH-64D] DCS
Continuous scanbursts are best used when performing continuous surveillance across a wide sector of the
battlespace, such as using ATM to perform overwatch of the local airspace; or when using TPM to assist in
avoiding obstacles and terrain while navigating at low altitude during times of darkness or low-visibility conditions.
Azimuth and Elevation Control

The FCR’s radar beam is steered in the horizontal axis by Radar Antenna Antenna Elevation Servo
rotating the entire radome left and right using a pair of (within radome) (within radome)
azimuth servos at the base of the mast-mounted assembly

(MMA). The azimuth servo can rotate the entire MMA
independently of the de-rotation assembly on which it is
mounted through a full 360° range with no mechanical
restrictions.
The FCR antenna itself is not directly steered in azimuth by
the aircrew. The central azimuth of the entire FCR scan
volume, known as the “FCR centerline”, is steered by either
crewmember if the FCR is the selected sight within the
respective crewstation. The FCR centerline may be slewed
up to 90° to either side of the aircraft centerline in GTM.
RFI Forward RFI Aft
When the FCR is selected as a sight in either crewstation, Antenna Assembly Antenna Assembly
or when linked to the TADS by the CPG, the azimuth servo
rotates the MMA to align the FCR antenna along the left De-Rotation Assembly Radome Azimuth Servo
side of the FCR scan volume in preparation for scanning.
When the FCR is not in use by either crewmember, the MMA is aligned straight ahead, or toward the aircraft tail
if FCR STOW (VAB R3) is selected on the FCR Utility sub-page.
The FCR’s radar beam is steered in the vertical axis by mechanically adjusting the elevation of the radar antenna
itself within the radome housing. The antenna elevation may be adjusted manually in any FCR mode, or it may
be set to automatic elevation control when in GTM and RMAP, based on the current altitude above ground level
(AGL) as measured by the radar altimeter.
EAGLE DYNAMICS 343

DCS [AH-64D]
Pilot FCR Azimuth Controls

As the selected sight in the Pilot crewstation, the FCR centerline is automatically slaved to the Pilot’s acquisition
source. The Pilot may steer the FCR centerline using one of two methods:
• Acquisition Source (ACQ). The Pilot may select a different acquisition source from the ACQ selection
menu, depending on the tactical situation. Some examples of practical use with the FCR are listed below.
o FXD. The FCR centerline will be fixed forward and the Pilot may direct the FCR scan volume using
the aircraft heading prior to initiating a scanburst.
o PHS. The FCR centerline will be slaved to the Pilot’s helmet line-of-sight, allowing the Pilot to look
in the direction of the desired scan direction and initiate a scanburst.
o TRN. The FCR centerline will be slaved to a fixed geographical location on the TSD. The Pilot may
press CAQ (VAB R5) on the TSD page, cursor-select a map location on the TSD itself, and initiate
a scanburst to scan that area of the battlefield (if the location is within the FCR’s scanning range).
• Centerline Steering Arrows. The Pilot may utilize the Centerline Steering Arrows on the FCR page to
rotate the FCR scan volume left and right. If the Centerline Steering Arrows are used to rotate the FCR
centerline, the FCR will be de-slaved from the Pilot’s Acquisition source and will be stabilized relative to the
aircraft heading.
The Pilot may re-enable Slave using either of the following methods:
o Selecting any acquisition source from the ACQ selection menu, even if the current acquisition
source is re-selected.
o Selecting HMD as the sight using the Sight Select switch on the Collective Mission Grip.
CPG FCR Azimuth Controls
As the selected sight in the CPG crewstation, the FCR centerline may be selectively slaved to the CPG’s acquisition
source or manually steered using one of three methods:
• Acquisition Source (ACQ). The CPG may select a different acquisition source from the ACQ selection
menu, depending on the tactical situation, as described above.
• Centerline Steering Arrows. The CPG may utilize the Centerline Steering Arrows on the FCR page to
rotate the FCR scan volume left and right. If the Centerline Steering Arrows are used to rotate the FCR
centerline, the FCR will be de-slaved from the CPG’s Acquisition source and will be stabilized relative to the
aircraft heading. The CPG may re-enable Slave by pressing the SLAVE button on the TEDAC Right Handgrip.
• Sight Manual Tracker (MAN TRK). If the FCR is de-slaved from the CPG’s acquisition source, the CPG
may manually slew the FCR centerline using the Sight Manual Tracker on the TEDAC Right Handgrip.
FCR Azimuth Stabilization
The FCR centerline may be stabilized relative to the aircraft heading or the current azimuth of the FCR centerline
itself, depending on the selected FCR mode and whether the FCR is actively scanning.
• GTM. The FCR centerline will be stabilized relative to the aircraft heading when the FCR is not actively
scanning. The aircrew may steer the FCR centerline using any of the methods described above. However,
any time the FCR is actively scanning, the FCR centerline will become stabilized in azimuth independently of
the aircraft heading, and the FCR centerline cannot be steered until the scanning ceases.
344
[AH-64D] DCS
FCR Elevation Controls

The FCR antenna is stabilized in elevation, which typically allows the radar beam to remain within the intended
FCR scan volume at aircraft attitudes of +20° to -15° in pitch or ±20° in roll without a degradation in scan quality.
However, depending on the aircraft altitude above the terrain, the contours of the terrain itself, or the elevation
settings, portions of the FCR scan volume may not be reached by the radar beam.
To reduce crew workload when using the FCR in GTM or RMAP mode, the FCR elevation control defaults to an
automatic mode, based on the current altitude above ground level (AGL) as measured by the radar altimeter.
The automatic elevation mode adjusts the antenna elevation to maintain the 2-bar scan pattern between a range
of 500 and 8,000 meters, but this may not be possible at higher altitudes.
Radar Altimeter
Reference Plane
FCR Footprint - Near Bar
FCR Automatic Elevation (flat terrain)
It is important to note that the accuracy of the automatic elevation mode is predicated on the assumption that
the intended FCR footprint is at the same elevation as the terrain directly below the aircraft. As this may not
always be the case, using the automatic elevation mode should only be performed in areas with minimal terrain
relief, such as open plains, non-mountainous deserts, large plateaus, or basins. Automatic elevation mode should
not be used when operating over mountains or rolling hills.
Radar Altimeter Reference Plane
Calculated FCR Footprint
Actual FCR Footprint
FCR Automatic Elevation (elevation difference)
The FCR elevation control mode may be toggled between automatic (AUTO) and manual (MAN) from the FCR
Utility sub-page when the FCR is the selected sight and set to GTM or RMAP modes. When set to AUTO, the ELEV
(VAB L5) control mode option is displayed on the FCR page as a shortcut to quickly revert to manual elevation
control via the arrow buttons (VAB L5/L6) or the Sight Manual Tracker on the CPG’s TEDAC Left Handgrip.
The Elevation Scale is displayed on the main FCR page corresponding with the current antenna elevation setting.
The Elevation Scale does not indicate the mechanical position of the elevation servo, but rather the elevation of
the FCR scan volume relative to the horizontal plane.
GTM/RMAP. The Elevation Scale corresponds with the relative position of the Near bar
within the 2-bar scan cycle. The Far bar will be adjusted automatically based on the +25.00°
+18.75°
elevation setting and elevation control mode.
+12.50°
The elevation settings are in 6.25° increments. +6.25°
0.00°
-6.25°
-12.50°
-18.75°
-25.00°
GTM/RMAP
Elevation Scale
EAGLE DYNAMICS 345

DCS [AH-64D]
Target Detection, Classification, and Prioritization

The APG-78 FCR accelerates the process of developing the tactical situation by automatically detecting,
classifying, and prioritizing potential targets on the battlefield. In addition, Priority Fire Zones and No Fire Zones
may be incorporated within the FCR prioritization process, which seamlessly integrates fire support control
measures (FSCM) to distribute or restrict fires within the AH-64D team.
Target Detection
Throughout each scan cycle within a scanburst, radar signatures within the FCR scan volume are determined to
be targets of military interest or rejected as false targets due to terrain clutter. This false target rejection uses
pre-programmed algorithms based on the terrain characteristics over which the FCR is expected to be operating.
Target Classification
Once a target of military interest is detected, the radar signature is compared to a library of known target types.
However, the FCR is not capable of recognizing the target (T-72 or M1A2), nor is it able to identify the coalition
affiliation of the target (friend or foe). The target is accordingly classified as one of the following six types:
Tracked Vehicle. T-72, M1A2, BMP-2, M113, etc. Helicopter. Ka-50, AH-64, Mi-8, UH-60, etc.
Wheeled Vehicle. BTR-80, M1126, BRDM-2, HMMVV, etc. Fixed-Wing. Su-25, A-10, MiG-29, F-16, etc.
Air Defense Vehicle. 2S6, Rapier, ZSU-23-4, Gepard, etc. Unknown. Any target that cannot be classified.
(See FCR Target Symbols for more information.)
Target Prioritization
Once targets are classified by type, they are ranked according to a series of prioritization parameters, some of
which are fixed within the avionics, others may be adjusted by the crewmembers from within the cockpit. As the
targets are ranked, the 16 targets that are ranked at the top of the list are displayed as the “high priority targets”
on the FCR and TSD pages, the next 240 ranked targets are displayed on the TSD (when set to ATK phase) as
“low priority targets”, and any remaining targets ranked below 256 are not shown at all.
Targets are prioritized based on their positions within activated PFZ’s or NFZ’s, the selected Priority Scheme,
target classification, and range from the ownship. The automated target prioritization process consists of 5
parameters and is performed continuously as the FCR scans the battlespace; with target symbol positions
updated, added, or removed on each subsequent scan as the High Priority Target List is updated. The first three
parameters may be selected by the aircrew, but the last two parameters are fixed within the FCR software.
1. Active No Fire Zones. The aircrew may FCR Scan Cycle
selectively activate, deactivate, draw, or Any targets within the geographical
delete individual NFZ’s using the TSD 1. Active No Fire Zone boundaries of an active NFZ are removed
Battle Area Management sub-page, which from the prioritization ranking.
will prevent the FCR from prioritizing any Any targets within the geographical
of the targets within their boundaries. 2. Active Priority Fire Zone boundaries of an active PFZ are ranked
above all targets outside of the PFZ.
However, the targets will still be displayed
on the TSD when set to ATK phase, if the Targets are further ranked in
appropriate show options are enabled. 3. Priority Scheme accordance with the selected Priority
Scheme on the FCR Utility sub-page.
NOTE: No Fire Zones take precedence
over Priority Fire Zones. Any targets 4. Target Classification
Targets are further ranked
by target classification.
located within an active NFZ and an active
PFZ will not be prioritized.
Targets are further ranked
5. Target Proximity
2. Active Priority Fire Zones. The aircrew by distance to the ownship.
may selectively activate, deactivate, draw, FCR Target Prioritization Process
or delete PFZ’s using the TSD Battle Area
Management sub-page, which will elevate the ranking of any target within the boundaries of the active PFZ
above all other targets, even those targets outside the PFZ that may pose a greater threat to the aircraft.
346
[AH-64D] DCS
3. Priority Scheme. The aircrew may select one of three Priority Schemes
1 Air Defense Vehicle
on the FCR Utility sub-page. The default Priority Schemes are considered
2 Tracked Vehicle
the base level prioritization parameter which are always enabled when
3 Tracked Vehicle
employing the FCR in GTM, even when there are no active PFZ’s or NFZ’s.
PFZ
4 Tracked Vehicle
The Priority Scheme should be selected based on the current tactical
situation. 5 Wheeled Vehicle
6 Unknown
• Default Scheme A. Stationary ground targets and airborne targets 7 Air Defense Vehicle
will be prioritized over moving ground targets. 8 Helicopter
• Default Scheme B. Stationary ground targets will be prioritized 9 Helicopter
over moving ground targets or airborne targets. 10 Tracked Vehicle

11 Tracked Vehicle
• Default Scheme C. Moving ground targets and airborne targets will 12 Tracked Vehicle
be prioritized over stationary ground targets. 13 Wheeled Vehicle
4. Target Classification. Targets are ranked by their classification in the High 14 Wheeled Vehicle
Priority
following order: Air Defense Vehicle, Helicopter, Fixed-Wing, Tracked Targets
15 Unknown
Vehicle, Wheeled Vehicle, Unknown. 16 Unknown
17 Unknown
(See FCR Target Symbols for more information.) Low
Priority 18 Unknown
5. Target Proximity. Targets that are equally ranked by the first four Targets 19 Unknown
parameters are ranked in priority by their distance to the ownship. Targets ↓
that are closer to the ownship are ranked higher in priority over those that Priority Target List
are further away.
In the example above and to the right (based on the MPD images below), Default Scheme C has been selected,
a scanburst has been completed, and a PFZ and an NFZ have been activated within the FCR footprint. Even
though the selected Priority Scheme prioritizes moving ground targets and airborne targets over stationary ground
targets, the six stationary ground targets within the active PFZ are placed above those outside of the PFZ. The
targets inside the active PFZ have been further prioritized by the last three parameters, followed by the targets
outside the active PFZ which have been prioritized in the same manner.
When the TSD is set to ATK Phase, low priority targets and any targets within active No Fire Zones are displayed
as partial-intensity target symbols, at 50% of the size of high priority target symbols.
Targets prioritized
within Priority Fire Zone High Priority Low Priority
Targets Targets
Civilian
Friendly Ground Infrastructure
Force Positions
Targets not prioritized
within No Fire Zone
FCR Target Prioritization
EAGLE DYNAMICS 347

DCS [AH-64D]
NTS/ANTS Designation
At the completion of the first scan cycle within the scanburst, or if the first scan is aborted for any reason, the
Next-To-Shoot (NTS) and Alternate Next-To-Shoot (ANTS) targets are designated as the first and second priority
targets, respectively. The NTS target will be surrounded by a diamond symbol and the ANTS will be surrounded
by an inverted triangle symbol.
If the High Priority Target List is updated with new target data as the FCR performs subsequent scan cycles within
the scanburst, the NTS and ANTS designations may shift to other targets throughout the scan. However, if a
weapon is actioned in the same crewstation that is using the FCR as the selected sight, the NTS designation will
become “frozen”. If another target is subsequently detected that is determined to be a higher priority while the
NTS is frozen, the ANTS triangle will shift to that target and flash for 3 seconds.
The NTS designates the target handover that will be sent to the next AGM-114L missile,
transmitted in the next RF Handover (RFHO), or the 3-dimensional location used to
calculate the weapon aiming solution for the Area Weapon System (AWS) or Aerial Rocket
Sub-system (ARS).
Next-To-Shoot
The NTS diamond will remain dashed unless all three of the following criteria are met. (NTS)
• The FCR is the selected sight within the crewstation.
• A weapon is actioned within the crewstation in which FCR is the selected sight.
• The A/S button on the Armament Panel is set to ARM.
Alternate
1 Air Defense Vehicle A solid NTS diamond indicates to the crewmember using the
Next-To-Shoot
2 Tracked Vehicle FCR as the selected sight that a weapon system is ready to be
(ANTS)
3 Tracked Vehicle fired at the current NTS target. Each time an RF missile is fired
4 Tracked Vehicle at the NTS target or an RFHO is transmitted, the NTS and ANTS designations will
5 Wheeled Vehicle automatically sequence to the next targets on the High Priority Target List, allowing
6 Unknown rapid engagement of the high priority targets by RF missiles fired from the ownship
7 Air Defense Vehicle
and/or other AH-64D’s receiving RF Handovers.
8 Helicopter The NTS and ANTS may be manually sequenced by pressing the NTS button (VAB L1)
9 Helicopter on the FCR page. Each time this button is pressed, the NTS and ANTS designations will
10 Tracked Vehicle sequence to the next targets on the High Priority Target List in the same manner as
11 Tracked Vehicle when an RF missile is fired or an RFHO is transmitted. When the NTS and ANTS
12 Tracked Vehicle designations reach the end of the High Priority Target List, they will sequence back to
13 Wheeled Vehicle the top of the list in a cyclic manner.
14 Wheeled Vehicle
(See RF Target Handovers in 1 Air Defense Vehicle 1 Tracked Vehicle
15 Unknown
the Datalink chapter for more 2 Air Defense Vehicle 2 Air Defense Vehicle
16 Unknown
information.) 3 Tracked Vehicle 3 Tracked Vehicle
NTS Button 4 Tracked Vehicle 4 Tracked Vehicle
(VAB L1) 5 Tracked Vehicle 5 Tracked Vehicle
6 Wheeled Vehicle 6 Wheeled Vehicle
7 Unknown 7 Unknown
The MPD cursor may also be used to manually
7 8 Air Defense Vehicle
designate the NTS target on the FCR page. However,
8 Helicopter 9 Helicopter
when an NTS target is manually designated in this
9 Helicopter 10 Helicopter
manner, that target is placed at the top of the High
10 Tracked Vehicle 10
Priority Target List, with every other target shifting
11 Tracked Vehicle 11 Tracked Vehicle
down the list as necessary.
12 Tracked Vehicle 12 Tracked Vehicle
If a different target is manually designated as NTS by 13 Wheeled Vehicle 13 Wheeled Vehicle
the MPD cursor, that target is then placed at the top of 14 Wheeled Vehicle 14 Wheeled Vehicle
the High Priority Target List, and the previous target 15 Unknown 15 Unknown
that had been manually designated as NTS is returned 16 Unknown 16 Unknown
to its previous ranking as necessary.
NTS Designation using MPD Cursor
348
[AH-64D] DCS
Fire Control Radar (FCR) Page

The FCR page presents radar targeting data and/or terrain video to the crew in a format that is dependent on
the selected FCR mode. When set to GTM, RMAP, or ATM, the FCR page displays the 16 highest priority targets
that have been detected by the FCR, any of which may be designated for engagement.
1. C-Scope 2. FCR Centerline Symbol 3. UTIL sub-page
5. Lubber Line
6. Total Target
4. Heading Tape Status Window
7. Next-To-Shoot Select 8. Zoom Select
9. Centerline 9. Centerline
Steering Arrow Steering Arrow
10. FCR TGT format 11. RF Handover Select
12. Elevation Mode 13. NTS Target
14. Alternate NTS Target 15. Acquisition Source
17. SHOT Symbol

16. Elevation Scale
18. Current FCR Centerline 19. High Action Display 20. Previous FCR Centerline
1. C-Scope (C SCP). Not implemented.

2. FCR Centerline Symbol. Indicates the magnetic heading to which the centerline of the FCR scan volume
is aligned. The centerline symbol is only displayed when either crewmember has selected FCR as a sight.
3. FCR Utility sub-page. Displays the FCR Utility sub-page.
in 10° increments.
5. Lubber Line. The Lubber Line is aligned to the centerline of the aircraft.
NOTE: When set to GTM, FCR target data is presented from the perspective of the FCR centerline during
the most recent FCR scanburst, not the aircraft centerline.
6. Total Target Status Window. Indicates the total number of battlefield targets the FCR has detected
within the current scan cycle.
7. Next-To-Shoot (NTS) Select. Advances the NTS and ANTS target designations through the 16 high
priority targets in a descending order before cycling back to the first target on the list.
8. Zoom Select. Not implemented.
EAGLE DYNAMICS 349

DCS [AH-64D]
9. Centerline Steering Arrows. Rotates the FCR centerline in azimuth, equal to the selected scan size, and
de-slaves the FCR centerline from the selected acquisition source.
• Wide (W). The FCR centerline will rotate 90° in azimuth if the FCR mode is GTM.
• Medium (M). The FCR centerline will rotate 45° in azimuth if the FCR mode is GTM.
• Narrow (N). The FCR centerline will rotate 30° in azimuth if the FCR mode is GTM.
• Zoom (Z). The FCR centerline will rotate 15° in azimuth if the FCR mode is GTM.
When set to GTM, the FCR centerline will be limited to ±90° to either side of the aircraft centerline and
cannot be rotated while the FCR is scanning.
10. FCR TGT format. Displays the FCR Target format.
11. RF Handover (RFHO) Select. Displays a list of Primary members within the selected datalink network
that may be selected to receive the RFHO datalink message. (See the RF Target Handovers in the Datalink
12. Elevation Mode (ELEV). Selects how the FCR antenna elevation will be controlled.
• AUTO. The FCR antenna will automatically adjust its elevation based on the height above terrain as
measured by the radar altimeter.
This mode should be used when operating over relatively flat terrain.
• MAN. The FCR antenna may be manually adjusted within the crewstation in which the FCR is the
selected sight. When the mode is set to MAN, arrow buttons will be displayed on the FCR page at VAB
L5 and L6 which may be used to adjust the elevation in fixed increments, or the CPG may use the MAN
TRK controller on the TEDAC Right Handgrip to smoothly adjust the antenna elevation.
This mode should be used when operating over terrain that varies in elevation.
NOTE: If the FCR elevation mode is set to MAN, the mode may be set back to AUTO on the FCR Utility
sub-page.
13. Next-To-Shoot (NTS) Target. The NTS target symbol indicates the designated target location to which
all sighting functions of the FCR are performed, or which target will be transmitted via an RFHO.
When the first scan within a scanburst is completed, the NTS target symbol is set to the target the FCR has
classified as the highest priority; however, the crewmember may manually designate the NTS target using
the NTS Select button (VAB L1) or by selecting a target symbol on the FCR page with the MPD cursor.
When a weapon is actioned, the NTS target is the target that will be engaged.
• If the Area Weapon System (AWS) is actioned, the weapon aiming solution for the 30mm gun turret is
calculated to the location of the NTS target.
• If the Aerial Rocket Sub-system is actioned, the Rocket Steering Cursor indicates the weapon aiming
solution to the location of the NTS target.
• If the Hellfire Modular Missile System (HMMS) is actioned, the Missile Constraints Box indicates the
target handover position of the NTS target when the RF missile is not tracking the target.
14. Alternate Next-To-Shoot (ANTS) Target. The Alternate NTS target symbol indicates the FCR target that
will become Next-To-Shoot (NTS) if the NTS Select button (VAB L1) is pressed or an RF missile is fired at
the current NTS target.
When the first scan within a scanburst is completed, the ANTS target symbol is set to the target the FCR
has classified as the second highest priority; however, if a crewmember manually designates a different NTS
target using the MPD cursor, the ANTS target symbol will be set to the highest priority target as classified
by the FCR.
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[AH-64D] DCS
15. Acquisition (ACQ) Source. Displays the acquisition source selection menu. (See Acquisition Sources in
16. Elevation Scale. Displays the current elevation setting of the FCR antenna relative to the FCR radome.
When set to GTM, the upper and lower major tick marks correspond to +25° and -25° respectively, the
major tick mark in the center corresponds to -6.25°, and each minor tick mark represents an interval of
±6.25°.
17. SHOT Symbol. Missile engagement locations are stored to the ownship SHOT file and displayed on the
TSD and FCR pages as green X symbols. Missile engagement locations received via the datalink are displayed
as partial-intensity green X symbols on the TSD and FCR pages.
SHOT symbols are displayed over FCR target symbols if a missile engagement is stored after the FCR scan
in which the target was detected. If subsequent FCR scans are performed, the SHOT symbol will be displayed
under FCR target symbols.
18. Current FCR Centerline. Indicates the current azimuth of the FCR centerline when the FCR is powered.
19. High Action Display (HAD). The HAD provides prioritized sight and weapon status messages to the crew
for targeting and weapons employment. (See High Action Display in the Helmet-Mounted Display chapter
20. Previous FCR Centerline. Indicates the azimuth of the FCR centerline during the most recent scan when
the FCR is powered and not scanning. When a new scan is initiated, the Previous FCR Centerline moves to
the location of the Current FCR Centerline until the scan is completed.
EAGLE DYNAMICS 351

DCS [AH-64D]
FCR Target Format

Pressing the TGT button (VAB L4) displays the FCR page in Target format. The TGT format of the FCR page
allows either crewmember to store FCR target locations as Target points within the TGT/THRT partition of the
navigational database.
When the TGT format is displayed, cursor-selecting an FCR target symbol on the FCR page will store a Target
(TG) point at that FCR target’s location. However, if point indexes T01 through T49 within the TGT/THRT partition
are already occupied with point data, Target points can no longer be stored from the FCR TGT format.
Alternatively, the CPG may store the current Next-To-Shoot (NTS) target as a Target (TG) point without entering
the FCR TGT format by pressing the STORE/UPDT switch to the STORE position on the TEDAC Left Handgrip
while the FCR is the CPG’s selected sight.
2. Next Target Point

Status Window
3. Stored Target
Points Status Window
1. Store All Targets
1. Store All Targets (ALL). All FCR targets displayed on the FCR page will be stored as Target (TG) points
in TGT/THRT point indexes that are not already occupied with point data.
If ALL is selected or any FCR target symbol is cursor-selected while the FCR TGT format is displayed, the
ALL option is removed.
2. Next Target Point Status Window. Displays the next TGT/THRT point index that is available for storing
an FCR target.
3. Stored Target Points Status Window. Displays the TGT/THRT point indexes of each Target point that
has been stored from the FCR TGT format.
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[AH-64D] DCS
FCR Utility (UTIL) Sub-Page

The UTIL sub-page allows either crewmember to toggle power to the FCR or RFI systems, adjust the settings of
the mast-mounted radome and/or FCR antenna elevation, or change the parameters for target prioritization.
2. RFI Training Mode
1. RFI Power 3. RFI Mode
4. FCR Power 5. FCR Stow
6. FCR Lethal Ranges 7. PRIORITY Scheme
9. Elevation Mode 8. No function
10. Terrain Settings 11. MMA State
1. RFI Power. Not implemented.

2. RFI Training Mode. Not implemented.
3. RFI Mode. Not implemented.
4. FCR Power. Enables/disables the Fire Control Radar. FCR power will be inhibited if the MMA state (VAB R6)
is set to PINNED.
5. FCR Stow. Manually commands the FCR radome to the stow position, rotating the mast-mounted assembly
180° toward the rear, facing aft. If either crewmember is using the FCR as their sight, this option will be
“barriered” and unavailable for selection. If either crewmember selects FCR as their sight while the FCR
radome is stowed, or if the FCR is linked to the TADS, this option will be automatically de-selected.
6. FCR Lethal Ranges. Not implemented.
7. PRIORITY - Scheme. Selects how the FCR will prioritize targets detected on, or over, the battlefield.
• Default Scheme A. Stationary ground targets and airborne targets will be prioritized over moving
ground targets.
• Default Scheme B. Stationary ground targets will be prioritized over moving ground targets or
airborne targets.
• Default Scheme C. Moving ground targets and airborne targets will be prioritized over stationary
ground targets.
8. PRIORITY - Mission. No function.
EAGLE DYNAMICS 353

DCS [AH-64D]
9. Elevation Mode. Selects the FCR elevation control mode when the FCR mode is set to GTM or RMAP.
• AUTO. The FCR antenna will automatically adjust its elevation based on the altitude above terrain as
measured by the radar altimeter.
This mode should be used when operating over relatively flat terrain.
• MAN. The FCR antenna may be manually adjusted within the crewstation in which the FCR is the
selected sight. When the mode is set to MAN, arrow buttons will be displayed on the FCR page which
may be used to adjust the elevation in fixed increments, or the CPG may use the MAN TRK controller
on the TEDAC Right Handgrip to smoothly adjust the antenna elevation.
This mode should be used when operating over terrain that varies in elevation.
10. Terrain Settings. Configures terrain processing settings for rejecting false targets and ground clutter. (N/I)
11. Mast-Mounted Assembly (MMA) State. Sets the current state of the mast-mounted assembly.
• NORM. Permits the FCR to be powered. The MMA may be rotated.
• PINNED. Inhibits the FCR from being powered. The MMA cannot rotate.
When toggling the MMA state from PINNED to NORM, the FCR and RFI will be initialized automatically.
FCR Sight Status Messages

The following status messages pertain to the use of the FCR as the selected sight within the crewstation.

FCR NOT
The FCR is not installed. None required.
INSTALLED
FCR The FCR has been powered and
None required.
NOT READY is performing a Built-In-Test.
FCR XMIT The FCR is transmitting. None required.
The FCR centerline is slaved to Use an FCR arrow button or (CPG only) press the
FIXED
the Fixed forward position. SLAVE button to de-slave the FCR turret, if required.
The Mast Mounted Assembly is Either crewmember should toggle the MMA to NORM
MMA PINNED set to a PINNED state; the FCR on the FCR Utility or WPN Utility sub-pages, if required
cannot be powered. to use the FCR for reconnaissance or targeting.
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FCR Weapon Status Messages

The following status messages pertain to the use of the FCR as the selected sight within the crewstation.

Default Priority Scheme A has
None required. Stationary ground targets and airborne
DEF SCHEME A been selected and no weapon is
targets will be prioritized over moving ground targets.
actioned in the crewstation.
Default Priority Scheme B has None required. Stationary ground targets will be
DEF SCHEME B been selected and no weapon is prioritized over moving ground targets or airborne
actioned in the crewstation. targets.
Default Priority Scheme C has None required. Moving ground targets and airborne
DEF SCHEME C been selected and no weapon is targets will be prioritized over stationary ground
actioned in the crewstation. targets.
FCR Target Symbols

The following FCR target symbols will be displayed on the FCR page, or within the HMD and TADS symbology
when C-Scope is enabled within the crewstation. Each symbol represents an object that the FCR has detected
and determined to be of military interest, with the symbol corresponding to how the FCR target classification.
TARGET TYPE MOVING STATIONARY STATIONARY

(500-8000 METERS) (500-1500 METERS) (1500-8000 METERS)
TRACKED VEHICLE
WHEELED VEHICLE
AIR DEFENSE VEHICLE
UNKNOWN
HELICOPTER
FIXED-WING
FCR target symbols may be displayed in partial-intensity yellow to represent stale FCR targeting data. Stale FCR
symbols represent tactical information that has likely changed since the completion of the most recent scan.
• Moving target symbols will become stale 5 seconds after the completion of the most recent scan in which
the target was detected.
• Stationary target symbols will become stale 30 seconds after the completion of the most recent scan in
which the target was detected.
NOTE: The FCR is not capable of target identification, and therefore cannot determine if a target is friendly or
enemy. As such, all targets detected by the FCR are displayed as an unknown affiliation. Battlefield intelligence,
fire support coordination measures (FSCM), and target identification through other means (such as the TADS)
should be utilized before employing munitions against unknown targets on the battlefield.
EAGLE DYNAMICS 355

DCS [AH-64D]
FCR MODES
The four FCR modes leverage the capabilities of the APG-78 radar as a sight for targeting and weapons
employment against ground and air targets, reconnaissance of enemy positions, or avoidance of terrain and
obstacles during low-visibility conditions. There is no direct indication as to which FCR mode has been selected;
however, the FCR page will change format based on the currently selected FCR mode.
NOTE: Air Targeting Mode (ATM), Radar Map (RMAP), and Terrain Profile Mode (TPM) are not implemented.
Ground Targeting Mode (GTM)

GTM is used to detect and classify ground vehicles and low-flying aircraft. When the FCR is scanning in GTM, the
FCR centerline will be stabilized in azimuth, independently of the aircraft heading, as indicated by the FCR
Centerline Symbol along the bottom of the Heading Tape. GTM is the default FCR mode upon power-up.
3. Narrow Scan Size Marks 4. Zoom Scan Size Marks 5. FCR Centerline
2. Medium Scan
Size Marks
6. Scan Wiper
1. FCR Footprint
7. Activated PFZ 9. Range Marks
8. Activated NFZ 10. Range Arcs
1. FCR Footprint. The entire FCR Footprint represents the size of the FCR scan sector if the FCR Scan Size
switch were pressed right to the “W” position. A Wide scan size will encompass a 90° sector of the battlefield,
45° to either side of the FCR Centerline, to a maximum range of 8 kilometers.
2. Medium Scan Size Tick Marks. Indicates the relative azimuth size of the FCR scan sector if the FCR Scan
Size switch were pressed down to the “M” position. A Medium scan size will encompass a 45° sector of the
battlefield, 22.5° to either side of the FCR Centerline, to a maximum range of 8 kilometers.
3. Narrow Scan Size Tick Marks. Indicates the relative azimuth size of the FCR scan sector if the FCR Scan
Size switch were pressed left to the “N” position. A Narrow scan size will encompass a 30° sector of the
battlefield, 15° to either side of the FCR Centerline, to a maximum range of 8 kilometers.
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[AH-64D] DCS
4. Zoom Scan Size Tick Marks. Indicates the relative azimuth size of the FCR scan sector if the FCR Scan
Size switch were pressed up to the “Z” position. A Zoom scan size will encompass a 15° sector of the
battlefield, 7.5° to either side of the FCR Centerline, to a maximum range of 8 kilometers.
5. FCR Centerline. Indicates the center of the FCR scan sector within the FCR Footprint.
6. Scan Wiper. Displays the position of the FCR antenna within the FCR scan sector when performing a scan.
The FCR Scan Wiper will be displayed in White when performing a single scanburst or displayed in Green
when performing a continuous scanburst.
7. Activated PFZ. Displays the boundaries of an activated Priority Fire Zone (PFZ) in relation to the FCR
footprint. All FCR targets detected within an activated PFZ will out-prioritize any targets detected outside
the activated PFZ, regardless of the target classification or the selected Priority Scheme on the FCR Utility
sub-page. (See Battle Area Management in the Datalink chapter for more information.)
8. Activated NFZ. Displays the boundaries of an activated No Fire Zone (NFZ) in relation to the FCR footprint.
All FCR targets detected within an activated NFZ will not be prioritized nor shown on the FCR page. However,
targets within activated NFZ’s will still be displayed on the TSD page when set to ATK phase, if enabled on
the SHOW sub-page. (See Battle Area Management in the Datalink chapter for more information.)
NOTE: No Fire Zones take precedence over overlapping Priority Fire Zones, in that any FCR targets that are
detected within an activated PFZ and an activated NFZ will not be prioritized or shown on the FCR page.
9. Range Marks. Indicates the distance from the ownship on either side of the FCR scan sector in 2-kilometer
increments, at 1 km, 3 km, 5 km, and 7 km.
10. Range Arcs. Indicates the distance from the ownship within the FCR scan sector in 2-kilometer increments,
at 2 km, 4 km, and 6 km.
EAGLE DYNAMICS 357

DCS [AH-64D]
FCR ACQUISITION AND RANGING

The FCR cannot recognize specific vehicle types or equipment on the battlefield, nor identify whether targets are
friend or foe; however, the wide area search capability of the FCR allows the crew to efficiently direct the optical
sensors of the TADS for such purposes. Alternatively, during periods of limited visibility, the FCR C-Scope function
can directly aid the CPG in acquiring targets within the TADS field-of-view by performing a narrow scanburst
along the same line-of-sight and overlaying virtual target symbols within the TADS sensor video.
The key advantage in using the TADS
FCR for initial detection and FOV
classification of targets is its
ability to scan 50 square FCR
Scan Volume
kilometers of the battlefield
within seconds, while
simultaneously performing an
initial classification of each target
of military interest that is
detected within the FCR scan
volume. Performing the same
task while using optical sensors
would require a significantly
longer period of time and would
be further constrained by the
narrow aperture of the optical
sensors themselves, the relative
size and aspect angle of each
target, the time of day, and 8 km FCR Moving Targets
visibility conditions. Enemy forces FCR Detection & Classification 6 km FCR Moving/Stationary Targets
that pose a direct threat to the 6-10 km* TADS Moving/Stationary Targets
TADS Detection, Classification,
aircraft, but are unknowingly & Identification *Dependent on target size, target aspect,
outside the optical sensor’s field- time of day, and visibility conditions.
of-view, may go unnoticed until
Detection, Classification, & Identification of Targets
the aircraft is under attack.
Generally speaking, FCR scan sizes are best utilized in the following manner.
• Initial detection and classification of targets within the battlespace: Wide/Medium scan size.
• Target acquisition and weapons engagement: Narrow/Zoom scan size.
As with most tactical situations, many variables may determine the ideal FCR mode and scan patterns. Factors
such as terrain, anticipated enemy positions or movement on the battlefield, proximity of friendly forces, and the
maneuvering of the AH-64D team itself will play significant roles in determining the ideal FCR scan size, whether
Priority Fire Zones or No Fire Zones should be activated, and which FCR Priority Scheme should be employed.
Additional details regarding the employment of the FCR for target acquisition are listed below.
• Although the maximum detection range of the FCR is 8 kilometers, the FCR alone will only process and
display stationary ground target symbols within a range of 6 kilometers.
• The FCR page is used for controlling and employing the Fire Control Radar as a sight. As such, it is limited
to displaying the 16 high priority targets as the crewmember’s “shoot list”, which will remain frozen at the
completion of the scanburst for ease of designation, engagement, and post-engagement BDA.
• Target point T50 may be placed at the location of an FCR target and simultaneously set as the crewmember’s
acquisition source by selecting CAQ (VAB R5) on the TSD page and cursor-selecting an FCR target symbol
on the TSD itself. This may be used to acquire a low priority target that is not displayed on the FCR page.
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[AH-64D] DCS
Acquisition Sources
The use of acquisition sources can reduce the time necessary to bring the FCR towards the intended FCR scan
area. This is particularly useful when leveraging the FCR’s area detection and classification capabilities to rapidly
highlight potential target positions or increase situational awareness. When target locations are already detected
using another sensor onboard the aircraft (to include visual detection by either crewmember), setting that sensor
as the acquisition source and enabling the SLAVE function increases the efficiency of target acquisition using an
FCR scanburst; especially when using narrow scan sizes.
occur between the crewmembers, which increases combat efficiency. In contrast to target handovers to either
crewmembers’ HMD or the CPG’s TADS, which require less specificity due to their line-of-sight in the vertical
plane, target handovers to the FCR are more reliant on correct target descriptions and range estimations since a
single FCR scan may generate multiple targets along a given azimuth.
Examples of efficient target handovers to the FCR utilizing acquisition sources are listed below.
“Gunner, target, Pilot helmet sight. Tracked armor moving at 4 kilometers.”
“Pilot, target, TADS. Enemy helicopter inbound, on the horizon.”
In either case, the crewmember using the FCR as their sight simply selects the announced source of target
information as the acquisition source (and in the case of the CPG, enables SLAVE), slewing the FCR centerline
directly to the location of the intended target(s).
Acquisition sources listed below will command the FCR centerline to a specific azimuth relative to the aircraft
nose, but will not restrict the FCR scan size nor will it prevent any other targets from being prioritized within the
selected FCR scan volume.
• PHS. Pilot Helmet Sight; commands the FCR centerline to the azimuth of the Pilot’s helmet. May be used to
direct the FCR to the location designated by the Pilot’s HMD LOS Reticle.
• GHS. Gunner Helmet Sight; commands the FCR centerline to the azimuth of the Copilot/Gunner’s helmet.
May be used to direct the FCR to the location designated by the CPG’s HMD LOS Reticle.
• SKR. Seeker; commands the FCR centerline to the azimuth of the next-to-shoot AGM-114 missile seeker.
May be used to direct the FCR to the target location that is currently being tracked by the next-to-shoot
AGM-114 missile.
• FXD. Fixed forward; commands the FCR centerline to align with the Armament Datum Line (ADL) at 0° in
azimuth.
• TADS. Target Acquisition Designation Sight; commands the FCR centerline to the azimuth of the TADS
turret. May be used to direct the FCR to the location designated by the TADS sensor.
• W##, H##, C##, T##. Waypoint, Hazard, Control Measure, or Target/Threat point; commands the FCR
centerline to the coordinates of the selected point within the navigation database. May be used to direct the
FCR to a pre-planned, stored, or transmitted location for reconnaissance, target acquisition, or weapons
engagement; or re-acquisition if line-of-sight was lost.
• TRN. Terrain point; commands the FCR centerline to the coordinates of the selected terrain point within the
navigation database. May be used to direct the FCR to a cursor-selected location on the TSD that is not
associated with an existing Waypoint, Hazard, Control Measure, or Target/Threat point for reconnaissance,
target acquisition, or weapons engagement.
EAGLE DYNAMICS 359

DCS [AH-64D]
Range Sources
FCR is the most limited with regards to ranging options. When the FCR is being utilized as the selected sight, only
one range source is available, which is a Radar range. However, it is one of the most accurate ranging sources
available to the crew.
• Radar range. Radar range is automatically entered as the range source any time the crewmember selects
FCR as the selected sight. When transmitting, the FCR precisely measures the slant range between the
ownship and targets detected on (or above) the battlefield using reflected radar energy.
If no NTS target has been designated, “R?.?” will be displayed within the Range Source field of the High
Action Display (HAD). In addition, “LOS INVALID” will be displayed within the Weapon Inhibit field of the
High Action Display any time a weapon is actioned and an NTS target has not been designated or has not
been re-detected during a subsequent scan cycle.
Radar Range
Once a target location has been processed by the FCR, its position relative to the ownship is retained within the
aircraft memory as a 3-dimensional geographic location. The Radar range displayed within the crewmember’s
High Action Display will always reflect the slant range to the current Next-To-Shoot (NTS) target as selected on
the FCR page. As the aircraft moves or re-positions to a different location, the radar range is updated accordingly
in real-time, in a similar manner to using a Navigation range to a point within the navigational database.
Slant range of 5.1 km to NTS (Next-To-Shoot)

NTS (Next-To-Shoot) target target position
Radar Range
As this range source is dynamic, a Radar range may be used when calculating a targeting solution for any weapon
system onboard the aircraft. However, targets that are displayed in partial-intensity on the FCR page represent
stale FCR targeting data, and may not represent accurate battlefield target locations.
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[AH-64D] DCS
FCR HAND CONTROLS

Either crewmember may employ the Fire Control Radar for targeting and engagement of enemy targets.

The Pilot and Copilot/Gunner Collective Mission Grips include
identical controls for FCR employment. Mode Select Scan Size Select
Sight Select
Scan Select
Cued Search
TEDAC Controls
FCR controls are replicated on the Collective Mission Grip and TEDAC handgrips in the CPG crewstation. This
allows the CPG to employ the FCR for targeting and engagement without interfering with the flight controls, and
seamlessly transitioning between using the FCR and TADS.
Mode Select Store Target Point Sight Select Scan Size Select
C-Scope Toggle
Sight Slave
Toggle
Sight Manual
Tracker
Scan Select
Cued Search
Zoom Toggle
EAGLE DYNAMICS 361

DCS [AH-64D]
DATALINK (DL)
DATALINK (DL)
362
US Army photo
by Eve Baker
[AH-64D] DCS
DATALINK COMMUNICATIONS
The AH-64D utilizes a secure, modem-based datalink (SMDL) to send and receive targeting data, tactical reports,
text messages, and mission files amongst other AH-64D’s within the team. The modem traffic is relayed as
discreet microbursts of data across the helicopters’ radios, which allows multiple datalink networks to be tuned
simultaneously; one network across each radio.
As envisioned for use on the modern battlefield, AH-64D teams are employed as tactical maneuver units in a
combined arms scenario alongside friendly infantry, armor, and artillery echelons. In such scenarios,
communications are not only critical to the success of the mission but are also multi-tiered to coordinate with the
various other air and ground forces operating in the same area of operations. This can impose significant
command and control challenges on unit commanders when coordinating the movements and actions of large
formations of attack helicopters; the challenges of which are exacerbated when performed by aircrews that are
simultaneously operating at extremely low altitudes, especially at night.
These challenges in command and control can be mitigated by employing semi-automated and direct exchanges
of data between AH-64D team members to reduce voice traffic and increase the efficiency of distributing tactical
information. Several tactical report formats are available to AH-64D aircrews in exchanging targeting data, fires
distribution, battle damage assessments, position updates, and status of onboard fuel and munitions. In addition,
individual points or entire mission files may be transmitted across the datalink to synchronize information
displayed on the TSD of each AH-64D as battlefield conditions evolve or as changes in mission occur in real-time.
Datalink messages may be transmitted between AH-64D Team members and Primary members within a datalink
network. Up to 16 aircraft may be present within a network, with 15 network members in each aircraft’s network
list and the 16th aircraft being the ownship.
Team members. Team members receive text messages and mission files. These messages coordinate team
actions and movements and distribute mission updates across the entire team of AH-64D’s on a datalink network.
Primary members. Primary members receive tactical reports, targeting data, fires distribution, and individual
TSD points. These messages coordinate tactical actions of individual companies and platoons of AH-64D’s.
EAGLE DYNAMICS 363

DCS [AH-64D]
Secure Modem Datalink (SMDL) Network

A datalink network consists of multiple AH-64D network members transmitting and receiving data messages
between each aircraft by assigning unique identification numbers within each data message, one for the message
originator and one for the message subscriber.
When a data message is transmitted across the radio frequency that all network members are tuned, the modems
onboard each aircraft receive the data message and compare the message’s subscriber ID(s) with those that are
assigned to their aircraft. If the subscriber ID within the message matches their ownship ID number, the modem
stores the message within the modem buffer and notifies the crew via advisories on the EUFD. The originator ID
within the message is correlated with the matching ID number of a network member and the corresponding
callsign of the sender is displayed to the crew receiving the message. If the subscriber ID within the message
does not match their ownship ID number, the modem rejects the message without crewmember interaction.
Callsign: DH06
Datalink ID: 1
DATA MESSAGE
Originator ID: 1
Subscriber ID(s): 2, 3
DH08 crew is notified DH09 crew is notified DH10 crew receives

that a message from that a message from no data message or
DH06 has been received. DH06 has been received. notification.
Callsign: DH08 Callsign: DH09 Callsign: DH10

Datalink ID: 2 Datalink ID: 3 Datalink ID: 4
Datalink network between members of “Darkhorse” company
Each network may consist of 16 network members, containing 15 subscribers in addition to the ownship. Any of
the 15 subscribers may be set as a Team member, a Primary member, or both; however, a maximum of 7
subscribers within each network may be designated as a Primary member. The designation of a subscriber as
Team or Primary determines the type of data messages the member may receive from the ownship.
Team Messages (COM page) Primary Messages (TSD and FCR pages)
Command and control, and mission updates. Targeting, fire control, and status reports.
• TEXT Text messages • BDA Battle Damage Assessment reports
• CURRENT MISSION Mission files residing in • TGT FCR Target reports
the aircraft memory • PP Present Position reports
• MISSION 1 Mission 1 files residing on the DTC • FARM Fuel/Ammo/Rockets/Missiles reports
• MISSION 2 Mission 2 files residing on the DTC • PFZ/NFZ Priority Fire Zones/No Fire Zones
(Data Transfer Cartridge) • POINT Individual TSD Point transmissions
• RFHO FCR RF Target Handover
The designation of network subscribers as Team or Primary members are uniquely defined by each individual
network member, and only affect outgoing data messages from the ownship. For example, the aircrew in DH06
may designate each of the remaining three aircraft as Team members within their cockpit for sending text
messages to the entire flight platoon, but each of the other three aircrews may have designated DH06 as the
sole Team member within each of their respective cockpits for sending text messages back to the flight leader.
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Each Preset on the COM page may be configured with independent network and modem settings, to include
unique frequencies, network subscribers, and Team and Primary designations. If a preset has been configured
for network protocols, the network associated with that preset will be designated by a letter indicating the type
of protocol, and a number corresponding with the preset number. Only presets 1 through 8 may be configured
with DATALINK protocol on the MODEM sub-page, which is indicated by an “L” on the COM page and EUFD.
In the example below, Presets 1, 2, and 3 have been configured for DATALINK protocol, and the networks
associated with each preset have been configured with unique lists of network subscribers on the NET sub-page.
Preset 1 includes each aircraft within the entire flight platoon, while Presets 2 and 3 only include subscribers from
each individual Air Weapons Team (AWT) within the flight platoon; Red Team and White Team.
Unit ID: DARKHRSE

Call Sign: DRKHR
Primary Freq: FM1 SC
Frequency: 41.150 “Darkhorse 06” “Darkhorse 08” “Darkhorse 09” “Darkhorse 10”
Network: L1 Callsign: DH06 Callsign: DH08 Callsign: DH09 Callsign: DH10
Unit ID: RED TM

Call Sign: REDTM
Frequency: 32.550 “Darkhorse 06” “Darkhorse 08”
Network: L2 Callsign: DH06 Callsign: DH08
Unit ID: WHITE TM

Call Sign: WHTTM
Frequency: 37.750 “Darkhorse 09” “Darkhorse 10”
Network: L3 Callsign: DH09 Callsign: DH10
Network configurations for Presets 1, 2, and 3
Since each preset can include a unique network configuration, and a different preset may be tuned to each radio,
it is possible to simultaneously tune different datalink networks for each echelon within the entire flight platoon,
with datalink messages being transmitted across the appropriate frequency for the echelon to which it pertains.
In the example below, each aircrew can communicate and exchange datalink messages with the entire flight
platoon using a common radio frequency and datalink network on the FM1 radio. However, Red Team and White
Team are using their FM2 radios to communicate and exchange datalink messages within their respective AWT’s;
with each AWT utilizing a separate radio frequency and datalink network.
“Darkhorse”
FM1 Frequency: 41.150
Datalink Network: L1
Darkhorse 06 Darkhorse 08 Darkhorse 09 Darkhorse 10

Callsign: DH06 Callsign: DH08 Callsign: DH09 Callsign: DH10
“Red Team” “White Team”

FM2 Frequency: 32.550 FM2 Frequency: 37.750
Datalink Network: L2 Datalink Network: L3
Datalink structure across two Air Weapons Teams

(AWT) within a single flight platoon
EAGLE DYNAMICS 365

DCS [AH-64D]
Datalink Controls
The AH-64D’s datalink modem utilizes the same radio equipment that is used for voice communications to relay
data between other aircraft within the AH-64D team. As such, datalink networks are tuned in the same manner
as tuning a radio to a communications preset. However, unlike voice transmissions, the datalink can only function
when a radio has been tuned to a preset, which allows the modem to send and receive datalink messages across
the network associated with that preset. If a radio is manually tuned to a frequency, datalink messages cannot
be transmitted or received across that radio, even if tuned to the same frequency of an existing datalink network.
(See the Radio Communications chapter for more information regarding the tuning of presets.)
EUFD Controls
The Enhanced Up-Front Display (EUFD) provides the aircrew with a consolidated location for viewing the current
configuration and datalink settings of each radio. The modem can receive datalink messages from the VHF, UHF,
FM1, and FM2 radios simultaneously, but each crewmember may only transmit datalink messages across a single
radio at any given time.
The radio through which each crewmember transmits datalink messages is independent from the radio the
crewmember has selected for voice transmissions. The Datalink Transmit Select rocker is used to select a radio
for datalink transmissions while the Radio Transmit Select rocker is used to select a radio for voice transmissions.
In the example below, the current crewstation is configured to transmit voice over the VHF radio and datalink
over the FM2 radio. The opposite crewstation is configured to transmit voice over the UHF radio and datalink
over the FM1 radio.
Primary Network List Standby Network List
Datalink Transmit
Select Rocker
Radio Tuning
Control Buttons
Radio Transmit
Select Rocker
Radio Status Area
The Primary Network List displays which radios are configured to transmit and receive datalink messages, and to
which datalink network the radio has been tuned. In the example above, the modem is monitoring the FM1 radio
for datalink messages from the network associated with Preset 1 and monitoring the FM2 radio for datalink
messages from the network associated with Preset 2.
The Standby Network List displays which datalink networks are associated with the radio presets residing in the
standby slots for each radio. When considering the standby slots of each radio, the number of networks that may
be readily accessible at any given time is as follows:
• 8 datalink networks (two for each radio) may be loaded into the VHF, UHF, FM1, and FM2 radios.
• 4 datalink networks (one for each radio) may be tuned and monitored for data communications.
• 2 datalink networks (one for each crewmember) may be selected to transmit data communications,
independently of the radios selected by each crewmember for transmitting voice communications.
If generator power is lost, crewmembers may still use the radios and the EUFD interface for voice communications
while operating on battery power, but datalink communications will not be possible.
(See Enhanced Up-Front Display (EUFD) for more information.)
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COM Originator Identification (ORIG ID) Sub-Page

The ORIG ID sub-page allows crewmembers to review or modify the ownship’s identification settings for sending
and receiving traffic across the datalink network(s). The ownship’s ID settings may be individually edited from
this page, or they may be replaced all at once using pre-planned network member data accessed through the
Originator Directory (ORIG DIR) sub-page.
1. DL sub-page
2. Ownship Callsign 3. Datalink Originator ID
4. Digital ID Select 5. TACFIRE ID Settings
7. Ownship
Status Window
6. ORIG DIR sub-page
8. MSG sub-pages
1. DL sub-page. Displays the Datalink sub-page.

2. Ownship Callsign. Activates the KU for inputting the originator callsign for the ownship. A minimum of 3
and a maximum of 5 alphanumeric characters may be entered.
NOTE: The originator callsign is for reference only and will not affect the function of the datalink networks.
3. Datalink Originator ID. Activates the KU for inputting the originator identification (ID) number which
identifies the ownship on the datalink network. The alphanumeric character ranges that are valid for entry
are 0-39 (with no leading zeros), A-Z, 1A-1Z, 2A-2Z, and 3A-3I; for a total of 127 unique network ID
numbers.
NOTE: Each network member, to include the ownship, must have a unique ID number. If two or more
members on the same datalink network are assigned the same identification number, erroneous behavior
may be observed when using the datalink, or when using functions within the cockpit that are associated
with the datalink.
4. Digital ID Select. Selects a page format for configuring digital ID settings for each type of protocol.
• DATALINK/TACFIRE. Displays digital ID settings for DATALINK or TACFIRE protocols.
• INTERNET. Not implemented.
• FIRE SUPPORT. Not implemented.
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DCS [AH-64D]
5. TACFIRE ID Settings. Not implemented.

6. ORIG ID sub-page. Displays the Originator Directory sub-page.
7. Ownship Status Window. Displays the current digital ID settings of the ownship.
8. MSG sub-pages. Displays Message sub-pages for sending or receiving digital messages.
• MSG – REC. Displays the Message Receive sub-page. If no messages are present on the receive list,
this sub-page option will not be displayed.
• MSG – SEND. Displays the Message Send sub-page.
COM Originator Directory (ORIG DIR) Sub-Page

The ORIG DIR sub-page allows crewmembers to set their ownship identification settings to a pre-planned network
member entry. This directory facilitates efficient and rapid configuration of the ownship’s originator ID to
correspond to a pre-planned network identification.
1. Replace Ownship
2. Directory Members 2. Directory Members
3. Directory Member
Status Window
4. Paging Controls 5. Search Directory
1. Replace Ownship. Replaces the ownship’s digital ID settings with those of the directory member that has
been selected for review.
2. Directory Members. Selects a directory member for review within the Directory Member status window.
3. Directory Member Status Window. Displays the callsign and digital ID settings of the selected directory
member.
4. Paging Controls. Cycles forward and back through multiple pages of the directory.
5. Search Directory. Activates the KU for inputting alphanumeric characters to search for a specific member
within the directory. Displayed members will be filtered accordingly based on the results.
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COM Network (NET) Sub-Page

The NET sub-page allows crewmembers to review or modify the callsign and identification settings of each
member within the datalink network of the selected preset. The callsign and subscriber ID settings for each
network member may be manually edited from this page, or they may be replaced altogether using pre-planned
network member data accessed through the Member Directory (MBR DIR) sub-page.
1. SUFFIX sub-page 2. MEMBER EDIT
3. Preset 4. Member
Status Window Status Window
5. Network Members 5. Network Members
6. MBR DIR sub-page 7. MODEM sub-page
8. Ownship
Status Window
9. Paging Controls 10. PRESET EDIT sub-page
1. SUFFIX sub-page. Not implemented.

2. MEMBER EDIT. Displays options for editing the digital ID settings of the selected network member.
• MEMBER EDIT – DEL. Deletes the network member from the preset.
• MEMBER EDIT – TEAM. Designates the network member as a Team member. Any of the 15 members
within a network may be designated as a Team member.
• MEMBER EDIT – PRI. Designates the network member as a Primary member. No more than 7
members within a network may be designated as a Primary member.
• MEMBER EDIT – C/S. Activates the KU for inputting the network callsign of the member. A minimum
of 3 and a maximum of 5 alphanumeric characters may be entered.
• MEMBER EDIT – SUB. Activates the KU for inputting the subscriber identification (ID) number, which
identifies the member on the datalink network. The alphanumeric character ranges that are valid for
entry are 0-39 (with no leading zeros), A-Z, 1A-1Z, 2A-2Z, and 3A-3I; for a total of 127 unique network
ID numbers.
NOTE: Each network member, to include the ownship, must have a unique ID number. If two or more
members on the same datalink network are assigned the same identification number, erroneous
behavior may be observed when using the datalink, or when using functions within the cockpit that are
associated with the datalink.
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DCS [AH-64D]
3. Preset Status Window. Displays the unit ID and modem protocol of the preset network, along with the
callsign of the selected network member.
4. Member Status Window. Displays the digital ID settings of the selected network member.
5. Network Members. Selects a network member for review within the Member Status Window.
6. MBR DIR sub-page. Displays the Member Directory sub-page.
7. MODEM sub-page. Displays the Modem sub-page.
8. Ownship Status Window. Displays the digital ID settings of the ownship.
9. Paging Controls. Cycles forward and back through multiple pages of the network member list.
10. PRESET EDIT sub-page. Displays the Preset Edit sub-page.
COM Member Directory (MBR DIR) Sub-Page

The MBR DIR sub-page allows crewmembers to add new members to the network or replace existing member
entries in the network member list. This directory facilitates efficient and rapid configuration of the network
member list using pre-planned network identification data.
1. STORE Method
2. Directory Members 2. Directory Members
3. Directory Member
Status Window
4. Paging Controls 5. Search Directory
1. STORE Method. Inserts the selected directory member into the selected datalink network.
• STORE – REPLACE. Displays the REPLACE format of the Member Directory sub-page.
• STORE – ADD. Adds the selected directory member into the first network entry is that is available. If
the datalink network already contains 15 network members, this option will be disabled and “barriered”
unless an existing network member is deleted from the selected datalink network.
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2. Directory Members. Selects a directory member for review within the Directory Member status window.
3. Directory Member Status Window. Displays the digital ID settings of the selected directory member.
4. Paging Controls. Cycles forward and back through multiple pages of the directory.
5. Search Directory. Activates the KU for inputting alphanumeric characters to search for a specific member
within the directory. Displayed members will be filtered accordingly based on the results.
Member Directory – Replace Format
That Replace format of the Member Directory sub-page allows crewmembers to select an existing network
member within the current datalink network to replace with the selected directory member.
6. Preset 7. Directory Member

Status Window Status Window
8. Network Members 8. Network Members
6. Preset Status Window. Displays the unit ID and modem protocol of the preset network, along with the
callsign of the selected directory member that will replace a selected network member.
7. Directory Member Status Window. Displays the digital ID settings of the selected directory member
that will replace a selected network member.
8. Network Members. Selects an existing network member for replacement by the directory member
displayed within the Preset Status Window, using the information displayed within the Directory Member
Status Window.
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DCS [AH-64D]
COM Modem (MODEM) Sub-Page

The MODEM sub-page allows crewmembers to configure the settings the modem will utilize when sending or
receiving data through any radios tuned to the selected preset.
5. Preset
Status Window
1. Modem Protocol
2. Modem Automatic
Acknowledgement
3. Modem Retries
4. Modem Baud Rate
6. NET Sub-page
1. Modem Protocol. Selects the type of protocol the modem will utilize for the selected preset.
• DATALINK. DATALINK-protocol digital messages may be sent using any radio tuned to the selected
preset. The modem will monitor any radios tuned to the selected preset for incoming digital messages
compatible with AH-64D-only DATALINK protocols.
• TACFIRE. Not implemented.
• INTERNET. Not implemented.
• FIRE SUPPORT. Not implemented.
• NONE. Radios tuned to the selected preset cannot send digital messages. The modem will not monitor
any radios tuned to the selected preset.
2. Modem Automatic Acknowledgement. Enables/disables automatic acknowledgements by the modem.
If a digital message is received, the modem will transmit a discreet acknowledgement to the originator ID
of the sender that the digital message has been received by the ownship.
NOTE: When a request for data is transmitted to a network subscriber, an “acknowledgement” from the
subscriber’s modem only confirms the request for data was received. An acknowledgement does not contain
the requested data, which is transmitted within a “reply”.
3. Modem Retries. Selects the number of subsequent attempts the modem should transmit digital messages
if an acknowledgement of reception is not received from any intended message recipients.
If an acknowledgement is not received from all intended recipients following the number of selected retries,
a “XMIT NAK” (No acknowledgement to transmission) advisory message will be displayed on the EUFD,
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indicating which radio through which the modem failed to receive all required acknowledgements. This
advisory will be removed if the modem successfully receives acknowledgements from all intended recipients
from a subsequent digital message transmission.
• 0. The modem will not make additional attempts to transmit a digital message.
• 1. The modem will make one additional attempt to transmit a digital message to any subscribers that
did not return an acknowledgement.
• 2. The modem will make two additional attempts to transmit a digital message to any subscribers that
did not return an acknowledgement.
4. Modem Baud Rate. Not implemented.
5. Preset Status Window. Displays the unit ID, callsign, and modem protocol of the selected preset network.
6. NET sub-page. Displays the Network sub-page.
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DCS [AH-64D]
Datalink Mission Editor Options

Mission creators may configure the datalink settings for each
aircraft within the Mission Editor. These settings are located
on the Aircraft Additional Properties and Datalinks tabs. Aircraft Additional
Properties tab
Aircraft Additional Properties. Allows the mission creator
to configure any remaining properties that are unique to the
aircraft type.
• Datalink Originator ID. The originator ID will be how
the datalink modems of other AH-64D’s within the
mission will recognize the aircraft when sending or
receiving datalink messages. The alphanumeric
character ranges that are valid for entry are 0-39 (with
no leading zeros), A-Z, 1A-1Z, 2A-2Z, and 3A-3I; for a
total of 127 unique network ID numbers.
NOTE: Each network member, to include the ownship,
must have a unique ID number. If two or more
members on the same datalink network are assigned
the same identification number, erroneous behavior
may be observed when using the datalink, or when
using functions within the cockpit that are associated
with the datalink.
• Ownship Call Sign. This data field will determine how
the aircraft is annotated within the cockpit of other AH-
64D’s within the mission when sending or receiving
datalink messages. A minimum of 3 and a maximum of
5 alphanumeric characters may be entered.
(See ORIG ID sub-page for more information.)
Datalinks – SETTING tab. Allows the mission creator to Datalinks
configure the details of each preset on the COM page.
• Unit ID. This data field determines how the preset is
displayed on the COM page and on the EUFD Preset list.
Up to 8 alphanumeric characters may be entered.
• Call Sign. This data field determines how the preset is
displayed on the EUFD when assigned to a radio. Up to
5 alphanumeric characters may be entered.
• Primary Freq. Displays options for designating a
primary frequency and radio for the preset. The
corresponding entries on the COM Preset format will be
displayed in white to highlight the intended radio and
net with which the preset is intended to be utilized
during the mission. The primary designation does not
affect the function of any radio equipment or how the
preset is assigned to a specific radio.
• DL Net. When checked, DATALINK protocols will be
enabled on the MODEM sub-page for the preset.
(See PRESET EDIT sub-page in the Radio Communications
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Datalinks – NETWORK tab. Allows the mission creator to

configure the network and modem settings for each preset
on the COM page. Datalinks
• Preset Buttons (1-10). Selects the corresponding

preset with which to edit the network and modem
settings in the table below.
• Auto Acknowledgement. When checked, automatic
acknowledgements will be transmitted by the modem
when a digital message is received across the datalink
network associated with this preset.
• No Acknowledgement Retries. Selects the number
of subsequent attempts the modem should transmit
digital messages if an acknowledgement of reception is
not received across the datalink network associated
with this preset.
• MBR #. Displays the index of each network member
associated with this preset. A maximum of 16 members
may be present within each network. The ownship will
always occupy the first entry; entries 2-16 will
correspond with network subscribers.
• PILOT NAME. Displays the name of each network
member, which corresponds to how their entries will be
annotated within the ORIG DIR and MBR DIR sub-
pages.
• C/S. Displays the Call Sign of each network member.
• ID. Displays the subscriber ID of each network
member.
• PRI. When checked, the member will be designated as a Primary member within the datalink network
associated with this preset. A maximum of 8 Primary members may be present within each network, with
the ownship always included as the first entry.
• TM. When checked, the member will be designated as a Team member within the datalink network
associated with this preset. A maximum of 16 Team members may be present within each network, with
the ownship always included as the first entry.
• Del. When the red “trash can” icon within this column is selected, the member will be removed from the
datalink network associated with this preset. The ownship cannot be deleted from the network.
• Groups Selection/ADD Button. Displays options for selecting other AH-64D BLK.II Helicopter Groups
within the mission. Only AH-64D BLK.II Helicopter Groups that are of the same coalition and not already
present within the displayed network will be available for selection.
When the ADD button is pressed, all AH-64D’s within that Helicopter Group will be added to the member list
of the displayed network.
• Units Selection/ADD Button. Displays options for selecting individual AH-64D BLK.II helicopters within
the mission. Only AH-64D BLK.II helicopters that are of the same coalition and not already present within
the displayed network will be available for selection.
When the ADD button is pressed, the AH-64D will be added to the member list of the displayed network.
(See NET and MODEM sub-pages for more information.)
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DCS [AH-64D]
TEAM MESSAGES
Team messages are used to relay and distribute command and control information, mission updates, or
reconnaissance information among networks of AH-64D’s. These message types include individual text messages
and entire mission files. Any time a text message or mission file is transmitted across a datalink network, all
subscribers designated as a Team member within that network will receive them.
Although Team messages themselves cannot be selectively sent to individual aircraft within a datalink network,
the networks themselves may be configured to facilitate this. Team member designations within a network may
be altered from the NET sub-page, or separate datalink networks may be configured with unique Team member
designations.
COM Message Send (MSG SEND) Sub-Page

The Message Send sub-page presents several options for sending text messages or mission files.
1. TEXT Sub-page
4. CURRENT
2. Mission 1 Select
MISSION Sub-page
3. Mission 2 Select
5. ATHS Sub-page
1. TEXT sub-page. Displays the Text sub-page.

2. MISSION 1. Not implemented.
3. MISSION 2. Not implemented.
4. CURRENT MISSION sub-page. Displays the Current Mission sub-page.
5. ATHS sub-page. Not implemented.
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Sending Text Messages

Text messages may contain up to 4 lines of text, with each line consisting of no more than 44 alphanumeric
characters (or spaces), for a maximum of 176 characters.
COM MSG-SEND Text (TEXT) Sub-Page

The TEXT sub-page allows aircrews to select a pre-composed text message for transmission across the datalink
network, or manually compose a text message themselves using the Keyboard Unit (KU).
Text Message - MPS Format
Ten text messages may be composed using Mission Planning Systems prior to the mission. These text messages
allow aircrews to rapidly send critical or time-sensitive messages between aircraft without needing to manually
input each message prior to transmission.
1. Source Select 2. TEXT MSG Type
4. Message
Preview Window
3. Message Select 3. Message Select
5. SEND Button
6. Send Status Window
1. Source Select. Not implemented.

2. TEXT MSG Type. Selects a page format for sending pre-composed or manually entered text messages.
• TEXT MSG – MPS. Displays up to 10 text messages that have been composed prior to the mission.
• TEXT MSG – FREE. Displays options for manually composing a text message using the KU.
3. Message Select. Selects an MPS Text message for preview.
4. Message Preview Window. Displays the text message that will be transmitted if the SEND button is
pressed.
5. SEND Button. The SEND button is displayed when a MPS Text message is selected for preview, or at least
one character has been entered into one line of a Free Text message, and the Datalink Transmit Select
Indicator is set to a radio that has been configured for transmitting digital messages.
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When the SEND button is pressed, the text message will be sent to all network subscribers that are
designated as Team members.
6. Send Status Window. Displays the radio and datalink network over which the text message will be
transmitted.
Text Message - Free Format
Free text messages may be composed in the cockpit using the Keyboard Unit (KU). This allows aircrews to send
text messages regarding unplanned events, contingencies, or reconnaissance information.
7. Text Entries
8. Clear Text Entries
7. Text Entries. Activates the KU for inputting a line of text. Each line of text may contain a maximum of 44
characters.
8. Clear Text Entries. Deletes all characters from each line of text.
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Sending Mission Files

Mission files may be sent from the aircraft database across the datalink network, which will overwrite the
corresponding mission file when stored in the receiving aircraft. Each mission file may be individually selected for
transmission, or the entire mission database may be selected for transmission.
COM MSG-SEND Current Mission (CURRENT MISSION) Sub-Page

The CURRENT MISSION sub-page transmits mission files from the aircraft memory across the datalink network.
When stored, the mission files onboard the receiving aircraft will be replaced with the received mission file. This
allows commanders or team leaders to synchronize information displayed on the TSD of each AH-64D as changes
in mission occur in real-time. This may also be used to update the TSD database of subsequent teams entering
the battlespace from those already on-station performing reconnaissance or conducting a “battle handover”.
1. DL Page 2. XPNDR Page 3. UHF Page 4. FM Page 5. HF Page
6. Waypoint/
Hazards File
7. Areas File 11. Laser Codes File
8. Lines File
9. Target/Threat File
10. Control 14. SEND Button

Measures File
12. Route Format 13. All Mission Files
1. DL Page. Displays the Datalink page.

2. XPNDR Page. Displays the Transponder page.
3. UHF Page. Displays the UHF Radio page.
4. FM Page. Displays the FM Radio page.
5. HF Page. Displays the HF Radio page.
6. Waypoint/Hazards File. Selects the Waypoint/Hazards file (W01-W50) for transmission.
7. Areas File. Selects the Areas file for transmission. (N/I)
8. Lines File. Selects the Lines file for transmission. (N/I)
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DCS [AH-64D]
9. Target/Threat File. Selects the Target/Threat file (T01-T50) for transmission.

10. Control Measures File. Selects the Control Measures file (C51-C99) for transmission.
11. Laser Codes File. Selects the Laser Codes file (Codes A-R) for transmission.
12. Route Format. Displays the Route format.
13. All Mission Files. Selects all mission files residing within the aircraft memory for transmission. Each mission
file will be transmitted in rapid succession to each Team member.
14. SEND Button. The SEND button is displayed when a mission file is selected and the Datalink Transmit
Select Indicator is set to a radio that has been configured for transmitting digital messages.
When the SEND button is pressed, the selected mission file(s) will be sent to all network subscribers that
are designated as Team members.
15. Send Status Window. Displays the radio and datalink network over which the mission file will be
transmitted.
Route Format
The Route format allows each route to be individually selected for transmission, or the entire Route file may be
transmitted.
NOTE: If a route contains any points with different coordinates (or are simply not present) within the receiving
aircraft, the route sequence will appear differently within the receiving aircraft when stored. The corresponding
points within each route should be transmitted to, and stored within, the receiving aircraft before the routes
themselves are transmitted and stored.
16. Route Select 16. Route Select
17. Routes File
16. Route Select. Selects an individual route from within the Routes file for transmission.
17. Routes File. Selects the Routes file (Routes 1-10) for transmission.
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[AH-64D] DCS
Receiving Text Messages & Mission Files

Either crewmember may review, store, or delete any received text message, mission file, or other datalink
message. However, deleting or storing a datalink message will perform the action for both crewstations.
When a text message or mission file has been received through the datalink, the EUFD
will display a “DL MESSAGE” advisory, prompting the aircrew to access the MSG REC
sub-page to review (or store) the received datalink message.
COM Message Receive (MSG REC) Sub-Page

The MSG REC sub-page allows aircrews to view a list containing all datalink messages that have been received.
1. Source Select 2. Store File 3. Store LOCATION 4. Delete Message
5. Message Select 5. Message Select
6. Paging Controls 7. ATHS Sub-page
1. Source Select. Not implemented.

2. Store File. Stores the selected mission file, TSD point, tactical report, or PF/NF zones.
3. Store LOCATION. Selects a location for storing the selected mission file, TSD point, or PF/NF zones. This
option is not available when a tactical report is selected from the message list. (N/I)
• LOCATION – CURR. Stores the selected data within the database residing in the aircraft memory.
• LOCATION – MSN1. Stores the selected data within the MISSION 1 database residing on the DTC.
• LOCATION – MSN2. Stores the selected data within the MISSION 2 database residing on the DTC.
4. Delete Message. Deletes the selected message.
5. Message Select. Selects a received message for review, storing, or deletion.
6. Paging Controls. Cycles forward and back through multiple pages of the message list.
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8. Review Message
8. Review Message. Displays the Review format when a text message is selected from the message list.
This option will be displayed in white if the selected text message has not been reviewed by either
crewmember. Once the text message has been reviewed, the option will be displayed in green.
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[AH-64D] DCS
TSD POINTS
Any point residing within the TSD database may be transmitted across the datalink network. However, unlike
mission files which are transmitted to all Team members within the datalink network, TSD points may only be
transmitted to selected Primary members. This facilitates target handovers between individual aircraft by sending
Target points, it allows team leaders to develop hasty control measures during the mission, and permits a more
limited transfer of TSD points to specific aircraft in lieu of sending an entire file to all Team members.
Transmitting a Point
Points may be transmitted while the POINT sub-page is displayed in XMIT format. By default, no Primary members
are selected to receive a point transmission; each Primary member must be selected as a method of confirming
which subscribers should receive the selected point.
POINT Transmit (XMIT) format

Pressing the XMIT button (VAB L6) displays the POINT sub-page in Transmit format. Pressing the XMIT button a
second time returns the POINT sub-page to the original format.
2. Primary Member Select
1. Review Point
3. SEND Button
1. Review Point. Activates the KU for inputting a point file for transmission. Alternatively, a point may be
selected for review directly from the TSD by using the MPD cursor.
2. Primary Member Select. Displays a list of Primary members within the selected datalink network that
may be selected to receive the selected point. Each entry within the list is generated from the Callsigns of
Primary members as displayed on the NET sub-page, truncated to the last three alphanumeric characters.
For example, “DH08” is displayed as “H08” within the Primary member list on the TSD page.
If the Datalink Transmit Select Indicator is moved to a different datalink network on the EUFD, the Primary
member list will update to reflect the Primary members within the selected datalink network. If the Datalink
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DCS [AH-64D]
Transmit Select Indicator is moved to a radio that has not been tuned to a preset with a datalink network,
or that network contains no Primary members, no callsigns will be displayed within the Primary member list.
3. SEND Button. The SEND button is displayed when a point is selected, the Datalink Transmit Select Indicator
is set to a radio that has been configured for transmitting digital messages, and at least one Primary member
has been selected to receive it.
4. Send Status Window. Displays the radio and datalink network over which the point will be transmitted.
Transmitting a Point
To transmit a point, ensure the EUFD Datalink
Transmit Select Indicator is set to the datalink
network over which the transmission is
intended, and then perform the following: 4. IDENT> (VAB L1)

5. Primary Members
(VAB T5, T6, R1-R5)
3. XMIT (VAB L6) – Select.
point index of the point to be transmitted
into the KU (e.g., “W11”, “H05”, “C51”,
“T04”, etc).
3. XMIT (VAB L6)
or 6. SEND (VAB R6)
the point to be transmitted on TSD.
5. Primary Member(s) (VAB T5, T6, R1-R5) – Select as desired.

6. SEND (VAB R6) – Press.
Once SEND (VAB R6) is pressed, the SEND text label will be displayed in inverse video as the transmission is
performed to each Primary member that is selected to receive the point. When the transmission is complete, the
SEND text label will revert to normal video.
If an acknowledgement of receipt is not received from any Primary member selected to receive the point, a “XMIT
NAK” advisory will be displayed on the EUFD.
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[AH-64D] DCS
Receiving a Point
When a point has been received through the datalink, the EUFD will display an advisory
indicating the type of point received. The “TGT/THRT” advisory will also be
accompanied by an audio ring tone, prompting the aircrew to access the MSG REC sub-
page or the TSD Receive List to store the received Target/Threat point.
Any time a datalink message intended for
Primary members is received, the aircrew
within the receiving aircraft may store the
contents of the message by selecting the COM
page and then the MSG REC sub-page, or they
may store it directly from the TSD. A white 2. REC (VAB L2)
REC option will be displayed at VAB L2, which
will open the TSD Receive list.
Type of point
received
Originator Datalink
Callsign Protocol

The Receive list will display the four most
recent datalink messages that have not
already been stored (excluding text messages
and mission files). Each entry will include the
type of data that has been sent within the
message, the originator callsign that sent the
message, and the modem protocol through 3. Datalink message
(VAB L2-L5)
which it was received.
In the example on this page, a TGT/THRT
point was received from “DH09” through the
DATALINK protocol, indicated by an “L”.
To store a point within the database, perform
the following:
2. REC (VAB R2) – Select to display the
Receive list.
3. Datalink message (VAB L2-L5) – Select.
3. NONE (VAB L6)
or
3. NONE (VAB L6) – Select to close the
Receive list without storing a message.
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DCS [AH-64D]
TACTICAL REPORTS
Tactical reports may be transmitted between AH-64D’s across the datalink network. These reports streamline and
digitize the distribution of tactical information between AH-64D’s during the mission, which facilitates a more
efficient use of the radios for voice communications.
Crewmembers may send reports to any AH-64D Primary member(s) within the selected datalink network, or they
may send a request for a report, also known as a “query”. In addition, crewmembers may configure the modem
to automatically send reports in response to queries without aircrew interaction; or they may disable this function,
which will require a manual reply to such report queries.
Battle Damage Assessment Report. BDA reports allow crewmembers to send missile engagement data to
their flight leaders, which can then forward that data across other datalink networks to AH-64D commanders.
Target Report. Target reports allow FCR-equipped AH-64D’s to distribute FCR-generated targeting or
reconnaissance data to other AH-64D’s across the datalink network, which can be used to maintain situational
awareness of the battlespace or aid in target acquisition within their own aircraft.
Present Position Report. Present Position reports update the positions of other AH-64D’s on the datalink
network and displays their positions as friendly helicopter symbols on the TSD. These reports may be used to
monitor the movements of each team of AH-64D’s, allowing flight leaders and commanders to synchronize tactical
movements and actions.
Fuel/Ammunition/Rockets/Missiles Report. Also known as FARM, these reports send the current state of
fuel, munitions, and expendable countermeasures remaining onboard, allowing flight leaders and commanders
to monitor the remaining time-on-station, ordnance, and defensive capabilities of the AH-64D’s at any point
during the mission.
All reports may be transmitted, requested, received, or reviewed through the TSD; or stored from the COM MSG
REC sub-page.
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[AH-64D] DCS
TSD Report (RPT) Sub-page

Sending or requesting tactical reports is performed through the RPT sub-page on the TSD. This sub-page allows
crewmembers to send Battle Damage Assessment (BDA) reports, FCR Target (TGT) reports, Present Position (PP)
reports, or report the status of their onboard fuel, munitions, and expendable countermeasures using FARM
reports. This page also allows crewmembers to disable the modem’s automatic replies to queries.
1. BDA Report format 7. Status Message Select
2. TGT Report format
3. PP Report format
4. FARM Report format
5. SIT Report format
6. SPOT Report format
8. Automatic Reply Mode 9. ATHS sub-page 10. ARTY sub-page 11. AF sub-page
1. BDA Report format. Displays the Battle Damage Assessment Report format.
2. TGT Report format. Displays the FCR Target Report format.
3. PP Report format. Displays the Present Position Report format.
4. FARM Report format. Displays the Fuel/Ammunition/Rockets/Missiles Report format.
5. SIT Report format. Not implemented.
6. SPOT Report format. Not implemented.
7. Status Message Select. Not implemented.
8. Automatic Reply Mode. Enables/disables the automatic reply function of the datalink modem.
• AUTO. The modem will automatically transmit reports in response to queries.
• OFF. The aircrew will be notified of incoming queries and will be responsible for sending reports as
necessary.
10. ARTY sub-page. Not implemented.
11. AF sub-page. Not implemented.
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DCS [AH-64D]
Selected Report (BDA, TGT, PP, FARM) format

Pressing the BDA (VAB L1), TGT (VAB L2), PP (VAB L3), or FARM (VAB L4) buttons displays the RPT sub-page in
the selected report format. Pressing the corresponding report button a second time returns the RPT sub-page to
the original format.
Battle Damage Assessment (BDA) Report
BDA reports transmit the SHOT file stored within the onboard database, which stores the details of each missile
engagement performed by the ownship. The BDA report can also forward SHOT files that have already been
received from other AH-64D’s via the datalink. SHOT files may be reviewed on the TSD SHOT sub-page.
1. SHOT symbols
2. All SHOT Files
3. Ownship SHOT File
5. SEND Button
7. Message Type Select
1. SHOT Symbols. Missile engagement locations are stored to the ownship SHOT file and displayed on the
TSD and FCR pages as green X symbols. Missile engagement locations received via the datalink are displayed
as partial-intensity green X symbols on the TSD and FCR pages.
2. All SHOT Files (ALL). All SHOT file entries will be transmitted within the BDA report, which includes SHOT
files stored by the ownship and SHOT files received through the datalink from other AH-64D’s.
3. Ownship SHOT File (OWN). Ownship SHOT file entries will be transmitted within the BDA report. This is
the default selection.
may be selected to receive the report. Each entry within the list is generated from the Callsigns of Primary
members as displayed on the NET sub-page, truncated to the last three alphanumeric characters. For
example, “DH08” is displayed as “H08” within the Primary member list on the TSD page.
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[AH-64D] DCS
When BDA is the selected report type, no members are selected by default. However, if TGT, PP, or FARM
are the selected report type, all members are selected by default.
5. SEND Button. The SEND button is displayed when a report is selected, the Datalink Transmit Select
Indicator is set to a radio that has been configured for transmitting digital messages, and at least one
Primary member has been selected to receive it.
6. Send Status Window. Displays the radio and datalink network over which the report will be transmitted.
7. Message Type Select. Toggles the type of message that will be sent to the selected Primary members.
This option is not displayed when the RPT sub-page is displayed in TGT format; FCR Target reports may be
sent, but they cannot be requested.
• SEND. A report will be sent to each Primary member that has been selected.
• RQST. A query will be sent to each Primary member that has been selected.
Target (TGT) Report
TGT reports distribute FCR target data to other AH-64D’s. TGT reports may contain individually-selected FCR
targets, high-priority FCR targets, or all FCR targets which includes high- and low-priority targets.
(See the Fire Control Radar chapter for more information.)
8. All FCR Targets
9. Priority FCR Targets
8. All FCR Targets (ALL). All FCR targets will be transmitted within the TGT report, which includes the 16
high-priority targets and all low-priority targets.
9. Priority FCR Targets (PRI). The 16 high-priority FCR targets will be transmitted within the TGT report.
The MPD cursor may be used to individually select FCR targets for transmission within the TGT report. If any
FCR target is cursor-selected on the TSD while the TGT report format is displayed, that FCR target will be
included within the FCR target report. Cursor-selecting any FCR target in this manner will de-select the ALL and
PRI options, since a custom TGT report has been started using cursor-selected targets. Subsequently selecting
ALL or PRI will erase the custom TGT report.
NOTE: There are no indications as to which FCR targets have been cursor-selected for a custom TGT report.
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DCS [AH-64D]
Present Position (PP) Report

PP reports transmit the ownship’s present position to other AH-64D’s, which will be displayed as Datalink
Subscriber control measure symbols on the TSD within the receiving aircraft. Each unique present position report
is stored as C93 through C99 within the TSD database, allowing a maximum of 7 present position points to be
displayed at any given time. If a PP report is received from a subscriber ID that corresponds with an existing
point within C93-C99, the coordinate data of the point is updated with the most recent position received. If each
point within C93-C99 is already occupied by present position data, each PP report that is subsequently received
from a unique subscriber ID will overwrite the data stored in C93, then C94, etc. in a cyclic manner.
NOTE: Present Position reports are only transmitted on demand. These points are static in nature and are not
automatically updated as each AH-64D within the datalink network moves across the battlefield.
10. Present
Position Points
10. Present Position Points. Displays the positions of other AH-64D’s within the datalink network. The last
three alphanumeric characters within the corresponding subscriber’s callsign are entered as the point’s Free
Text, which allows the crewmembers to identify the positions of other AH-64D’s on the TSD.
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[AH-64D] DCS
Fuel/Ammo/Rockets/Missiles (FARM) Report

FARM reports transmit the fuel state, munitions inventory, and the quantity of expendable countermeasures
remaining onboard the aircraft. The FARM report also includes the present position and MSL altitude (above mean
sea level) of the originating aircraft, and the time at which the data was transmitted. FARM reports may be
reviewed on the TSD FARM sub-page.
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DCS [AH-64D]
Sending Tactical Reports

To send a report, ensure the EUFD Datalink
Transmit Select Indicator is set to the datalink 2. RPT (VAB T1)
intended, and then perform the following:
2. RPT (VAB T1) – Select.
3. Report Type (VAB L1-L4) – Select the
desired report format.
4. MSG (VAB B2) – Set to SEND.
5. Report Options (VAB L4/L5) – Select as
necessary prior to transmitting a BDA or
TGT report.
3. Report Type (VAB L1-L4)
or
individual FCR targets to be transmitted
within the TGT report.
4. MSG (VAB B2)

6. Primary Members
(VAB T5, T6, R1-R5)
5. Report Options (VAB L4/L5)

6. Primary Member(s) (VAB T5, T6, R1-R5)
– Select as desired.
Once SEND (VAB R6) is pressed, the SEND
text label will be displayed in inverse video as 7. SEND (VAB R6)
the transmission is performed to each Primary

member that is selected to receive the report.
When the transmission is complete, the SEND
text label will revert to normal video.
If an acknowledgement of receipt is not
received from any Primary member selected
to receive the report, a “XMIT NAK” advisory
will be displayed on the EUFD.
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[AH-64D] DCS
Requesting Tactical Reports

To request a report, ensure the EUFD Datalink
Transmit Select Indicator is set to the datalink 2. RPT (VAB T1)
intended, and then perform the following:
2. RPT (VAB T1) – Select.
3. Report Type (VAB L1, L3, or L4) – Select
3. Report Type (VAB L1, L3, L4)
the desired report format.
NOTE: FCR TGT Reports cannot be
requested.
4. MSG (VAB B2) – Set to RQST.
5. Primary Members (VAB T5, T6, R1-R5) –
Select.
text label will be displayed in inverse video as
member that is selected to receive the query.
When the transmission is complete, the SEND
to receive the query, a “XMIT NAK” advisory
will be displayed on the EUFD.
5. Primary Members
(VAB T5, T6, R1-R5)
6. SEND (VAB R6)
4. MSG (VAB B2)
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DCS [AH-64D]
Receiving Tactical Reports

When a tactical report has been received through the datalink, the EUFD will display an
advisory indicating the type of report received. “BDA REPORT” and “FCR TGT REPORT”
advisories will be accompanied by an audio ring tone, prompting the aircrew to access
the MSG REC sub-page or the TSD Receive List to store the received report.
Type of report
received
Originator Datalink
Callsign Protocol

(VAB L2-L5)
In the example on this page, a BDA report was
received from “DH09” through the DATALINK
protocol, indicated by an “L”.
To store a tactical report within the database,
Receive list.
3. NONE (VAB L6)
or
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[AH-64D] DCS
Reviewing Tactical Reports

After receiving BDA and FARM reports, the information contained within the reports is extracted and stored within
the aircraft database. The information from these reports may be reviewed from the TSD COORD sub-page.
TSD Shot (SHOT) Sub-page

The SHOT sub-page displays engagement data for every missile fired from the ownship and any BDA reports
received through the datalink.
1. Missile
Engagement Data
2. DEL Button
3. Paging Controls
1. Missile Engagement Data. Every AGM-114 missile that is fired will generate a unique missile engagement
index within the ownship SHOT file.
• Shot Index. The index for each ownship missile engagement is numbered 1 through 16. Any SHOT
files that are extracted from BDA reports received via the datalink will be stored in indexes 17-128,
allowing a total of 16 missile engagements from 7 other AH-64D’s within the network.
If the number of missile engagements from the ownship exceeds 16, which may occur after rearming
at a Forward Arming and Refueling Point (FARP), the 17th missile engagement that is recorded will
overwrite the data in index 1, the 18th missile engagement will overwrite the data in index 2, and so
on in a cyclic manner.
If the number of imported missile engagements extracted from BDA reports exceeds 112, missile
engagement data will begin overwriting the data in index 17, then 18, and so on in a cyclic manner.
• Target Classification. If an RF missile engagement is conducted against an FCR-detected target, the
corresponding FCR target symbol will be displayed next to the Shot index. If an RF missile engagement
is conducted using the TADS to generate target data, an “Unknown” (square) target symbol will be
displayed. All SAL missile engagements will be displayed with an “Unknown” (square) target symbol.
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DCS [AH-64D]
• Missile Type. “RF” will be displayed when an AGM-114L missile is employed, or “SAL” when an AGM-
114K missile is employed.
• Time of Engagement. The missile engagement is recorded at the moment that launch is commanded.
• Ownship (OWN)/Datalink (DL). “OWN” will be displayed for missile engagements 1-16. “DL” will
be displayed for missile engagements 17-128 that have been received over the datalink network.
• Location of Engagement. The MGRS coordinates of the target, to include the Earth Datum and
Datum Code, are displayed based on the location of the target handover data when employing an RF
missile, or the line-of-sight and range source of the selected sight at the moment of launch when
employing a SAL missile.
2. DEL button. Pressing the DEL button (VAB L3) replaces the DEL button with a two-button Grouped button
confirmation option. Pressing the NO button (VAB L3) will abort the deletion process. Pressing the YES
button (VAB L2) will delete all missile engagement data received over the datalink network.
Ownship (OWN) missile engagement data cannot be deleted.
3. Paging Controls. Cycles forward and back through multiple pages of the SHOT file.
TSD Fuel/Ammunition/Rockets/Missiles (FARM) Sub-page

The FARM sub-page displays onboard fuel, munitions, countermeasures, and present position coordinate data of
other AH-64D’s received through the datalink.
1. TYPE Select
1. TYPE Select. Selects the type of FARM report data that is displayed.
• BASIC. The Basic FARM report format displays the datalink subscriber’s callsign, the time the report
was received, the total fuel onboard (lbs.), remaining rounds of 30mm ammunition, remaining rockets
onboard (of any type), and the remaining missiles onboard, separated between RF and SAL variants.
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[AH-64D] DCS
• MSL. The Missile (MSL) FARM report format displays the datalink subscriber’s callsign, the time the
report was received, and the remaining missiles onboard, separated between RF, SAL1, SAL2, and
Other missile variants. Only RF (AGM-114L) and SAL2 (AGM-114K) are simulated within DCS: AH-64D.
• EXPEN. The Expendables (EXPEN) FARM report format displays the datalink subscriber’s callsign, the
time the report was received, and the remaining expendable countermeasures onboard, separated
between Flare, Chaff, and Other. Only flares and chaff are simulated within DCS: AH-64D.
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DCS [AH-64D]
• PP. The Present Position (PP) FARM report format displays the datalink subscriber’s callsign, the time
the report was received, the subscriber’s present position in both MGRS and Latitude/Longitude
coordinate formats, and the subscriber’s altitude in feet above mean sea level (MSL).
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[AH-64D] DCS
BATTLE AREA MANAGEMENT

As attack helicopters, AH-64D’s are capable of engaging large numbers of enemy targets within a short time
span. When massing fires against enemy forces, proper distribution of fire should be used to ensure as many
targets are engaged as possible while maximizing the use of all munitions that are available within the team, all
while avoiding potential fratricide and collateral damage of non-military infrastructure. This is especially crucial
when employing “fire-and-forget” weapons such as the radar-guided AGM-114L missile.
Fire zones facilitate this distribution of firepower across the battlefield by assigning specific geographic zones for
engagement by individual AH-64D’s (Priority Fire Zones; PFZ) and other geographic zones that should not be
engaged (No Fire Zones; NFZ). Priority Fire Zones and No Fire Zones may be transmitted between selected
Primary members across the datalink network, which allows flight leaders and commanders to digitize the
distribution of fires during the mission. These fire zones may be created, deleted, transmitted, or received through
the TSD. In addition, received fire zones may also be stored from the MSG REC sub-page, which is accessed from
the COM page.
When drawing Priority Fire Zones or No Fire Zones, 4-sided zones may be created by either crewmember using
several methods, ranging from simple rectangles to irregular-shaped quadrilaterals. Once drawn, PFZ’s may then
be assigned to any Primary member(s) within the selected datalink network.
Fire zones may also be individually activated or deactivated, which will affect how any FCR-equipped AH-64D’s
prioritize ground targets that are detected within those zones. (See the Fire Control Radar chapter for more
information.)
• All FCR targets detected within an activated PFZ will out-prioritize any FCR targets that are outside the PFZ.
• All FCR targets detected within an activated NFZ will not be prioritized by the FCR, even if those targets are
also within an overlapping PFZ that is also activated. However, it should be noted that activating an NFZ will
not prevent any targets within the zone from being engaged; it will only affect the FCR’s target prioritization
process.
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DCS [AH-64D]
TSD Battle Area Management (BAM) Sub-page

All functions regarding Priority Fire and No Fire Zones are performed through the BAM sub-page on the TSD. This
sub-page allows crewmembers to create or delete fire zones, activate/deactivate fire zones, assign PFZ’s to
specific Primary members, or transmit fire zones to Primary members within the selected datalink network.
Priority Fire (PF) format

The BAM sub-page is displayed in PF format when the fire zone type (VAB L1) is set to PF. This format displays
options and controls for creating, deleting, assigning, or activating Priority Fire Zones.
8. Assign Format
1. Priority Fire Zone
2. Fire Zone TYPE Select
3. Zone Option Select
4. Zone Activation Select
5. Delete PF Zones
6. Zone Number Select
7. Draw Method Select 10. SEND Button
12. Transmit Both Zone Types
1. Priority Fire Zone. Displays a geographic area in which weapons fire from the assigned Primary member
should be concentrated at the appropriate time in battle. Up to 8 PFZ’s may be present on the TSD at any
given time, with each zone identified with a number 1 through 8.
2. Fire Zone TYPE Select. Toggles the BAM page between PF and NF formats.
3. Zone Option Select (OPT). Selects the method of sub-dividing geographic areas between each Priority
Fire Zone.
• AUTO. The geographic area to encompass all PFZ boundaries is selected using the MPD cursor, which
is automatically subdivided into individual PFZ’s based on the number of zones selected using VAB L5.
• MAN. Each individual PFZ is manually drawn using the MPD cursor, the total number of which is
selected using VAB L5.
• TRP. Four equally sized PFZ’s are placed on the TSD by the MPD cursor in a Target Reference Point
quadrant pattern, with the height and width of each PFZ based on the KM value selected using VAB
L5. The MPD cursor will be displayed in TRP format when positioned within the TSD footprint.
400
[AH-64D] DCS
4. Zone Activation Select (ACT). Displays the PFZ activation menu, which allows the crewmember to
activate any PFZ from the displayed list. When a PFZ has been activated, the border lines of the zone will
marquee in a continuous pattern. Only one PFZ may be active at any given time.
NOTE: Activating a PFZ will remove all zone text labels within the boundaries of the zone.
5. Delete PF Zones (DEL). Deletes all Priority Fire Zones.
6. Zone Number Select (#Z). Displays the zone number selection menu, which allows the crewmember to
choose the number of PFZ’s that are drawn when OPT is set to AUTO or MAN.
When entering the BAM sub-page, this selection will default to the number of Primary members that are
present within the datalink network selected by the Datalink Transmit Select Indicator, plus one additional
zone for the ownship (e.g., if there are three Primary members within the selected datalink network, the
zone number selection will default to “4”).
If the Datalink Transmit Select Indicator is set to a radio that is not tuned to a datalink network, or the
selected datalink network has no subscribers designated as Primary members, the zone number selection
will default to 1.
7. Draw Method Select (DR). Selects the method of drawing Priority Fire Zones using the MPD cursor.
• Box (BX). A rectangular-shaped zone will be drawn based on the alignment of the TSD. The first
Cursor-Enter command using the MPD cursor will establish the first corner, and the second Cursor-
Enter command will establish the opposing corner.
• Line (LN). A custom quadrilateral-shaped zone may be drawn independent of the alignment of the
TSD. Each Cursor-Enter command using the MPD cursor establishes the next corner of the zone in
sequence.
8. Assign format (ASN). Displays the Priority Fire Assign format.
may be selected to receive the PF Zone file. Each entry within the list is generated from the Callsigns of
10. SEND Button. The SEND button is displayed on the PF format when at least one PFZ is present on the
TSD, the Datalink Transmit Select Indicator is set to a radio that has been configured for transmitting digital
messages, and at least one Primary member has been selected to receive it.
11. Send Status Window. Displays the radio and datalink network over which the zone(s) will be
transmitted.
12. Transmit Both Zone Types (XMIT BOTH). The XMIT BOTH button is displayed on the BAM sub-page
when at least one PFZ and one NFZ is present on the TSD. When selected, pressing the SEND button will
simultaneously transmit the PF Zone and NF Zone files to the selected Primary member(s).
EAGLE DYNAMICS 401

DCS [AH-64D]
No Fire (NF) format

The BAM sub-page is displayed in NF format when the fire zone type (VAB L1) is set to NF. This format displays
options and controls for creating, deleting, or activating No Fire Zones.
1. Active Select
2. No Fire Zone
3. Fire Zone TYPE Select
4. No Fire Zone Select
5. Zone Activation Select
6. Delete Selected NF Zone
7. Draw Method Select 9. SEND Button
11. Transmit Both Zone Types
1. Active Select. No function.

2. No Fire Zone. Displays a geographic area in which weapons fire is prohibited during the battle. Up to 8
NFZ’s may be present on the TSD at any given time, with each zone identified with a number 1 through 8.
3. Fire Zone TYPE Select. Toggles the BAM page between PF and NF formats.
4. No Fire Zone Select (SEL). Displays the NFZ selection menu, which allows the crewmember to select
individual No Fire Zones for drawing, deleting, or activating/de-activating the selected zone. Any number of
NFZ’s may be active at any given time.
5. Zone Activation Select (ACT). Activates/Deactivates the NFZ selected using VAB L2. When a NFZ has
been activated, the border lines of the zone will marquee in a continuous pattern.
6. Delete Selected NF Zone (DEL). Deletes the NFZ selected using VAB L2.
7. Draw Method Select (DR). Selects the method of drawing No Fire Zones using the MPD cursor.
• Box (BX). A rectangular-shaped zone will be drawn based on the alignment of the TSD. The first
Cursor-Enter command using the MPD cursor will establish the first corner, and the second Cursor-
Enter command will establish the opposing corner.
• Line (LN). A custom quadrilateral-shaped zone may be drawn independent of the alignment of the
TSD. Each Cursor-Enter command using the MPD cursor establishes the next corner of the zone in
sequence.
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[AH-64D] DCS
may be selected to receive the NF Zone file. Each entry within the list is generated from the Callsigns of
9. SEND Button. The SEND button is displayed on the NF format when at least one NFZ is present on the
TSD, the Datalink Transmit Select Indicator is set to a radio that has been configured for transmitting digital
messages, and at least one Primary member has been selected to receive it.
10. Send Status Window. Displays the radio and datalink network over which the zone(s) will be
transmitted.
11. Transmit Both Zone Types (XMIT BOTH). The XMIT BOTH button is displayed on the BAM sub-page
when at least one PFZ and one NFZ is present on the TSD. When selected, pressing the SEND button will
simultaneously transmit the PF Zone and NF Zone files to the selected Primary member(s).
EAGLE DYNAMICS 403

DCS [AH-64D]
Drawing Fire Zones

Fire zones may be placed on the TSD by either crewmember using several options and draw methods that are
selected from the BAM sub-page. The creation of Priority Fire Zones may be Automatic, Manual, or placed around
a central TRP, but each No Fire Zone must be individually selected and drawn. However, PFZ’s and NFZ’s may
both be drawn using either the Box (BX) or Line (LN) methods.
When using the Line method to draw PFZ’s or NFZ’s, a line will not be accepted if placed in such a way that it
crosses an existing line of the same zone. For example, an hourglass-shaped zone cannot be created.
AUTO PFZ Option. The geographic area to encompass all PFZ boundaries is selected using the MPD cursor,
which is automatically subdivided into individual PFZ’s based on the number of zones selected using VAB L5.
If the Box method is used to
draw the PFZ’s, the MPD
cursor designates the two
opposing corners of the PFZ
area. If the Line method is
used to draw the PFZ’s, the
MPD cursor designates each
corner in sequence, with the
total area sub-divided based
on the vector of the first line
drawn.
MAN PFZ Option. Each individual PFZ is manually drawn using the MPD cursor, the total number of which is
selected using VAB L5.
If the Box method is used to
cursor designates the two
opposing corners of each PFZ.
If the Line method is used to
cursor designates each corner
in sequence. The next zone is
then drawn in the same
manner until all zones are
drawn.
TRP PFZ Option. Four equally sized PFZ’s are placed on the TSD by the MPD cursor in a Target Reference Point
quadrant pattern, with the height and width of each PFZ based on the KM value selected using VAB L5.
The MPD cursor will be displayed in TRP format when
positioned within the TSD footprint. The size of the
MPD cursor’s TRP outline will be dynamically sized
based on the selected TRP size and the current TSD
scale. The MPD cursor designates the center of the
TRP, after which four equally sized square PFZ’s are
created.
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[AH-64D] DCS
Selected NFZ. Each individual NFZ is selected and manually drawn using the MPD cursor.
If the Box method is used to draw the NFZ, the
MPD cursor designates the two opposing corners
of the selected NFZ. If the Line method is used to
draw the NFZ, the MPD cursor designates each
corner in sequence.
Drawing Priority Fire Zones

To draw a Priority Fire Zone on the TSD,
2. BAM (VAB B3) – Select. 3. TYPE (VAB L1)
3. TYPE (VAB L1) – Set to PF. 7. MPD Cursor Draw
4. OPT (VAB L2) – Select AUTO, MAN, or

TRP as desired.
5. #Z (VAB L5) – Select desired number of 4. OPT (VAB L2)
zones if OPT is set to AUTO or MAN.
5. #Z or KM (VAB L5)
or
5. KM (VAB L5) – Select zone size (in
kilometers) if OPT is set to TRP.
6. DR (VAB L6) – Select BX or LN as desired.
6. DR (VAB L6)
7. MPD Cursor Controller/Enter – Draw each
zone in sequence as necessary.
1. TSD Fixed Action Button 2. BAM (VAB B3)
If a zone is being drawn while the OPT is set to MAN or AUTO, and the crewmember wishes to undo any previous
cursor actions for the zone being drawn, CLR (VAB B2) may be pressed to remove each previous cursor action in
sequence.
Once the zone(s) are drawn, ASN (VAB T4), ACT (VAB L3), and DEL (VAB L4) will be displayed, allowing the
crewmember to assign or activate PFZ’s, or delete all PFZ’s from the TSD.
EAGLE DYNAMICS 405

DCS [AH-64D]
Drawing No Fire Zones

To draw a No Fire Zone on the TSD, perform
the following:
2. BAM (VAB B3) – Select. 3. TYPE (VAB L1)
3. TYPE (VAB L1) – Set to NF.

4. SEL (VAB L2) – Select.
5. Zone Select (VAB T1, T2, L1-L6) – Select
an empty (white) zone as desired. 4. SEL (VAB L2)
NOTE: Drawn NF Zones will be displayed

in green. NF Zones that have not been
drawn will be displayed in white.
6. DR (VAB L6) – Select BX or LN as desired.
7. MPD Cursor Controller/Enter – Draw the
zone as necessary. 6. DR (VAB L6) 7. MPD Cursor Draw
1. TSD Fixed Action Button 2. BAM (VAB B3)
8. ACT (VAB L3)

If a zone is being drawn and the crewmember
wishes to undo any previous cursor actions,
CLR (VAB B2) may be pressed to remove each
previous cursor action in sequence.
8. ACT (VAB L3) – Select to accept and
activate the NFZ. 8. ACCEPT (VAB L4)
or
8. ACCEPT (VAB L4) – Select to accept but
not activate the NFZ.
Once the zone is accepted by pressing ACT or
ACCEPT, DEL (VAB L4) will be displayed,
allowing the crewmember to delete the
selected NFZ from the TSD.
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[AH-64D] DCS
Assigning Priority Fire Zones

Each Priority Fire Zone may have up to two Primary members within the selected datalink network assigned;
however, each Primary member may only be assigned to one zone. Once a Primary member is assigned to a PFZ,
the corresponding callsign will be removed from the Assign Primary Member options at VAB T5, T6, and R1-R5
when any other PFZ is selected. Likewise, once the ownship is assigned to a PFZ, OWN will be removed from VAB
B6 when any other PFZ is selected. If the ownship or a Primary member is to be assigned to a different zone, the
PFZ to which they are already assigned must be selected and their callsign subsequently de-selected to remove
the assignment from that zone. This will return their callsign, or the ownship, to the list of Primary members that
may then be assigned to any PFZ.
When the PF Zone file is transmitted to the corresponding Primary members across the datalink, an aircrew’s
assigned PFZ will be annotated with “OWN” within their respective cockpit.
Priority Fire Assign (ASN) format

The BAM sub-page is displayed in ASN format when the Fire Zone TYPE (VAB L1) is set to PF and ASN (VAB T4)
is selected. This format displays options for assigning Priority Fire Zones to Primary members or the ownship.
1. Priority Fire 2. Assign Primary

Zone Select Member
3. Assign Ownship
1. Priority Fire Zone Select. Selects the corresponding PFZ for assigning the ownship and/or a Primary
Member. The text label for the currently selected PFZ will be displayed in inverse video. When an assignment
has been made, the next PFZ will be automatically selected in sequence.
2. Assign Primary Member. Displays a list of Primary members within the selected datalink network that
may be assigned to the currently selected PFZ.
3. Assign Ownship (OWN). Assigns the ownship to the currently selected PFZ.
EAGLE DYNAMICS 407

DCS [AH-64D]
Sending Fire Zones

Sending fire zones across the datalink is performed through the BAM sub-page of the TSD. Crewmembers may
send Priority Fire Zones, No Fire Zones, or all fire zones to any Primary member(s) within the selected datalink
network. When transmitting the PF Zone file, all PFZ’s will be transmitted from the ownship to the selected
Primary members, which will overwrite all PFZ data on the receiving aircraft’s TSD. Likewise, when transmitting
the NF Zone file, all NFZ’s will be transmitted from the ownship to the selected Primary members, which will
overwrite all NFZ data on the receiving aircraft’s TSD.
When the PF or NF Zone data is overwritten in the receiving aircraft, all PFZ’s and/or NFZ’s will be synced to the
state of the BAM sub-page in the transmitting aircraft at the time the PF Zone or NF Zone files were transmitted,
to include the shape and location of each zone, whether each zone is active or inactive, and the assignments to
each PFZ. This data overwrite ensures that the fires distribution plan is updated across the entire AH-64D team
and that each aircraft shares the same fire zone state.
To transmit fire zones, ensure the EUFD
Datalink Transmit Select Indicator is set to the
datalink network over which the transmission
is intended, and then perform the following: 3. TYPE (VAB L1)

2. BAM (VAB B3) – Select. 4. Primary Members
(VAB T5, T6, R1-R5)
3. TYPE (VAB L1) – Set to PF or NF, if
intending to send only one type of zones.
or
3. XMIT BOTH (VAB B5) – Select, if
intending to send both types of zones.
4. Primary Member(s) (VAB T5, T6, R1-R5) 5. SEND (VAB R6)
– Select as desired.
member that is selected to receive the
zones(s). When the transmission is complete,
1. TSD Fixed Action Button 2. BAM (VAB B3) 3. XMIT BOTH (VAB B5)
the SEND text label will revert to normal video.
If an acknowledgement of receipt is not received from any Primary member selected to receive the zone(s), a
“XMIT NAK” advisory will be displayed on the EUFD.
408
[AH-64D] DCS
Receiving Fire Zones

When fire zones have been received through the datalink, the EUFD will display an
advisory indicating the type of zone(s) received. These advisories will be accompanied
by an audio ring tone, prompting the aircrew to access the MSG REC sub-page or the
TSD Receive List to store the received fire zones.
Type of fire
zone received
Originator Datalink
Callsign Protocol

(VAB L2-L5)
In the example on this page, PF and NF Zones
were received from “DH09” through the
DATALINK protocol, indicated by an “L”.
To store fire zones within the database,
Receive list.
3. NONE (VAB L6)
or
EAGLE DYNAMICS 409

DCS [AH-64D]
RADAR TARGET HANDOVERS

Radar-generated targets detected by FCR-equipped AH-64D’s may be transmitted to other AH-64D’s across the
datalink network. Unlike FCR TGT Report datalink messages, which only provide situational awareness or aid in
target acquisition using the receiving aircraft’s own sensors, RF Handover (RFHO) datalink messages may be
used for direct targeting by AGM-114L radar-guided missiles without the receiving aircraft acquiring the target.
Target Data
RFHO datalink messages may be sent to any AH-64D Primary member(s) within the selected datalink network,
allowing the receiving aircraft to engage the FCR target with RF missiles, rockets, or 30mm gunfire, regardless
of whether the receiving aircraft is equipped with an FCR themselves. However, if received by an AH-64D that is
equipped with an FCR, the RFHO data will replace any target data generated by the receiving aircraft’s own FCR.
NTS Target
RF Handover (RFHO) Engagement
410
[AH-64D] DCS
FCR page RF Handover (RFHO) Selection Menu

Sending an FCR target handover is performed from the RFHO selection menu on the FCR page. This selection
menu is accessed by pressing the RFHO (VAB R4) button and allows crewmembers to send the Next-To-Shoot
(NTS) target to a Primary member within the selected datalink network. The RFHO button is displayed on the
FCR page when the FCR is the crewmember’s selected sight, an NTS target has been designated, and the Datalink
Transmit Select Indicator on the EUFD is set to a radio that has been tuned to a preset with at least one Primary
member within the corresponding datalink network. (See the Fire Control Radar chapter for more information.)
1. Next-To-Shoot Select
2. Next-To-Shoot Target
4. SEND Button
1. Next-To-Shoot (NTS) Select. Advances the NTS and ANTS target designations through the 16 high
priority targets in a descending order before cycling back to the first target on the list.
Each time an RFHO is transmitted, the NTS and ANTS designations will automatically sequence to the next
targets on the High Priority Target List, allowing rapid engagement of the high priority targets by RF missiles
fired from the ownship and/or other AH-64D’s receiving RFHO messages.
2. Next-To-Shoot (NTS) Target. The NTS target symbol indicates the designated target location to which
all sighting functions of the FCR are performed, or which target will be transmitted via an RFHO.
may be selected to receive the RFHO. Each entry within the list is generated from the Callsigns of Primary
members as displayed on the NET sub-page, truncated to the last three alphanumeric characters. For
example, “DH08” is displayed as “H08” within the Primary member list on the FCR page.
If the Datalink Transmit Select Indicator is moved to a radio that has not been tuned to a preset with a
datalink network, the Primary member list will be closed and the RFHO (VAB R4) option will be removed
from the FCR page.
4. SEND Button. The SEND button is displayed when a Primary member has been selected to receive the
current NTS target as an RFHO.
5. Send Status Window. Displays the radio and datalink network over which the report will be transmitted.
EAGLE DYNAMICS 411

DCS [AH-64D]
Sending an RF Handover
To send an RFHO, ensure the EUFD Datalink
Transmit Select Indicator is set to the datalink
intended, and then perform the following: 2. NTS (VAB L1)
1. Sight Select switch – FCR, if FCR is not

the selected sight. (Collective Mission
Grip or TEDAC Right Handgrip)
or
1. FCR Fixed Action Button – Press, if FCR is
the selected sight.
2. NTS (VAB T1) – Select to advance NTS
designation to desired FCR target for RF
Handover. 3. RFHO (VAB R4)
or
2. MPD Cursor Controller/Enter –
Designate desired FCR target as NTS for
RF Handover.
Sight Select 1. FCR Fixed Action Button
4. Primary Members
(VAB T5, T6, R1-R5)
3. RFHO (VAB R4) – Select.

4. Primary Member (VAB T5, T6, R1-R5) –
Select as desired.
the transmission is performed to the Primary
member that is selected to receive the RFHO.
When the transmission is complete, the SEND 5. SEND (VAB R6)
to receive the RFHO, a “XMIT NAK” advisory will be displayed on the EUFD.
412
[AH-64D] DCS
Receiving an RF Handover
When an RFHO has been received through the datalink, the EUFD will display an “RFHO”
advisory accompanied by an audio ring tone, prompting the aircrew to access the MSG
REC sub-page or the TSD Receive List to store the RFHO message. (See the Weapon
Employment chapter for more information regarding engagement of an RFHO target)
Type of message
received
Originator Datalink
Callsign Protocol

(VAB L2-L5)
In the example on this page, an RFHO
message was received from “DH06” through
the DATALINK protocol, indicated by an “L”.
To store an RFHO within the database,
Receive list.
3. NONE (VAB L6)
or
EAGLE DYNAMICS 413

DCS [AH-64D]
WEAPONS
EMPLOYMENT
WEAPONS EMPLOYMENT
414
US Army photo
by SSG Preston Malizia
[AH-64D] DCS
It is recommended that the Tactical Employment chapter is reviewed prior to reading this chapter. This will
familiarize the reader with the roles that sights and acquisition sources play when employing weapons in a tactical
scenario.
Additionally, the Helmet-Mounted Display (HMD), Target Acquisition Designation Sight (TADS), and Fire Control
Radar (FCR) chapters should be reviewed prior to reading through the weapon procedures within this chapter
which rely on the corresponding sights and their associated range sources.
When describing cockpit controls or specific tasks performed in each crewstation, the following symbols will be
used to denote each crewstation or cockpit control effects between the crewstations.
©
PLT Denotes a task that is performed by the Pilot.
©
CPG Denotes a task that is performed by the Copilot/Gunner.
©
PLT / CPG Denotes a task that may be performed by either crewmember.
©
PLT & CPG Denotes a task that is performed by both crewmembers.
© Denotes a cockpit control, option, or setting that is “common” between crewstations. A change
performed in one crewstation will affect both crewstations. Any item that does not have this symbol is
“independent” between crewstations.
“Pilot” Denotes the crewmember occupying the aft crewstation.
“pilot” Denotes the crewmember manipulating the aircraft flight controls in the conduct of performing a
specific flight maneuver.
EAGLE DYNAMICS 415

DCS [AH-64D]
WEAPONS EMPLOYMENT
Each weapon system of the AH-64D is fully integrated into the fire control system and automatically managed by
the Weapon Processors (WP). This integration increases the aircrew’s combat effectiveness by allowing each
crewmember to focus on the targeting of enemy positions using their selected sight. The WP’s generate weapon
solutions and command the positions of the gun turret and wing pylons in accordance with the selected
weapon(s), the calculated weapon aiming solution(s), and the specific weapon settings within each cockpit.
When a crewmember intends to employ a weapon system, the weapon is selected, or “actioned”, using the cyclic-
or TEDAC-mounted Weapon Action Switch (WAS); also known as “WASing” (pronounced “Wahz-ing”). When the
crewmember selects the same weapon that is already actioned, the weapon is “de-actioned”; also known as “de-
WASing”.
Neither crewstation has priority control of any weapon system over the other, allowing either crewmember to
action a weapon at any time, taking control away from the opposite crewmember using a “last actioned” logic.
As an exception to this logic, both crewmembers may action the rocket system in a Cooperative (COOP) mode.
The AH-64D’s three weapon systems are the AGM-114 missiles, 2.75-inch unguided rockets, and 30mm gun.
• Hellfire Modular Missile System (HMMS). The AGM-114 missile is a highly accurate anti-armor
munition, capable of engaging point targets at long range across a wide variety of battlefield conditions.
The Hellfire is the primary weapon system of the AH-64D.
• Aerial Rocket Sub-system (ARS). The 2.75-inch unguided rockets are an aerial rocket bombardment
system designed for engaging or suppressing area targets at close or long range and is effective against
groups of vehicles or personnel in the open.
• Area Weapon System (AWS). The 30mm gun is designed for engaging or suppressing targets at close
range and is effective against lightly armored vehicles, unarmored vehicles, and personnel.
Both crewmembers may employ separate weapon systems independently and simultaneously, however only one
weapon system may be physically fired at any given time. If a weapon system is in the process of firing or is
already committed to launching a munition, the other weapon system will be inhibited from firing for two seconds
to prevent interference with the other. (See Weapon Inhibits on the following page for more information.)
416
[AH-64D] DCS
Weapon Inhibits
If a condition exists that would prevent the safe employment of a weapon system (such as another weapon
system already firing), or a condition that could negatively impact a weapon’s effectiveness under the current
conditions, the Weapons Processors will present a “Weapon Inhibit” message to the crewmember(s) to which the
message pertains. Weapon inhibits are grouped into two categories: Performance Inhibits and Safety Inhibits.
Performance Inhibits
Performance inhibits alert the crewmember(s) that the actioned weapon system cannot perform effectively under
the current flight or sighting conditions. The actioned weapon system will be inhibited from firing if the
crewmember pulls the weapon trigger to the first detent; but these inhibits may be overridden by pulling the
trigger to the second detent.
Safety Inhibits
Safety inhibits alert the crewmember(s) that employment of the actioned weapon system under the current flight
or sighting conditions would present a potential safety hazard to the aircraft and aircrew, or friendly forces in the
vicinity. These inhibits cannot be overridden using the second detent of the weapons trigger.
Performance and safety inhibits that are specific to the Area Weapon System, Aerial Rocket Sub-system, or Hellfire
Modular Missile System are described in their relevant sections.
EAGLE DYNAMICS 417

DCS [AH-64D]
Weapon Aiming Solution

The fire control system of the AH-64D is highly automated and only requires the crewmembers to perform
accurate sighting against the intended target. Factors such as aircraft speed, altitude above the target, range to
target, winds, or the ballistics of the weapon itself are automatically calculated to produce a weapon aiming
solution.
The EGI supplies the Weapon Processors with aircraft inertial data such as attitude, linear velocities, and angular
rates. The Airspeed And Direction Sensor (AADS) probes mounted to the engine nacelles sense airspeed
magnitude, direction, and free airstream temperature, which is used by the High Integrated Air Data Computer
(HIADC) to compute air mass related data such as relative winds and local air density. The crewmember’s selected
sight is used to determine the targets relative position from the aircraft in azimuth, elevation, and range.
The Weapon Processors use the supplied data along with crewmember’s selected weapon and cockpit settings to
calculate where the actioned weapon must be aimed in order to place rounds on target. This aiming solution
determines the commanded position of the gun turret, the commanded pylon angle of the rocket launchers, and
the vertical and lateral position of the rocket steering cursor within the crewmember(s) sight symbology.
Azimuth & Elevation
Ballistics of
selected weapon
Range Sight supplies azimuth,
elevation, and range data
Wind
Helicopter Air Data System

calculates the state of the local
air mass around the aircraft
EGI measures aircraft
rates and velocities
Sources of Weapon Solution Data
Crewmember actions that typically increase the accuracy of the weapon aiming solution are ensuring the selected
sight is stabilized on the intended target and ensuring precise ranging data is supplied throughout the
engagement. In addition, the Pilot should strive to maintain a stable attitude as much as possible to assist the
Copilot/Gunner in targeting and to provide a stable weapon platform when munitions are being fired or launched.
418
[AH-64D] DCS
Pylon Articulation
Hydraulically-driven articulation mechanisms are integrated into each of the four wing pylons of the AH-64 which
facilitates the swivel of the weapon mounts in the vertical axis. The articulation of each pylon is independently
controlled by the AH-64D’s Weapons Processors, based on the state of the aircraft (in flight or on the ground),
the selected weapon system of either crewmember, the current weapon inventory onboard the pylon, and the
calculated ballistic solution of the weapon itself, if applicable. The operation of the wing pylons is fully automatic
and does not require management by the crewmembers.
As any helicopter’s longitudinal airspeed is a function of its pitch attitude, the articulation of the wing pylons
allows the missile and rocket launchers to be “decoupled” from the pitch attitude of the helicopter. This mostly
eliminates the requirement to adjust the pitch attitude of the helicopter to align the weapon system with the
calculated weapon solution in the vertical axis. This in turn facilitates the employment of these weapons across
a wide range of airspeeds, while performing acceleration/deceleration maneuvers, or from a stationary hover.
Pylon Articulation
However, the articulation range of each pylon is limited to +4° to -15°, relative to the aircraft datum line (ADL).
In the event the calculated weapon solution is beyond the articulation range of the pylon at the current aircraft
attitude, a corresponding weapon inhibit message will be presented to the crewmember within their sight
symbology. Under such circumstances, it may be necessary to adjust the pitch attitude of the aircraft to bring
the weapon solution within the articulation range of the applicable weapon system.
Rocket Steering Cursor is indicating a

positive pitch attitude is required to
raise the pylons high enough to align
with the weapon aiming solution
Weapon aiming solution to a “PYLON LIMIT” displayed in

target at a range of 7.1 km Weapon Inhibit data field
This should be expected when employing unguided rockets against targets at long ranges, in which case it is
unlikely the rocket launchers can elevate high enough without performing a positive pitch maneuver with the
aircraft. (See Aerial Rocket Sub-system for more information.)
EAGLE DYNAMICS 419

DCS [AH-64D]
Weapon employment tips and recommendations

The following points are recommended practices for employing weapons from the DCS: AH-64D. These
recommendations are not all-encompassing, nor do they reflect the best procedure for every situation, but will
typically increase the chances of successful weapon engagements.
• The settings for each weapon system may be changed by manually selecting the corresponding weapon
along the bottom row of options on the Weapon (WPN) page. This permits the weapons to be configured
prior to being actioned by a crewmember. During start-up procedures, it is recommended that these settings
be configured as appropriate based on the anticipated tactical situation instead of waiting until the weapons
are actioned for employment; in some circumstances in which enemy contact has already occurred.
• The MANRNG> value on the WPN page defaults to 1,500 meters for the Pilot and 3,000 meters for the
Copilot/Gunner (CPG). If the selected sight is set to HMD when the gun is actioned, the crewmember’s range
source will be automatically set to a Manual range value corresponding with the MANRNG> setting for the
purposes of hasty engagements against close-range targets (or threats). Therefore, during start-up
procedures, it is recommended that this value be set between 1000 and 1500 meters to ensure the range
setting corresponds with a range that will be most practical for HMD gun engagements.
• Off-axis gun engagements are useful for hasty, close-range shots using the HMD; however, the gun will be
most accurate when employed in a deliberate manner by placing the target off the nose and using TADS for
targeting.
• If intending to use TADS Linear Motion Compensation (LMC), an approximate range measurement of the
target area will assist the CPG in establishing an appropriate LMC slew rate prior to pulling the laser trigger
to the 2nd detent for designation, which will minimize large “range jumps” when the laser is fired.
o Switch to Automatic ranging by entering “A” as the MANRNG> value on the WPN page. This will
automatically adjust the range value based on the radar altitude and TADS look-down angle.
or
o Use the 1st detent of the laser trigger to fire a brief ranging pulse to measure the range to the
target area prior to enabling LMC.
• If intending to autonomously employ laser-guided missiles (self-designating), ensure the Priority missile
channel is set to the same laser code as the TADS laser rangefinder/designator (LRFD).
o The TADS LRFD laser code is set on the WPN Code sub-page.
o The missile channels are set on the WPN Channel sub-page.
o The Priority missile channel is selected on the WPN page when set to MSL format.
• If intending to autonomously employ laser-guided missiles in LOBL mode, ensure TRAJ (VAB R3) is set to
“DIR” on the WPN page MSL format. This will slave the AGM-114K missile seeker to the TADS line-of-sight
prior to the LRFD being fired, which will ensure the missile will detect the laser designation.
• If the TADS LRFD is not firing when the laser trigger is pulled (indicated by the X pattern displayed around
the TADS LOS Reticle), verify the following within the CPG cockpit:
o The selected sight is TADS.
o The A/S button on the Armament Panel is set to ARM.
o The LT switch on the TEDAC Right Handgrip is set to the center Off position. If the LST is set to
Automatic or Manual mode, the LRFD is inhibited from firing.
o LASER (VAB L6) is powered on the WPN Utility sub-page.
• When using a laser designator from a helicopter at low altitudes, precision is more critical when lasing at
shallow angles across the terrain than compared to a fixed-wing aircraft that is lasing from high-altitudes
with steep look-down angles. When using the TADS LRFD to measure range for the gun or rockets, being
precise with the laser will result in a more precise weapon aiming solution. When designating for laser-
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[AH-64D] DCS
guided missiles, it is even more important to ensure the missile actually impacts the target; versus hitting
the ground nearby or beyond it.
• GND STOW (VAB R5) may be enabled on the WPN Utility sub-page from either crewstation. This will fix the
wing pylons to -5° relative to the Aircraft Datum Line (ADL), which will correspond with the Head Tracker
within the HMD symbology.
o This may be used as a “fixed” rocket mode, allowing the pilot to use the Head Tracker as an
aiming reticle for the rockets. However, ballistic compensation for range will not be provided, so
the Head Tracker will need to be elevated above the intended target to account for the trajectory
drop of the rockets as the range to target increases.
o When employing laser-guided missiles in a dive, GND STOW may be used to force the missile
launchers to align with the Head Tracker. This allows the pilot to use the Head Tracker as an
aiming reticle for the missiles. If the TADS is set as the Pilot’s ACQ, maneuvering the aircraft so
that the Head Tracker is pointed at the Cued LOS Reticle while the CPG is lasing will ensure the
missiles can maneuver toward the laser designation after they leave the launcher rail.
• Performance inhibits may be overridden using the 2nd detent of the weapon trigger; but ensuring that no
weapon inhibit messages are displayed prior to pulling the trigger increases the chances of the desired
weapon effects. If tactically feasible, efforts should always be taken to improve the likelihood of a successful
engagement by correcting the conditions that are resulting in the display of performance inhibits.
• The AH-64 aircrew consists of two crewmembers. Employing weapons accurately and effectively is just as
much the responsibility of the Pilot as it is the Copilot/Gunner (CPG). A Pilot that flies haphazardly makes
the CPG’s job more difficult, and a CPG that doesn’t coordinate with the Pilot prior to releasing munitions is
needlessly complicating his or her own tasks.
EAGLE DYNAMICS 421

DCS [AH-64D]
Weapon (WPN) Page

The WPN page presents a top-down overview of the aircraft weapons load along with relevant sight, sensor, and
countermeasure statuses. The WPN page will contextually change format to display additional weapon-specific
settings any time a weapon is actioned within the crewstation or manually selected along the bottom row of
Variable Action Buttons (VAB).
Other key settings that may be accessed from this page include changing the selected acquisition source (ACQ),
selecting a manual or automatic range source, changing the laser codes assigned to the TADS Laser
Rangefinder/Designator and Laser Spot Tracker, or boresighting the IHADSS.
1. CHAN sub-page 2. ASE page 3. CODE sub-page 4. COORD sub-page
6. ARM/SAFE Status 5. UTIL sub-page
7. Sight Select Status 8. Acquisition Select Status
9. LST Code Status 10. LRFD Code Status
11. Gun Status 12. Missile Symbol
13. Rocket Symbol
14. Chaff Dispenser Status 15. Training Mode
16. BORESIGHT sub-page 18. LRFD Ranging Setting
17. HMD Grayscale Select 19. Acquisition Source
20. GUN format 21. MSL format 22. RKT format 23. Manual Range Setting
1. CHAN sub-page. Displays the WPN Channel sub-page.

2. ASE page. Displays the Aircraft Survivability Equipment (ASE) page.
3. CODE sub-page. Displays the WPN Code sub-page.
4. COORD sub-page. Displays the WPN Coordinates sub-page. (See TSD Coordinate sub-page for more
information.)
5. UTIL sub-page. Displays the WPN Utility sub-page.
6. ARM/SAFE Status. Displays the master armament state.
• SAFE. No weapons are actioned. TADS • SAFE. Actioned weapon(s) and TADS
LRFD is inhibited from firing. LRFD are inhibited from firing.
• ARM. No weapons are actioned. TADS • ARM. Actioned weapon(s) and TADS
LRFD may be fired. LRFD may be fired.
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[AH-64D] DCS
• HMD. Displayed when the crewmember’s selected sight is HMD.
• TADS. Displayed when the crewmember’s selected sight is TADS (CPG only).
• FCR. Displayed when the crewmember’s selected sight is FCR.
9. LST Code Status. Displays the laser code that the TADS Laser Spot Tracker will scan for when enabled.
(See WPN Code sub-page for more information.)
10. LRFD sub-page. Displays the laser code that the TADS Laser Rangefinder/Designator will emit when fired.
(See WPN Code sub-page for more information.)
11. Gun Status/Symbol. Displays the status of the Area Weapon System and the remaining quantity of
ammunition onboard. If the gun system is powered off, the gun symbol will be removed from the page.
(See Area Weapon System for more information.)
12. Missile Symbol/Missile Launcher. Displayed when a missile is loaded onto the corresponding missile
launcher rail underneath the corresponding wing pylon, the type of missile that is loaded, and the missile’s
status. If the missile system is powered off, missile and launcher symbols will be removed from the page.
(See Hellfire Modular Missile System for more information.)
• BIT. A built-in-test is • SAFE. The missile • ARM. The missile
being performed to launcher is in a SAFE launcher is in an
determine the status status. Missiles are ARM status. Missile
of any missiles that inhibited from being launch is permitted.
are detected onboard launched.
the launcher.
EAGLE DYNAMICS 423

DCS [AH-64D]
13. Rocket Launcher Symbol. Displayed when a rocket launcher is loaded underneath the corresponding
wing pylon, along with the rocket warhead type that is selected within the crewstation. If the rocket
system is powered off, any rocket launcher symbols will be removed from the page. (See Aerial Rocket
Sub-system for more information.)
14. Chaff Dispenser Status. Displays the arming state of the chaff dispenser and the remaining quantity of
individual chaff cartridges.
• SAFE. 30 chaff cartridges remain on • ARM. 30 chaff cartridges remain on
board. Chaff is inhibited from being board. Chaff may be dispensed.
dispensed.
15. Training Mode. Not implemented.
16. BORESIGHT sub-page. Displays the WPN Boresight sub-page. (See IHADSS Boresight for more
information.)
17. HMD Grayscale Select. Selects a grayscale pattern for display within the HDU. The grayscale pattern is
used to set the appropriate brightness and contrast levels for the HDU video output.
18. LRFD Ranging Setting. Selects which laser return is utilized by the LRFD when fired using the 1 st detent
of the LRFD trigger on the TEDAC Right Handgrip. This setting is common between crewstations.
• FIRST. The first laser return that is received by the LRFD is utilized for range.
• LAST. The last laser return that is received by the LRFD is utilized for range.
19. Acquisition Source (ACQ). Displays the acquisition source selection menu. (See Acquisition Sources in
20. GUN format. Displays the WPN Gun format.
21. MSL format. Displays the WPN Missile format.
22. RKT format. Displays the WPN Rocket format.
23. Manual Range Setting. Activates the KU for inputting a manual or automatic range as the range source
for that crewstation.
• Manual Range. May be entered in 1-meter increments between 100 and 50,000 meters, and then
pressing ENTER on the KU. If a range value is not entered prior to pressing ENTER on the KU, the
manual range value already displayed on the WPN page will be entered as the range source.
• Automatic Range. May be enabled by entering a value of “A”, and then pressing ENTER on the KU.
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[AH-64D] DCS
WPN Channel (CHAN) Sub-page

The CHAN sub-page allows either crewmember to change the laser code assigned to each of the four missile
channels. When the WPN page is displayed in MSL format and the missile TYPE is set to SAL, any of these four
missile channels may be selected as either the Priority or Alternate channel.
1. Channel Selection
2. Channel Status 3. Code Ranges Status
4. Code Selection 4. Code Selection
4. Code Selection
1. Channel Selection. Selects the missile channel for laser code assignment.
2. Channel Status. Displays the missile channel that is currently selected for laser code assignment.
3. Code Ranges Status. Displays the pulse repetition frequencies that may be entered into any of the 16
preset laser codes.
4. Code Selection. Assigns the corresponding laser code to the selected missile channel. The laser code
currently assigned to the selected missile channel will be boxed.
Laser codes are assigned using one of 16 presets labeled “A” through “R”, excluding I and O to prevent
confusion with one and zero respectively.
EAGLE DYNAMICS 425

DCS [AH-64D]
WPN Code (CODE) Sub-page

The CODE sub-page allows either crewmember to change the laser code assigned to the TADS Laser
Rangfinder/Designator (LRFD) and Laser Spot Tracker (LST).
The FREQ sub-page may also be accessed from this sub-page, permitting either crewmember to modify the
specific pulse repetition frequency (PRF) value used by each laser code.
1. CHAN sub-page 2. LRFD/LST Setting 3. FREQ sub-page
4. LRFD/LST Status 5. Code Ranges Status
6. Code Selection 6. Code Selection
6. Code Selection

2. LRFD/LST Setting. Toggles the selected TADS sensor (LRFD or LST) for laser code assignment.
3. FREQ sub-page. Displays the WPN Frequency sub-page.
4. LRFD/LST Status. Displays the TADS sensor (LRFD or LST) that is selected for laser code assignment.
• LRFD. The TADS LRFD will emit the selected laser code when fired.
• LST. The TADS LST will search for an offboard laser designation source that matches the selected laser
code when set to Automatic or Manual mode. (See Laser Spot Track for more information.)
preset laser codes.
6. Code Selection. Assigns the corresponding laser code to the selected TADS sensor (LRFD or LST). The
laser code currently assigned to the selected TADS sensor will be boxed.
Laser codes are assigned using one of 16 presets labeled “A” through “R”, excluding I and O to prevent
confusion with one and zero respectively.
426
[AH-64D] DCS
WPN Frequency (FREQ) Sub-page

The FREQ sub-page allows either crewmember to modify the specific pulse repetition frequency (PRF) value used
by each laser code using the Keyboard Unit (KU).
1. CHAN sub-page
2. Code Ranges Status
3. Code Frequency 3. Code Frequency
3. Code Frequency

preset laser codes.
3. Code Frequency. Activates the KU for inputting a pulse repetition frequency into the corresponding laser
code.
EAGLE DYNAMICS 427

DCS [AH-64D]
WPN Utility (UTIL) Sub-page

The UTIL sub-page allows either crewmember to enable/disable power to specific sight, sensor, or weapon
systems, or modify the settings of such systems. The format of this page is contextual depending on which
crewstation is viewing the sub-page, and will only present options that are relevant to that crewstation; although
some options are available in both crewstations.
The LOAD sub-page may also be accessed from this sub-page, permitting either crewmember to modify the
quantity of rounds loaded into the ammunition handling system or change the warhead ballistic values assigned
per rocket launcher zone.
Pilot Crewstation Options
The format of the UTIL sub-page when displayed within the Pilot crewstation is shown below.
1. IHADSS Power 4. ACQ Cueing
5. Launcher Arm
2. PNVS Power
3. EOCCM Filter 6. Pylon Ground Stow

Power
7. Gun System Power 8. Missile System Power 9. Rocket System Power 10. LOAD Sub-page
1. IHADSS Power. Enables/disables the Integrated Helmet And Display Sighting System. This setting is
common between crewstations.
2. PNVS Power. Enables/disables the Pilot Night Vision System. If either crewmember is using the PNVS as
their NVS sensor, this option will be “barriered” and unavailable for selection.
3. EOCCM Filter. Selects the electro-optical counter-countermeasure filter setting in use
by the NVS sensor assigned to the Pilot crewstation, as protection against optical
countermeasures. (N/I)
• FILTER 1. Selects EOCCM Filter 1.
• CLEAR. No filter is applied.
• FILTER 2. Selects EOCCM Filter 2.
4. ACQ Cueing. Enables/disables cueing symbology to the Pilot’s acquisition source. When
disabled, the Cued LOS Reticle and Cueing Dots will be removed from the Pilot’s HMD symbology.
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[AH-64D] DCS
5. Launcher Arm. Manually commands the external ARM/SAFE switches on all M299
missile launchers to rotate to the ARM position.
This command will not permit AGM-114 missiles to be launched if the A/S button on
the Armament Panel is set to SAFE. However, if the external ARM/SAFE switches on
the missile launchers themselves are set to SAFE, missiles cannot be launched even
if the A/S button is set to ARM.
NOTE: When ground personnel are rearming the aircraft, they will set the external
ARM/SAFE switches on each M299 missile launcher to the SAFE position. Launcher Arm
Each time the master armament state is toggled from SAFE to ARM via the A/S button, this arming command
is automatically sent to the missile launchers.
6. Pylon Ground Stow. Manually commands each wing pylon to the Ground Stow position (-5° relative to
the Aircraft Datum Line), which corresponds to the position of the Head Tracker. This will ensure the wing
pylons remain level with the surface when the aircraft is landed and facilitates easier loading of munitions
by ground personnel.
NOTE: When the aircraft is weight-on-wheels, the wing pylons are automatically commanded to the Ground
Stow position. Four seconds after the weight-on-wheels switch detects the aircraft is airborne, the wing
pylons are automatically commanded to the Flight Stow position (+4° relative to the Aircraft Datum Line).
7. Gun System Power. Enables/disables the Area Weapon System.
8. Missile System Power. Enables/disables the Hellfire Modular Missile System.
9. Rocket System Power. Enables/disables the Aerial Rocket Sub-system.
10. LOAD sub-page. Displays the WPN Load sub-page.
Copilot/Gunner Crewstation Options
The format of the UTIL sub-page when displayed within the Copilot/Gunner crewstation is shown below.
11. TADS Power 14. TADS Stow
12. FLIR Power
13. Laser Power
EAGLE DYNAMICS 429

DCS [AH-64D]
11. TADS Power. Enables/disables the Target Acquisition Designation Sight. If either crewmember is using the
TADS as their NVS sensor, or if the CPG is using the TADS as a sight, this option will be “barriered” and
unavailable for selection.
12. FLIR Power. Enables/disables the TADS FLIR sensor. If either crewmember is using the TADS as their NVS
sensor, this option will be “barriered” and unavailable for selection.
When disabled, a “FLIR OFF” message will be displayed within the Sight Status field of the High Action
Display when the CPG’s selected sight is TADS.
13. Laser Power. Enables/disables the TADS Laser Rangefinder/Designator (LRFD).
14. TADS Stow. Manually commands the TADS turret to the stow position, rotating the sensor turret 180°
toward the rear, facing inwards. If either crewmember is using the TADS as their NVS sensor, or if the CPG
is using the TADS as a sight, this option will be “barriered” and unavailable for selection. If the crewmember
that is assigned TADS as their NVS sensor sets their NVS Mode switch to the NORM or FIXED positions, this
option will be automatically de-selected.
WPN Utility, Load (LOAD) Sub-page

The LOAD sub-page is not implemented.
430
[AH-64D] DCS
AREA WEAPON SYSTEM (AWS)

The Area Weapon System is designed for engaging or suppressing targets at close range and is effective against
lightly armored vehicles, unarmored vehicles, and personnel. Although the entire M139 AWS also includes the
hydraulically-steered turret, ammunition magazine, and ammo handling system that transports ammunition from
the magazine to the turret, the most noticeable component of the AWS is the M230E1 30mm gun (also called the
“thirty” or simply the “gun”).
The gun may be employed by either crewmember when using the HMD or FCR as the selected sight; or by the
CPG when using the TADS. When employed using the HMD as the selected sight, gun engagements are typically
performed with the intent to engage or suppress close-range threats to the aircraft, in which the speed of placing
“rounds on target” is of greater importance over accuracy and precision. When employed using the TADS as the
selected sight, gun engagements may be performed in a more offensive manner in which accuracy and precision
is desired.
The gun may be used in the normal “flex gun” mode (NORM mode) in which the gun turret is articulated to match
the ballistic solution against the target location as calculated by the Weapon Processors; or in a forward-firing
“fixed gun” mode (FXD mode) in which the gun is fixed to a ballistic solution of 1,575 meters directly in front of
the aircraft, regardless of the selected sight or computed target location.
During major combat operations, the ammunition capacity of the Area Weapon System can hold up to 1,200
rounds if necessary. However, the ammunition magazine may be replaced with an Internal Auxiliary Fuel System
(IAFS), which includes a reduced-size 30mm ammunition magazine but extends the range and endurance of the
aircraft with an additional 100 gallons of fuel. The IAFS reduces the ammunition storage to just 25% of its full
capacity, limiting the total rounds that may be carried to 300.
EAGLE DYNAMICS 431

DCS [AH-64D]
M230E1 30mm Automatic Gun

The M230 is a single-barrel, automatic chain gun which fires 30x113mm link-less ammunition. The M230 is
designed as an anti-material and anti-personnel weapon, employing a high-explosive dual-purpose (HEDP) round
that is capable of penetrating light armor while simultaneously producing fragmentation effects against
unarmored vehicles or personnel.
As a chain gun, the weapon uses a rotating chain within the receiver assembly to cycle the internal action in
loading the next round for firing and clearing the empty casing from the chamber after firing. This contrasts with
other weapons which use the expanding gases from the round’s explosive charge or the recoil of the round itself
to cycle the internal action. The gun action is powered by an external drive motor which is supplied with aircraft
electrical power.
Elevation Actuator Utility Hydraulic Supply

to Elevation Actuator
WSPS Blade
Flexible Ammunition
Chute & Carrier Drive
Flash Suppressor
Recoil Dampeners (both sides)
WSPS Deflector Assembly
Gun Drive Motor Chamber Access Door Gun Cradle
The gun turret itself is steered using hydraulic pressure from the Utility hydraulic system and includes Wire Strike
Protection System (WSPS) components. The WSPS is intended to divert or sever high-tension wires that may be
inadvertently encountered by the aircraft during low-level operations, especially during hours of darkness. The
M230 is intended as a “low-signature weapon”, in which tracer rounds are not utilized and the gun barrel is
equipped with a flash suppressor to reduce visual detection during operations at night.
The M230 has an approximate rate of fire of 625 (±25) rounds per minute, but this may vary slightly between
individual aircraft. Two types of ammunition may be employed, each with identical ballistic characteristics.
M789 High-Explosive Dual-Purpose (HEDP). The M789 round uses a shaped
charge surrounded by a steel case to provide armor penetration and fragmentation
effects.
US Army photo by MAJ Enrique Vasquez
M788 Training/Practice (TP). The M788 round uses an inert round casing with
an aluminum tip to simulate the ballistic characteristics of the M789 during live-fire
training and exercises.
US Army photo by SGT Sarah Sangster
The M789 and M788 rounds have a relatively low muzzle velocity. As such, they are ill-suited for long-range
precision engagements, with an effective range of approximately 1,500 meters; although the AH-64 fire control
system will calculate a ballistic solution for the M230 out to 4,200 meters.
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[AH-64D] DCS
Gun Articulation Limits

The AWS turret can articulate through a maximum range of ±86° in azimuth and +11°/-60° in elevation.
However, additional limitations are automatically applied to the turret based on specific conditions.
• If the gun azimuth is within ±10° of the aircraft centerline, the elevation is limited to +9°. This limitation
does not apply when the gun is de-actioned and the gun is stowed at +11° in elevation.
• If the aircraft is on the ground (weight-on-wheels), the elevation is limited to -6.45°.
Gun Articulation Limits
• If the gun is actioned while the missiles are also actioned, and the next-to-launch missile is on an inboard
launcher rail of an inboard pylon, the gun azimuth will be limited to 52° on the corresponding side of the
aircraft to prevent the missile from colliding with the gun barrel.
• If the gun is actioned while the rockets are also actioned, and rocket launchers are installed on the inboard
pylons, the gun azimuth will be limited to ±60° to either side to prevent the rockets from colliding with the
gun barrel.
Next-to-launch missile
Azimuth limitation applied Azimuth limitation

to corresponding side applied to both sides
Gun Articulation Limits with Missiles/Rockets on Inboard Pylons
EAGLE DYNAMICS 433

DCS [AH-64D]
Gun Weapon Inhibits

The following conditions will inhibit the gun from being fired or interrupt the firing of the gun if already in in
progress. Performance inhibits may be overridden by pulling the trigger to the 2 nd detent. Safety inhibits cannot
be overridden.
INHIBIT CONDITION CORRECTIVE ACTION
The required weapon aiming
If tactically feasible, engage the target at a closer
BAL LIMIT solution exceeds the ballistics
range.
processing capability.
Safety Inhibits
A missile launch or a rocket The gun may be fired 2 seconds after the missile
ALT LAUNCH
salvo is already in progress. launch or rocket salvo is complete.
The gun turret is at an azimuth Adjust the aircraft heading as necessary to bring the
AZ LIMIT limit and cannot reach the weapon aiming solution within the azimuth limits of
weapon aiming solution. the gun turret.
The gun is out of coincidence Wait for the gun to reach the weapon aiming solution.
COINCIDENCE from the weapon aiming If inhibit message remains, the gun may have
solution. experienced a failure and should be de-actioned.
Adjust the aircraft pitch attitude as necessary to bring
The gun turret is at an elevation
the weapon aiming solution within the elevation limits
EL LIMIT limit and cannot reach the
of the gun turret (e.g., pitch the nose up when
weapon aiming solution.
engaging a target at long range).
The line-of-sight of the selected Select a different sight for engagement.

sight is invalid or has failed; If using HMD as the sight and the LOS Reticle is
LOS INVALID
and cannot provide a weapon flashing, adjust the helmet position to within the slew
aiming solution to the gun. limits of the assigned NVS sensor (PNVS or TADS).
The master armament state is
SAFE currently set to SAFE; weapons Set the A/S button on the Armament Panel to ARM.
cannot be fired.
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[AH-64D] DCS
WPN Gun (GUN) Format

When the gun is selected for employment within the crewstation, the WPN page will be set to GUN format.
2. Mode Select
1. Burst Limit Select
3. Gun Status
Icon
4. Harmonize Mode
1. Burst Limit Select. Displays the quantity of 30mm rounds that will be fired each time the weapon trigger
is pulled and held. When the burst limit is reached, a subsequent trigger pull is required to fire a subsequent
burst. This setting is independent between crewstations.
• 10. Gun burst is limited to 10 rounds of ammunition.
• ALL. The gun will continuously fire until the ammunition is depleted.
2. Mode Select. Displays the selected firing mode of the gun. This setting is independent between
crewstations.
• NORM. The gun turret is articulated to match the weapon aiming solution derived from the
crewmember’s selected sight and range source, as calculated by the Weapon Processors.
• FXD. The gun turret is fixed forward to a weapon aiming solution directly in front of the aircraft at a
range of 1,575 meters, regardless of the selected sight or range source.
3. Gun Status. Displays the status of the gun and the remaining quantity of ammunition on board the aircraft.
4. Harmonize Mode (CPG Only). Not implemented.
EAGLE DYNAMICS 435

DCS [AH-64D]
Gun Weapon Status Messages

The following messages will be displayed in the High Action Display based on current gun status or weapon page
settings when the gun is actioned.
WEAPON
CONDITION
STATUS
ROUNDS #### The gun is actioned and the number of remaining rounds onboard is displayed.
WEAPON? The weapon trigger has been pulled but no weapon has been actioned.
436
[AH-64D] DCS
Gun Engagement using TADS (NORM Mode)

When employing the AWS with the TADS, ballistic compensation for aircraft linear velocities and environmental
factors is automatically calculated. If the target is moving, continuous laser designation via the 2 nd detent of the
laser trigger should be used to incorporate the Target State Estimator (TSE) for lead-angle compensation. TADS
LMC and/or IAT may also be used to assist the CPG in stabilizing the TADS LOS Reticle on the target.
To engage a target from the CPG crewstation while using the TADS as the selected sight:
1. CPG Sight Select switch – TADS. (TEDAC
Right Handgrip)
2. CPG WPN Fixed Action Button – Press. 7. BURST LIMIT 8. ARM Status
(VAB L1-L5)
3. CPG (Optional) Determine the
appropriate acquisition source (ACQ) for 7. MODE (VAB R2)
acquiring the target.
• If the target is visually acquired by
either crewmember, set ACQ to PHS
or GHS.
• If the target is stored as a point
within the navigational database,
set ACQ to the corresponding point. 3. ACQ Select (VAB R6)
4. CPG (Optional) SLAVE button – Press,

and then press again to de-slave when
2. WPN Fixed Action Button
the TADS has finished slewing.
5. CPG Weapon Action Switch (WAS) –
Forward. (TEDAC Left Handgrip)
6. CPG Weapon Status – Verify “ROUNDS
####”. (High Action Display)
7. CPG Weapon settings – Verify or select.
(WPN page)
• BURST LIMIT (VAB L1-L5) – Select
as desired.
• MODE (VAB R2) – Select NORM.
8. CPG A/S button – Verified in ARM. 10. LMC or IAT
(Armament Panel)
9. CPG Range source – Verify or select:
Laser, Navigation, Auto, or Manual.
(TADS Acquisition and Ranging)
10. CPG If the target or aircraft are moving,
engage TADS targeting modes to
stabilize the TADS on target. 3. ACQ Select
• Manual tracking - Engage LMC and

employ the Sight Manual Tracker.
• Automatic tracking - Engage IAT.
1. Sight Select TADS 9. Range Source 6. Verify “ROUNDS ####”
EAGLE DYNAMICS 437

DCS [AH-64D]
11. CPG LRFD Trigger – Pull, if laser ranging

is desired. (TEDAC Right Handgrip)
• Target and aircraft are stationary –
LRFD trigger, 1st detent, may be
pulled momentarily (ranging).
• Target or aircraft are moving –
LRFD trigger, 2nd detent, should be 11. Fire LRFD
pulled and held (designation).
12. CPG Weapon Inhibit messages – Verify
no Safety or Performance inhibit
messages are displayed:
• COINCIDENCE
• AZ LIMIT
• EL LIMIT
12. Weapon Inhibits
• BAL LIMIT
13. CPG Weapon Trigger – Pull and hold for
duration of burst. (TEDAC Left Handgrip)
14. CPG Observe for round impacts – Adjust
the TADS LOS Reticle aimpoint and
repeat bursts on target as necessary until
target effects are achieved.
438
[AH-64D] DCS
Gun Engagement using FCR (NORM Mode)

When employing the AWS with the FCR, the NTS target is used for calculating the weapon aiming solution for
the AWS turret. Ballistic compensation for aircraft linear velocities and environmental factors is automatically
calculated. If the target is moving, the target should be engaged in as short amount of time possible following
the completion of the FCR scan to ensure the lead-angle compensation to the target is accurate.
To engage a target from either crewstation while using the FCR as the selected sight:
or 2. NTS (VAB L1)

the selected sight.
2. NTS (VAB L1) – Select to advance NTS to 2. MPD Cursor – Select NTS
desired target for engagement.
or
3. Weapon Action Switch (WAS) – Forward. 1. FCR Fixed Action Button
(Cyclic Grip or TEDAC Left Handgrip)
9. Weapon Inhibits
4. Weapon Status – Verify “ROUNDS
1. Sight Select FCR 8. Range Source 4. Verify “ROUNDS ####”
6. Weapon settings – Verify or select.
• BURST LIMIT ( VAB L1-L5) – Select
as desired.
6. BURST LIMIT 7. ARM Status
(VAB L1-L5)
7. A/S button – Verify ARM is illuminated.
(Armament Panel)
6. MODE (VAB R2)
8. Range source – Verify Radar range is
within appropriate engagement range.
9. Weapon Inhibit messages – Verify no
Safety or Performance inhibit messages
are displayed:
• COINCIDENCE
• AZ LIMIT
• EL LIMIT
• BAL LIMIT
10. Weapon Trigger – Pull and hold for
duration of burst. (Cyclic Grip or TEDAC
Left Handgrip)
EAGLE DYNAMICS 439

DCS [AH-64D]
Gun Engagement using HMD (NORM Mode)

When employing the AWS with the HMD, the gun can be used to rapidly suppress close-in threats to the aircraft.
However, unlike the TADS, the HMD does not provide any ballistic compensation for the gun with the exception
of range compensation. Lead angle and other linear velocity compensations must be manually provided by the
crewmember by adjusting the LOS Reticle of the HMD accordingly.
To engage a target from either crewstation while using the HMD as the selected sight:
1. Sight Select switch – HMD. (Cyclic Grip or
TEDAC Right Handgrip)
2. Weapon Action Switch (WAS) – Forward. 5. BURST LIMIT 6. ARM Status
(Cyclic Grip or TEDAC Left Handgrip) (VAB L1-L5)
NOTE: The range source will be

5. MODE (VAB R2)
automatically set to Manual range based
on the WPN page MANRNG> value.
5. Weapon settings – Verify or select.
as desired.
(Armament Panel)
7. Range source – Verify or select:
Navigation, Auto, or Manual. (HMD
Acquisition and Ranging)
are displayed:
• COINCIDENCE
• AZ LIMIT
• EL LIMIT
• BAL LIMIT
duration of burst. (Cyclic Grip or TEDAC
Left Handgrip)
NOTE: If the CPG actions the gun from
the Cyclic Grip, the cyclic weapon trigger
must be used. If the CPG actions the gun
from the TEDAC Left Handgrip, the
TEDAC weapon trigger must be used. 8. Weapon Inhibits
10. Observe for round impacts – Adjust the

HMD LOS Reticle aimpoint and repeat
bursts on target as necessary until
1. Sight Select HMD 7. Range source 3. Verify “ROUNDS ####”
weapon effects are achieved.
440
[AH-64D] DCS
Gun Engagement using HMD (FXD Mode)

When employing the AWS in Fixed mode, the gun is fixed forward at a ballistic solution of 1,575 meters, requiring
the pilot to maneuver the aircraft to aim the gun at the target. The Fixed Gun Reticle is identical to the Cued LOS
Reticle of the acquisition source (ACQ) and represents the virtual location in front of the aircraft that coincides
with the 1,575-meter ballistic solution.
To engage a target from either crewstation while using the gun in Fixed mode and the HMD as the selected sight:
1. Sight Select switch – HMD. (Cyclic Grip)
2. Weapon Action Switch (WAS) – Forward.
(Cyclic Grip) 5. BURST LIMIT 6. ARM Status
(VAB L1-L5)
5. MODE (VAB R2)
5. Weapon settings – Verify or select. (WPN
page)
as desired.
• MODE (VAB R2) – Select FXD.
(Armament Panel) 4. WPN Fixed Action Button

are displayed:
• COINCIDENCE
8. Maneuver aircraft to adjust the HMD
Fixed Gun Reticle aimpoint as necessary.
duration of burst. (Cyclic Grip)
10. Observe for round impacts – Maneuver
aircraft to adjust the HMD Fixed Gun
Reticle aimpoint and repeat bursts on
target as necessary until weapon effects 8. Fixed Gun Reticle
are achieved.
7. Weapon Inhibits
1. Sight Select HMD 3. Verify “ROUNDS ####”
EAGLE DYNAMICS 441

DCS [AH-64D]
AERIAL ROCKET SUB-SYSTEM (ARS)

The Aerial Rocket Sub-system is an aerial rocket bombardment system designed for engaging or suppressing
area targets at long range and is effective against groups of vehicles or personnel in the open.
The ARS consists of up to four M261 rocket launchers (also called “rocket pods”), which are capable of firing
2.75-inch unguided rockets of the Hydra-70 rocket family. Each 19-tube pod is “zoned”, which permits the
carriage of up to three different warhead types when a single pair of launchers are used, or up to five different
warhead types when two pairs of launchers are used. Single rocket pods may also be loaded if desired, in the
case of reducing overall gross weight as necessary.
Rockets may be employed “independently” by either crewmember when using the HMD or FCR as the selected
sight; or by both crewmembers in a “cooperative” manner in which the Pilot aligns the aircraft with the ballistic
solution calculated by the CPG’s selected sight (usually the TADS).
When employed using the HMD as the selected sight, rocket engagements are typically performed at speeds
above effective translational lift (ETL), using forward airspeed to increase the stability of the aircraft. These
engagements are performed using weapon delivery techniques known as “running fire” or “diving fire”, which
improves the accuracy of unguided munitions such as rockets. (See Weapon Delivery Techniques for more
information.)
When employed using the TADS or FCR as the selected sight, rocket engagements may be performed using a
third weapon delivery technique known as “hover fire”, in which the aircraft remains stationary while employing
unguided rockets against area targets. These engagements may be used in either a “direct fire” mode, in which
the target location is directly sighted by the TADS when making aiming adjustments; or an “indirect fire” mode,
in which the TADS is slaved to a 3-dimensional target location previously stored using the TADS, detected by the
FCR, received via the datalink, or manually input by the aircrew, and the rockets are launched from behind cover
without having a direct line-of-sight to the target area.
442
[AH-64D] DCS
Hydra-70 2.75-inch Unguided Rockets

Unguided rockets have been in use by military helicopters for decades, with the first large-scale use by UH-1 and
AH-1 helicopters during the Vietnam War of the 1960’s and early 1970’s. Although fire control systems in various
military fixed-wing aircraft and helicopters have advanced in accuracy and sophistication, the overall design of
the rockets themselves has remained comparatively simple with few changes.
The most commonly used rocket motor by the U.S. Army during the Vietnam War was the Mk40 FFAR (Folding
Fin Aerial Rocket), itself derived from the World War 2-era “Mighty Mouse” aerial rocket. The Mk40 was a tube-
launched, solid-propellant rocket motor 2.75 inches (70mm) in diameter, with four stabilizing fins that would
deploy once the rocket had been expelled from its launcher. The Mk40 rocket motor could be fitted with a variety
of compatible warheads, including high-explosives, white phosphorus for target marking, or even flechette-
dispensing warheads for anti-personnel.
Spiral-fluted Nozzle
Spring-loaded Wrap-
around Folding Fins
Mk66 Rocket Motor
M151 High-Explosive Warhead
M423 Point-detonating Fuze
The Mk66 rocket motor was later developed and gradually replaced the Mk40 as the principal rocket motor for
Hydra-70 rocket systems in the U.S. military. The Mk66 included a revised “wrap-around folding fin” design and
a more powerful rocket motor with an increased propellant load, allowing it to be employed against targets as
far as 7,500 meters. The rocket propellant is expelled through a spiral-fluted nozzle that generates a spinning
motion to increase the ballistic stability and accuracy of the rocket after launch. Like the previous Mk40 rocket
motors, the Mk66 is compatible with a large number of the same 2.75-inch diameter warheads.
Weapon designations of the Hydra family of rockets are typically denoted by the installed warheads, despite being
composed of three distinct components to include the Mk66 rocket motor, warhead, and fuze. Depending on the
specific warhead that is installed on the rocket, some fuzes are integrated within the warhead itself while others
may be fitted with an external fuze option.
Compatible fuzes are grouped into three categories, based on their method of function. Rocket warheads that
may employ these types of fuzes are listed below within each applicable fuze category.
Point-Detonating Fuze Variable Delay Fuze Fixed Delay Fuze
Initiates upon impact. Initiates based on target range or Initiates based on a fixed time
a variable time delay after impact. delay after launch.
• M151 High Explosive • M151 High Explosive • M257 Illumination
• M229 High Explosive • M229 High Explosive • M258 IR Illumination
• M274 Training Smoke • M255A1 Flechette
• M156 WP Smoke • M261 MP Sub-Munition
• M264 RP Smoke
EAGLE DYNAMICS 443

DCS [AH-64D]
M423 Point-Detonating (PD) Fuze. The M423 fuze initiates the warhead charge immediately upon impact
with any solid surface. This fuze is the most commonly used by M151 and M229 high-explosive warheads, but is
also used by the M156 white phosphorus smoke rocket for target marking and by the M274 training rocket.
M433 Resistance Capacitance (RC) Fuze. The M433 is a variable-time delay fuze that uses an electrical
charge delivered by the launching aircraft to set the desired time delay based on the specific cockpit selection.
The fuze is activated upon impact with a solid surface and initiates the warhead charge after a brief delay,
allowing the warhead to penetrate obstructions prior to detonation. This fuze is not commonly used but could be
employed to increase the penetration of high-explosive warheads through dense foliage or defensive fortifications.
M439 Air Burst Fuze. The M439 is a variable-time delay fuze that uses an electrical charge delivered by the
launching aircraft to set the desired time delay based on the specific cockpit selection. The fuze is activated upon
launch and initiates the warhead charge after a delay, allowing the warhead to reach a pre-determined range
along its trajectory prior to detonation or delivery of the warhead contents. This fuze is integrated into the M255A1
Flechette, M261 Multi-Purpose Sub-Munition (MPSM), and M264 red phosphorus smoke rockets.
M442 Cargo Fuze. The M442 is a fixed-time delay fuze that initiates the warhead charge approximately 9
seconds following rocket motor burnout. The combined flight time of the rocket motor burn and the subsequent
fuze delay deploys the warhead contents approximately 3,500 meters from the launch point and is integrated
into the M257 and M278 battlefield illumination rockets.
M442
M439
M433
M423
0.5 3.5 Target Range (km) 7.5
Rocket Fuze Functions
Rocket Launcher Zones

The AH-64 is capable of employing up to five unique rocket warhead types when loaded with four M261 rocket
launchers. Each of the 19 individual rocket tubes of each M261 launcher is equipped with independent firing and
fuzing circuits, which allow the rockets to be selectively fired based on which tube is physically occupied by a
rocket and which warhead “zone” the tube is assigned.
Each zone is permanently allocated to each of the four wing pylons, meaning that zones A and B will only be
assigned to M261 launchers mounted under the outboard wing pylons, and zones C and D will only be assigned
to launchers mounted under the inboard wing pylons. However, zone E will always be assigned to the center
three tubes of any installed launchers.
Left Outboard Left Inboard Right Inboard Right Outboard
Zone Zone Zone Zone Zone
Rocket Launcher Zones
444
[AH-64D] DCS
Rocket Steering Cursor

The Aerial Rocket Sub-system (ARS) enables accurate delivery of massed fires against area targets and provides
an AH-64 team with a direct and indirect fire capability akin to a light rocket artillery battery. The fire control
system of the AH-64 calculates ballistic trajectories of 2.75-inch unguided rockets out to a range of 7,500 meters,
and at such distances most vehicle-sized targets would be difficult to visually acquire, depending on the nature
of the terrain. If a target could be seen at such a distance, direct aiming devices would be inadequate in providing
the level of aiming precision that would be necessary to ensure unguided munitions, even an area effect weapon
such as unguided rockets, could be delivered in the vicinity of the target. This would preclude the use of direct
sighting methods such as a Continuously Computed Impact Point (CCIP) or any other reticle that would require
adjustments to an aimpoint toward distant target locations.
The key piece of symbology associated with employing rockets is
the Rocket Steering Cursor, an I-beam shaped symbol displayed
LOS Reticle must be aligned within within the crewmembers’ sight symbology. The Rocket Steering
the boxed region by turning left
Cursor is a steering cue which indicates the required position that
the nose of the aircraft must be placed in azimuth and elevation,
taking into account the limited articulation range of the pylons.
When the symbology LOS Reticle is aligned along the “I-beam”
between the upper and lower limits of the Rocket Steering Cursor,
LOS Reticle
the aircraft is positioned in which the calculated weapon aiming
solution against the intended target is within the articulation range
Rocket Steering
Cursor of the wing pylons.
The Rocket Steering Cursor is longitudinally-scaled and is not a
virtual symbology element; its displayed location does not
correspond with a real-world location that is observed “out-the-
window” like the Head Tracker or Flight Path Vector. This removes the limitations of direct sighting against long-
range targets and allows the AH-64 to employ unguided rockets from behind cover when the aircraft may not
have a direct line-of-sight to the target location. This capability facilitates indirect fire against target locations that
have been handed off to the AH-64 aircrew from another platform such as another AH-64 team member, a scout
helicopter, or friendly ground forces.
To aid the aircrew in aligning the rocket launchers with the calculated weapon aiming solution, the weapon pylons
themselves articulate in the vertical axis to account for target range and the pitch attitude of the helicopter at a
given airspeed. The pylons have an articulation range of +4° to -15° relative to the Aircraft Datum Line (ADL),
which represents the longitudinal axis of the fuselage.
+4°
0°
-4.9°
Head Tracker
-15°
Pylon Articulation Limits
The Head Tracker symbol within the IHADSS Flight symbology is displayed at -4.9° relative to the ADL. In a stable
hover with no winds, or when landed, the Head Tracker will be level with the horizon; and is at an approximate
mid-point between the upper and lower articulation limits of the pylons.
EAGLE DYNAMICS 445

DCS [AH-64D]
Rocket Steering Cursor Alignment

The Rocket Steering Cursor is longitudinally positioned within the symbology based on the position of the weapon
aiming solution relative to the nose of the aircraft, which is represented by the LOS Reticle. If the Rocket Steering
Cursor is displayed to the left of the LOS Reticle, the heading of the aircraft should be adjusted to the left until
the Rocket Steering Cursor is aligned with the LOS Reticle, and vice versa if the Rocket Steering Cursor is to the
right of the LOS Reticle.
In the example below, the sight’s LOS Reticle has been placed over a group of vehicles approximately 3 kilometers
away. The LOS Reticle is being used to designate the target location and is also being used to represent the nose
of the aircraft as a reference point from which the Rocket Steering Cursor is being displayed. While the Head
Tracker is a virtual symbology element representing the real-world position of the aircraft nose, the Rocket
Steering Cursor is a longitudinally-scaled symbology element that is displayed relative to the LOS Reticle. As a
result, the Rocket Steering Cursor is indicating to the Pilot that the nose of the aircraft must be steered to the
left to align the rocket launchers with the weapon aiming solution.
Rocket launcher elevation

within articulation range of
the wing pylon
Weapon Aiming
Solution
Head
Rocket Tracker
Steering
Cursor
LOS
Reticle
Rocket Steering Cursor indicates Rockets impact to the right

that the nose must be turned left of the target if LOS Reticle
to align the rocket launchers with is misaligned to the right of
the weapon aiming solution the Rocket Steering Cursor
Rocket Steering Cursor – Lateral Misalignment
In this scenario, the LOS Reticle is vertically aligned between the upper and lower limits of the Rocket Steering
Cursor, indicating that the weapon aiming solution is within the articulation range of the wing pylons. However,
the LOS Reticle is laterally misaligned to the right from the Rocket Steering Cursor, indicating the rockets will
impact to the right of the intended target. If the rockets were fired under these conditions, they would impact to
the right of the target but would be at the correct range (assuming the ranging data being used by the selected
sight is accurate).
To correct lateral misalignment of the Rocket Steering Cursor, the Pilot should turn in the direction of the Rocket
Steering Cursor until the LOS Reticle is aligned along the vertical axis of the “I-beam”. If in a hover or at low
speeds near hover, the Pilot should use the pedals to yaw the aircraft in the direction of the Rocket Steering
Cursor. If in forward flight, the Pilot should use the cyclic to bank the aircraft in the direction of the Rocket
Steering Cursor while adjusting the pedals to keep the skid/slip indicator (“trim ball”) centered.
446
[AH-64D] DCS
In the next example below, the sight’s LOS Reticle has been placed over a group of vehicles approximately 6
kilometers away, and the aircraft nose is correctly aligned with the weapon aiming solution. However, due to the
range between the aircraft and the targets, the weapon aiming solution is beyond the articulation range of the
wing pylons. As a result, the Rocket Steering Cursor is indicating to the Pilot that the nose of the aircraft must
be elevated to align the rocket launchers with the weapon aiming solution.
In addition, the Rocket Steering Cursor itself is dashed to indicate that a weapon inhibit exists, in this case a
performance inhibit, accompanied by the “PYLON LIMIT” inhibit message displayed within the symbology. (See
Rocket Steering Cursor Format on the following page for more information.)
Weapon aiming solution is

beyond the articulation
range of the wing pylons
Weapon Aiming
Solution
Rocket launcher elevation
is limited by the wing pylon
upper articulation limit
Rocket
Steering
Cursor
Head
Tracker LOS
Reticle
Rocket Steering Cursor

indicates the nose must be
Rockets will impact short of the pitched up to bring the
calculated target location if the LOS weapon aiming solution
Reticle isn’t aligned within the limits into the articulation range
of the Rocket Steering Cursor of the wing pylons
Rocket Steering Cursor – Vertical Misalignment
In this scenario, the LOS Reticle is laterally aligned with the Rocket Steering Cursor, indicating that the aircraft is
on the correct heading for an accurate rocket delivery. However, the LOS Reticle is vertically misaligned below
the Rocket Steering Cursor. If the rockets were fired under these conditions, their ballistic trajectory would be
insufficient to achieve the required range and would impact the ground prior to reaching the target.
To correct vertical misalignment of the Rocket Steering Cursor, the Pilot should use the cyclic to adjust the pitch
attitude of the aircraft in the direction of the Rocket Steering Cursor until the LOS Reticle is aligned between the
upper and lower limits of the “I-beam”. This technique uses the pitch attitude of the helicopter to augment the
elevation of the rocket launchers and is called “super-elevating”.
If in a hover or at low speeds near hover, the Pilot should use caution when super-elevating the nose near
obstacles as the pitch-up attitude will induce a backwards acceleration. If sufficient maneuver area is available,
it may be advisable to gain some forward speed prior to performing a “super-elevation maneuver” for long-range
rocket delivery. Forward airspeeds also increase airflow over the tail, providing the added benefit of improving
the helicopter’s stability, which will enhance the accuracy of unguided munitions.
EAGLE DYNAMICS 447

DCS [AH-64D]
Rocket Steering Cursor Format

The Rocket Steering Cursor is displayed in four formats to indicate whether the weapon aiming solution is within
the articulation range of the wing pylons (Valid or Invalid) and the current pylon state (Normal or Ground Stow).
If the weapon aiming solution is within the articulation range of the wing
pylons and no Weapon Inhibit messages are displayed within the High Action
Display, the Rocket Steering Cursor will be displayed as Valid.
If the weapon aiming solution is beyond the articulation range of the wing
Valid Rocket Invalid Rocket
Steering Cursor Steering Cursor pylons or any Weapon Inhibit messages are displayed within the High Action
(NORM) (NORM) Display, the Rocket Steering Cursor will be displayed as Invalid.
If Ground Stow (GND STOW) is disabled on the WPN Utility sub-page, enabling
normal articulation functions of the wing pylons, the Rocket Steering Cursor
will be displayed as a continuous “I-beam” symbol.
If Ground Stow (GND STOW) is enabled on the WPN Utility sub-page, disabling
the normal articulation functions of the wing pylons and setting the pylons to
Valid Rocket Invalid Rocket
Steering Cursor Steering Cursor -5° relative to the Aircraft Datum Line (coincident with the Head Tracker
(GND STOW) (GND STOW) symbol within the HMD Flight symbology), the Rocket Steering Cursor will be
displayed as a broken “I-beam” symbol.
NOTE: When the Rocket Steering Cursor is displayed in the GND STOW format, the broken “I-beam” symbol will
remain referenced from the LOS Reticle based on the calculated weapon aiming solution.
Rocket Weapon Inhibits

The following conditions will inhibit the rockets from being fired or interrupt the firing of the rockets if already in
in progress. Performance inhibits may be overridden by pulling the trigger to the 2nd detent. Safety inhibits cannot
be overridden.
range.
The commanded position of the Adjust the aircraft pitch attitude as necessary to bring
PYLON LIMIT rocket launcher(s) exceeds the the weapon aiming solution within the articulation
(IN FLIGHT) pylon articulation limits. range of the wing pylons (e.g., pitch the nose toward
(+4° to -15°). the Rocket Steering Cursor).
Safety Inhibits
Vertical acceleration is <0.5 G;
the main rotor blades may Reduce the severity of the current maneuver to
ACCEL LIMIT
obstruct the trajectory of the increase the positive G load on the aircraft.
rockets when fired.
A missile launch is already in The rockets may be fired 2 seconds after the missile
ALT LAUNCH
progress. launch is complete.
448
[AH-64D] DCS
The gun is out of coincidence

from the weapon aiming If tactically feasible, instruct the crewmember that has
GUN OBSTRUCT solution and may obstruct the actioned the gun to de-action in order to permit the
trajectory of rockets fired from firing of rockets.
the inboard wing pylons.
The line-of-sight of the selected Select a different sight for engagement.

sight is invalid or has failed; If using HMD as the sight and the LOS Reticle is
LOS INVALID
and cannot provide a weapon flashing, adjust the helmet position to within the slew
aiming solution to the gun. limits of the assigned NVS sensor (PNVS or TADS).
Indicates that the pylon position If inhibit message remains, the corresponding wing
is not equal to the commanded pylons may have experienced a failure.
PYLON ERROR pylon position or the rocket A different rocket warhead selection may be made (if
launcher positions are available) on a different set of wing pylons; otherwise
unknown. the rockets should be de-actioned.
The commanded position of the
Adjust the weapon aiming solution as necessary to
PYLON LIMIT rocket launcher(s) exceeds the
that which may be utilized within the articulation range
(ON GROUND) pylon articulation limits.
of the wing pylons.
(+4° to -5°).
cannot be fired.
EAGLE DYNAMICS 449

DCS [AH-64D]
WPN Rocket (RKT) Format

When rockets are selected for employment within the crewstation, the WPN page will be set to RKT format.
2. Quantity Select
1. Inventory Select
3. Rocket Status
Icon
1. Inventory Select. Displays the available rocket warhead types and the remaining quantity onboard for
each type. A rocket warhead type may be selected for employment using VAB L1-L5, with the current
selection boxed. This setting is independent between crewstations unless COOP mode is entered.
NOTE: All rocket zones that are loaded with the same warhead type are consolidated into a single selection.
2. Quantity Select. Displays the selected quantity of rockets that will be fired within a salvo. Selection of VAB
R1 will display the Quantity Select menu that permits a different quantity to be selected. Available options
are 1, 2, 4, 8, 16, 24 or ALL.
3. Rocket Status. Indicates a rocket launcher is installed onto the corresponding wing pylon. The launcher
icon appearance and text label indicate the status and warhead inventory selection of the launcher.
450
[AH-64D] DCS
Rocket Weapon Status Messages

The following messages will be displayed in the High Action Display based on current rocket status or weapon
page settings when rockets are actioned.
WEAPON
CONDITION
STATUS
LIMITS The commanded position of the rocket launcher(s) exceeds the pylon articulation limits.
NO ROCKETS Rockets are actioned but no rockets are available.
Rockets are actioned. Ground stow is enabled on the WPN Utility sub-page and rocket
RKT G-S
launchers are not articulating.
RKT NORM Rockets are actioned. Rocket launchers are articulating to the weapon aiming solution.
The remaining time of flight (in seconds) for the most recent rocket salvo that has been
RKT TOF=##
fired.
Rockets are actioned but a rocket type has not been selected from the INVENTORY on
TYPE? the WPN page; or the previous type has been depleted and another rocket type must be
selected.
EAGLE DYNAMICS 451

DCS [AH-64D]
Rocket Engagement using TADS (Direct Fire in COOP Mode)

When employing unguided rockets in Cooperative (COOP) mode, the TADS is used by the CPG to calculate the
weapon aiming solution while the Pilot maneuvers the aircraft to align the Rocket Steering Cursor. If the target
is moving, continuous laser designation via the 2nd detent of the laser trigger should be used to incorporate the
Target State Estimator (TSE) for lead-angle compensation. TADS LMC and/or IAT may also be used to assist the
CPG in stabilizing the TADS LOS Reticle on the target.
Cooperative mode can only be entered when the CPG actions rockets on the TEDAC Left Handgrip and the Pilot
actions rockets on the Cyclic Grip.
When COOP mode is entered, the Pilot’s WPN page settings in the RKT format will default to the setting s of the
CPG. However, when in COOP mode, these settings are common between crewstations in that changing the
INVENTORY (VAB L1-L5) or QTY (VAB R1) settings in one crewstation will change them in the other.
To engage a target with Direct Fire rockets in Cooperative mode, using the TADS as the selected sight:
1. PLT Sight Select switch – HMD.
(Collective Mission Grip)
2. CPG Sight Select switch – TADS. (TEDAC 10. INVENTORY 11. ARM Status
Right Handgrip) (VAB L1-L5) 10. QTY (VAB R1)
3. CPG WPN Fixed Action Button – Press.

4. CPG(Optional) Determine the
appropriate acquisition source (ACQ) for
or GHS.
4. ACQ Select (VAB R6)
set ACQ to the corresponding point.
6. PLT Weapon Action switch (WAS) – Left.
(Cyclic Grip)
7. CPG Weapon Action Switch (WAS) – Left.
(TEDAC Left Handgrip)
8. PLT & CPG Weapon Control Status – Verify
“COOP”. (High Action Display)
9. PLT & CPG Weapon Status – Verify “RKT
8. Verify “COOP” 9. Verify “RKT NORM”
NORM”. (High Action Display)
10. PLT / CPG Weapon settings – Verify or
select. (WPN page)
• © TYPE (VAB L1-L5) – Select as
desired.
• © QTY (VAB R1) – Select as
desired.
452
[AH-64D] DCS
11. CPG © A/S button – Verified in ARM.

(Armament Panel)
12. CPG Range source – Verify or select:
Laser, Navigation, Auto, or Manual.
14. Fire LRFD
stabilize the TADS on target.
14. CPG LRFD Trigger – Pull, if laser ranging
is desired. (TEDAC Right Handgrip) 17. Weapon Inhibits
• Target and aircraft are stationary –
LRFD trigger, 1st detent, may be
pulled momentarily (ranging).
• Target or aircraft are moving – 12. Range Source
LRFD trigger, 2nd detent, should be
pulled and held (designation).
15. CPG Instruct the Pilot to align the aircraft
with the Rocket Steering Cursor and fire
– “Match and Shoot.”
16. PLT Rocket Steering Cursor – Align with 16. Align Rocket Steering
Cursor to LOS Reticle
the HMD LOS Reticle.
• Running/Diving Fire – Apply cyclic
inputs in the direction of the Rocket
Steering Cursor while applying
pedal inputs to maintain
aerodynamic trim.
• Hover Fire – Apply pedal inputs in
the direction of the Rocket Steering
Cursor.
17. PLT & CPG Weapon Inhibit messages – 17. Weapon Inhibits
Verify no Safety or Performance inhibit
• ACCEL LIMIT
• ALT LAUNCH
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT
• PYLON LIMIT
18. PLT Weapon Trigger – Pull and hold for duration of salvo. (Cyclic Grip)
19. CPG TADS Field-Of-View (FOV) - Decrease by one level. (e.g., switch FLIR from Narrow to Medium FOV)
20. Observe for rocket impacts – Adjust the TADS LOS Reticle aimpoint and repeat rocket salvo as
PLT & CPG
necessary until target effects are achieved.
EAGLE DYNAMICS 453

DCS [AH-64D]
Rocket Engagement using TADS (Indirect Fire in COOP Mode)

When employing unguided rockets in Cooperative (COOP) mode, the TADS is used by the CPG to calculate the
weapon aiming solution while the Pilot maneuvers the aircraft to align the Rocket Steering Cursor. When
employed in an indirect fire manner in which the target cannot be directly observed by the aircraft sensors, the
TADS is slaved to a point within the navigational database corresponding with the target’s 3-dimensional location.
This point may be stored using the TADS, manually input by the crew, or received from another team member.
Cooperative mode can only be entered when the CPG actions rockets on the TEDAC Left Handgrip and the Pilot
actions rockets on the Cyclic Grip. When COOP mode is entered, the Pilot’s WPN page settings in the RKT format
will default to the settings of the CPG. However, when in COOP mode, these settings are common between
crewstations in that changing the INVENTORY (VAB L1-L5) or QTY (VAB R1) settings in one crewstation will
change them in the other.
To engage a target with Indirect Fire rockets in Cooperative mode, using the TADS as the selected sight:
1. PLT Sight Select switch – HMD.
(Collective Mission Grip)
2. CPG Sight Select switch – TADS. (TEDAC 10. INVENTORY 11. ARM Status
Right Handgrip) (VAB L1-L5) 10. QTY (VAB R1)
3. CPG WPN Fixed Action Button – Press.

4. CPG Determine the appropriate
acquisition source (ACQ) for acquiring
the target.
• COORD (VAB T5) – Select.
• Point (VAB L1-L6) – Select; or use
paging controls to locate the target 4. ACQ Select (VAB R6)
point within the database.
NOTE: If the target location is not
already present in the navigational 3. WPN Fixed Action Button
database, the target point must be
received via the datalink or manually
input on the POINT sub-page. (See the
Datalink chapter or TSD Point sub-page
5. CPG SLAVE button – Press.
6. PLT Weapon Action switch (WAS) – Left.
(Cyclic Grip)
7. CPG Weapon Action Switch (WAS) – Left.
(TEDAC Left Handgrip)
8. Verify “COOP” 9. Verify “RKT NORM”
8. PLT & CPG Weapon Control Status – Verify
“COOP”. (High Action Display)
9. PLT & CPG Weapon Status – Verify “RKT
NORM”. (High Action Display)
454
[AH-64D] DCS
10. PLT / CPG Weapon settings – Verify or

select. (WPN page)
• © TYPE (VAB L1-L5) – Select as
desired.
• © QTY (VAB R1) – Select as
desired.
11. CPG A/S button – Verified in ARM.
(Armament Panel)
12. CPG Range source – Verify Navigation.
with the Rocket Steering Cursor and fire
– “Match and Shoot.”
15. Weapon Inhibits 4. ACQ Select
14. PLT Rocket Steering Cursor – Align with
the HMD LOS Reticle.
• Running Fire – Apply cyclic inputs in
the direction of the Rocket Steering 12. Range Source
Cursor while applying pedal inputs
to maintain aerodynamic trim.
Cursor.
15. PLT & CPG Weapon Inhibit messages – 14. Align Rocket Steering
Verify no Safety or Performance inhibit Cursor to LOS Reticle

• ACCEL LIMIT
• ALT LAUNCH
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT
• PYLON LIMIT
16. PLT Weapon Trigger – Pull and hold for
duration of salvo. (Cyclic Grip)
15. Weapon Inhibits
17. PLT & CPGIf no observers are able to
provide a damage assessment after
rockets are fired, it may be necessary to
un-mask and observe the target area to
determine if the desired target effects are
achieved.
EAGLE DYNAMICS 455

DCS [AH-64D]
Rocket Engagement using FCR (Direct Fire or Indirect Fire)

When employing unguided rockets independently from either crewstation using the FCR, the NTS target is used
for calculating the weapon aiming solution for the Rocket Steering Cursor. If the target is moving, the target
should be engaged in as short amount of time possible following the completion of the FCR scan to ensure the
lead-angle compensation to the target is accurate.
Since the 3-dimensional location of the NTS
target is used for calculating the weapon
aiming solution, unguided rockets may be
employed in a direct fire manner in which the
2. NTS (VAB L1)
target can be directly observed by the aircraft
sensors, or in an indirect fire manner in which
the target cannot be directly observed by the
aircraft sensors.
2. MPD Cursor – Select NTS
When employing unguided rockets in
Cooperative (COOP) mode, the FCR is used by
the CPG to calculate the weapon aiming
solution while the Pilot maneuvers the aircraft
to align the Rocket Steering Cursor.
Cooperative mode can only be entered when
the CPG actions rockets on the TEDAC Left 1. FCR Fixed Action Button
Handgrip and the Pilot actions rockets on the
Cyclic Grip. 10. Weapon Inhibits
To engage a target from either crewstation

while using the FCR as the selected sight:
1. Sight Select switch – FCR, if FCR is not 1. Sight Select FCR 8. Range Source 5. Verify “RKT NORM”
or
1. FCR Fixed Action Button – Press, if FCR is 6. INVENTORY 7. ARM Status
the selected sight. (VAB L1-L5) 6. QTY (VAB R1)
2. NTS (VAB L1) – Select to advance NTS to

or
4. Weapon Action switch (WAS) – Left.
(Cyclic Grip)
5. Weapon Status – Verify “RKT NORM”. 3. WPN Fixed Action Button
(High Action Display)
page)
• TYPE (VAB L1-L5) – Select as
desired.
• QTY (VAB R1) – Select as desired.
456
[AH-64D] DCS
7. A/S button – Verified in ARM. (Armament

Panel)
9. Rocket Steering Cursor – Align with the
9. Turn toward
HMD LOS Reticle. Rocket Steering Cursor
Steering Cursor while applying
pedal inputs to maintain
aerodynamic trim.
Cursor.
10. Weapon Inhibits
are displayed:
• ACCEL LIMIT 1. Sight Select FCR 8. Range Source
• ALT LAUNCH
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT
• PYLON LIMIT
EAGLE DYNAMICS 457

DCS [AH-64D]
Rocket Engagement using HMD (Direct Fire)

When employing unguided rockets independently from either crewstation, the crewmember uses the HMD to
calculate the weapon aiming solution while maneuvering the aircraft to align the Rocket Steering Cursor. Since
the HMD LOS Reticle designates the target location, the helmet position must be maintained on the target to
provide continuous and accurate steering cues via the Rocket Steering Cursor.
To engage a target with Direct Fire rockets, using the HMD as the selected sight:
1. Sight Select switch – HMD. (Collective
Mission Grip)
2. WPN Fixed Action Button – Press. 5. INVENTORY 6. ARM Status
(VAB L1-L5) 5. QTY (VAB R1)
3. Weapon Action switch (WAS) – Left.
(Cyclic Grip)
4. Weapon Status – Verify “RKT NORM”.
page)
• TYPE (VAB L1-L5) – Select as
desired.
• QTY (VAB R1) – Select as desired.
6. A/S button – Verified in ARM. (Armament 2. WPN Fixed Action Button
Panel)
7. Range source – Verify or select:
Navigation, Auto, or Manual. (HMD
Acquisition and Ranging)
8. HMD LOS Reticle – Designate the target.

9. Rocket Steering Cursor – Align with the
HMD LOS Reticle while maintaining the
HMD LOS Reticle on the target.
Steering Cursor while applying 9. Turn toward 8. Place HMD LOS Reticle
pedal inputs to maintain Rocket Steering Cursor over target location
aerodynamic trim.
Cursor.
are displayed:
• ACCEL LIMIT
10. Weapon Inhibits
• ALT LAUNCH
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT 1. Sight Select HMD 7. Range Source 4. Verify “RKT NORM”
• PYLON LIMIT
458
[AH-64D] DCS

12. Observe for rocket impacts – Adjust the
HMD LOS Reticle aimpoint and repeat
rocket salvo as necessary until target
effects are achieved.
EAGLE DYNAMICS 459

DCS [AH-64D]
HELLFIRE MODULAR MISSILE SYSTEM

(HMMS)
The Hellfire Modular Missile System is the primary weapon system of the AH-64D, capable of employing any
variant of the AGM-114 Hellfire missile family. The AGM-114 was designed as a highly accurate anti-armor
munition, capable of engaging point targets at long range across a wide variety of battlefield conditions.
The HMMS consists of up to four M299 Hellfire missile launchers (also called “HML’s”), which can carry up to four
AGM-114 missiles of any model. Each individual launcher rail is processed by the aircraft electronics independently
of the others, essentially equipping the AH-64 with up to 16 individual missile stations. Any combination of M299
missile launchers may be used in conjunction with the M261 rocket pods, to include such possibilities of three
missile launchers and one rocket pod, or a single missile launcher and a single rocket pod in the case of reducing
overall gross weight.
The HMMS provides various levels of automation for managing the missile inventory, allowing the crew to focus
on targeting and engagement of ground targets while minimizing the duration the AH-64D is un-masked and
exposed to enemy detection and weapons fire. AGM-114 missiles may be employed by either crewmember when
using the HMD or FCR as the selected sight, or by the CPG when using the TADS. However, only specific missile
types (SAL or RF) may be employed depending on the selected sight within the crewstation.
• HMD. When the selected sight is HMD, only Semi-Active Laser (SAL) AGM-114 missiles may be selected and
fired from the crewstation. When employed by the CPG, an offboard source of laser designation is required.
When employed by the Pilot, an offboard laser designation is required or the CPG may provide designation
using the TADS.
• FCR. When the selected sight is FCR, only Radio Frequency (RF) AGM-114 missiles may be selected and
fired from the crewstation.
• TADS. When the CPG’s selected sight is TADS, either SAL or RF missiles may be selected and fired,
depending on the CPG’s Weapon (WPN) page settings.
460
[AH-64D] DCS
AGM-114K Semi-Active Laser-homing (SAL) Missile

The AGM-114 family of anti-tank missiles entered service in the early 1980’s alongside the AH-64A. The laser-
guided Hellfire missiles were proven to be much more capable compared to the wire-guided BGM-71 TOW missiles
which they were to replace, with the ability to be guided to a target by the launching platform or by any other
target designation system capable of emitting a matching laser code. In addition, the AGM-114’s increased range,
speed, and its ability to employ one of several post-launch trajectories added to its versatility on the battlefield.
The first generation of missiles, commonly referred to as “Basic Hellfire” variants, included the A-, B-, C- and F-
models, and were used to a high degree of success during Operation Desert Storm in 1991.
Although the early variants of the AGM-114 missile were quite successful in combat, development of a second
generation of AGM-114 missiles, commonly referred to as “Hellfire II” variants, entered service in the late 1990’s.
These new AGM-114 variants featured numerous improvements and enhancements over the first generation,
including a new digital autopilot to replace the original analog electronics, an electronic arming fuze,
countermeasure hardening, and an integrated tandem warhead for defeating reactive armor. As a side note, the
AGM-114F did include a second warhead for defeating reactive armor, giving it a noticeable increase in length
compared to other AGM-114 variants, leading to the F-model being referred to as “Interim Hellfire”.
Moving Control
Surfaces
Fixed Control
Surfaces
Digital Autopilot,
Control Gyros,
Tandem, & Battery
Shaped-charge
Warhead Warhead
Fuze
Fixed Control
Launcher Surfaces
Gimbaled Umbilical
Laser Seeker
AGM-114K Hellfire missile
The AGM-114K was the first model of “Hellfire II” variants produced. Like the initial “Basic Hellfire”, the laser
frequency and post-launch trajectory are selectable from the cockpit and are immediately uploaded through the
missile’s umbilical, giving the aircrew the ability to rapidly configure the missile as needed. This flexibility, along
with the AGM-114K’s tandem shaped-charge warhead, which is capable of defeating any known armor on the
battlefield, makes the “Kilo” a versatile precision-strike weapon.
The AGM-114K may be employed in either a Lock-On-Before-Launch (LOBL) or a Lock-On-After-Launch (LOAL)
mode. If the missile’s laser seeker detects a laser designation that matches its assigned laser code prior to launch,
regardless of whether that laser designation is provided by the launching aircraft or by an offboard source such
as another aircraft or a ground-based designator, the missile will be launched in LOBL mode.
When tracking a laser designation in LOBL mode the acceptable launch envelope, referred to as the “missile
launch constraints”, is significantly more permissive when compared to LOAL. However, LOBL requires the
launching aircraft have a direct line-of-sight to the target prior to launch, which may expose the aircraft to enemy
detection and weapons fire.
EAGLE DYNAMICS 461

DCS [AH-64D]
SAL Post-Launch Trajectories

The acceptable launch envelope when firing the missile in LOAL is more restrictive than LOBL to ensure the
missile is fired into the general vicinity of the intended target prior to designation. However, this allows the
launching aircraft to fire the missile while remaining behind cover and hidden from enemy detection. When a SAL
missile is launched while using LOAL, the crew may select one of three trajectories for the missile to utilize while
enroute to the target, depending on the range and any obstructions between the aircraft and the target.
• High (HI) Trajectory. When employed using a High trajectory, the missile will use a maximum loft climb
after launch, ascending approximately 1,300 feet above the aircraft within 2,000 meters before leveling off
and continuing along a level altitude. The High trajectory should be utilized when the missile needs to clear
significant terrain obstructions between the launching aircraft and the intended target, or to maximize the
missile’s kinematic range.
• Low (LO) Trajectory. When employed using a Low trajectory, the missile will use a moderate loft climb
after launch, ascending approximately 500 feet above the aircraft within 1,000 meters before leveling off
and continuing along a level altitude. The Low trajectory should be utilized when the missile needs to clear
low terrain obstructions between the launching aircraft and the intended target, or to increase the missile’s
kinematic range.
• Direct (DIR) Trajectory. When employed using a Direct trajectory, the missile will use a minimum loft
climb after launch, ascending approximately 50 feet above the aircraft within 500 meters, but will continue
along its launch azimuth in a very slight climb, reaching a peak altitude of 250 feet within 5 kilometers. The
Direct trajectory should be utilized when there are no terrain obstructions between the launching aircraft
and the intended target, or if the target is at a relatively close range.
NOTE: The trajectory option on the WPN page should be set to Direct (DIR) if the missile is intended to be
employed in a Lock-On-Before-Launch mode. (See Missile Constraints Box for more information.)
1,300 ft
750 ft
500 ft
300 ft
300 ft
50 ft
LOAL-HI
LOAL-LO
LOAL-DIR
SAL Post-Launch Trajectories
Regardless of which trajectory is selected, the AGM-114K will continue along the same azimuth following launch
until it detects a laser designation with a matching laser code, at which point it will dive onto the designated
target. If no laser designation is detected, the missile will gradually lose altitude as its kinematic energy is depleted
and it impacts the ground.
462
[AH-64D] DCS
Laser Codes & Missile Channels

The AH-64D allocates laser frequencies using a combination of alphabetical laser codes and preset missile
channels to increase cockpit efficiency. Up to 16 distinct laser frequencies may be programmed and assigned to
laser codes “A” through “R”, excluding I and O to prevent confusion with one and zero respectively. These laser
codes are then allocated amongst other team members to ensure each AH-64D can designate targets
independently of one other, enabling simultaneous laser-guided missile engagements without mutual
interference. (See WPN Code sub-page for more information.)
The pre-programmed laser codes also allow rapid switching of the TADS Laser Rangefinder/Designator (LRFD)
and Laser Spot Tracker (LST) coding, without needing to manually input a 4-digit pulse repetition frequency using
the Keyboard Unit each time a change is required. Although it is rare that an AH-64D crew will need to change
their LRFD code from that which was assigned to their aircraft during a mission, the LST code may be changed
several times throughout the mission, depending on the nature of any target handovers received from other
laser-capable platforms within the battlespace.
Once the laser codes have been programmed and assigned to the TADS LRFD and LST sensors, the appropriate
laser codes must be assigned to the missile channels. Missile channels permit rapid re-coding of SAL missiles
directly from the main WPN page, independently of the ownship’s TADS LRFD and LST code assignments, and
determine which laser designations SAL missiles will scan for and track. (See WPN Channel sub-page for more
information.)
Laser Frequencies (WPN Frequency sub-page)
Code A Code C Code E Code G Code J Code L Code N Code Q
Code B Code D Code F Code H Code K Code M Code P Code R

Laser Codes (WPN Code sub-page)
Missile Channels assigned on

WPN Missile Channel (CHAN) sub-page
TADS Codes assigned on
WPN Code (CODE) sub-page
LRFD A LST B Channel 1 A Channel 2 B Channel 3 C Channel 4 D

LRFD LT Priority Alternate
Trigger Switch Channel Channel
TADS Codes Missile Channels (PRI & ALT assigned on WPN page, MSL format)
Laser Coding & Missile Channels
If the WPN page is displayed in MSL format, any of the four missile channels may be selected as the Priority or
Alternate channels for SAL missile coding. The Priority missile channel determines how the next launched SAL
missile will be coded, as in which laser pulse repetition frequency it will scan for and track. The Alternate missile
channel is only used when the missile mode is set to Ripple (RIPL) and determines how the subsequently launched
SAL missile will be coded. (See WPN Missile format and Missile Modes on the following page for more information.)
EAGLE DYNAMICS 463

DCS [AH-64D]
Missile Modes
The AH-64’s missile management mode may be set to either Normal, Ripple, or Manual, which dictates the
manner in which the next and subsequent missiles are selected and coded for laser designations. For more
information regarding Manual mode, see WPN Missile format.
In Normal mode, each missile that is launched is coded to a single missile channel (set as the Priority channel on
the WPN page), meaning each missile searches for and tracks laser designations of a single laser pulse frequency.
1st Missile 2nd Missile 3rd Missile 4th Missile
Code A Code A Code A Code A
Normal (NORM) Missile Mode
When set to Ripple mode, each missile that is launched is coded to one of two missile channels (set as the Priority
and Alternate channels on the WPN page), which automatically cycles between the two channels every time a
missile is fired. This allows missiles to be employed against two separate laser pulse frequencies that are providing
simultaneous target designations without needing to manually switch the Priority missile channel between each
pull of the weapon trigger.
1st Missile 2nd Missile 3rd Missile 4th Missile
Code A Code B Code A Code B
Ripple (RIPL) Missile Mode
It should be noted that the selected missile mode only provides a means of managing how each subsequent
missile is coded prior to launch, and does not directly correlate with how targets are designated, or whether the
target is designated by the launching aircraft, another aircraft in the vicinity, or a ground-based designator. In
the figure below, the aircraft launching in NORM mode may or may not be the source of laser designation against
the intended target. NORM mode simply results in each missile being coded to the Priority missile channel.
A
A
A
B
A
NORM
Each missile is fired on the The Priority and Alternate missile

Priority missile channel RIPL channels automatically swap after
each pull of the weapon trigger
Normal (NORM) and Ripple (RIPL) Modes
Likewise, the aircraft launching in RIPL mode may or may not be one of the sources of laser designation against
the intended targets. Either of the designation sources could be provided by the launching aircraft, another
aircraft in the vicinity, or a ground-based designator. RIPL mode simply results in the cycling of the Priority and
Alternate channels following each launch to permit engagement of multiple targets using two designation sources.
464
[AH-64D] DCS
SAL Missile Constraints Box

The key piece of symbology associated with employing the AGM-114K is the Missile Constraints Box displayed
within the crewmember’s sight symbology. The Missile Constraints Box is a steering cue and launch mode indicator
which indicates the launch mode of the missile and whether the missile is within acceptable launch constraints.
The Missile Constraints Box is longitudinally-scaled and is not a
Aircraft should be turned to the left correspond with a real-world location that is observed “out-the-
to launch missile within constraints
window” like the Head Tracker or Flight Path Vector. The position
of the Missile Constraints Box is referenced from the LOS Reticle,
which corresponds to the Missile Datum Line (0° in azimuth and
elevation from the longitudinal axis of the missile body). However,
the referenced position of which the Missile Constraints Box
represents is dependent on whether the missile is in LOBL or LOAL
LOS Reticle
mode; and when in LOAL mode, which post-launch trajectory has
been selected by the crewmember.
Missile
Constraints Box To augment the missiles’ post-launch trajectory and to ensure the
missiles do not strike the ground, the wing pylons articulate in the
vertical axis to maintain the pylon angle of each missile launcher
4° above the inertial horizon when the missiles are actioned. This results in the Missile Datum Line of each missile
being stabilized 4° above the horizon regardless of the aircraft pitch attitude.
Lock-On-Before-Launch Mode (LOBL)
When the missile seeker detects a laser designation that matches its assigned laser code, the missile enters LOBL
mode. When in LOBL mode, the Missile Constraints Box corresponds with the position of the missile’s seeker, in
azimuth and elevation, relative to the Missile Datum Line.
The maximum allowable offset angle when the missile is in LOBL mode is 20°, ensuring the missile will be able
to maintain track on the laser designation after launch; otherwise, the Constraints Box will be displayed as invalid,
indicating the missile is outside of launch constraints. (See Missile Constraints Box Format for more information.)
Wing pylons articulate to maintain missile

launchers 4° above the inertial horizon
4°
Head
Tracker
TADS
LOS Reticle
The position of the Missile Constraints

Box within the sight symbology is Missile
displayed relative to the LOS Reticle, Missile seeker’s position relative
Constraints Box
which represents the Missile Datum Line to the Missile Datum Line
SAL Missile Constraints Box – LOBL
EAGLE DYNAMICS 465

DCS [AH-64D]
Lock-On-After-Launch Mode, Direct Trajectory (LOAL-DIR)

When the missile seeker is not detecting a laser designation that matches its assigned laser code, the missile is
in LOAL mode. If the post-launch trajectory is set to DIR, the missile seeker is slaved to the crewmember’s
selected sight and the Missile Constraints Box corresponds with the position of the selected sight (HMD or TADS),
in azimuth and elevation, relative to the Missile Datum Line.
When the CPG pulls the LRFD trigger on the TEDAC Right Handgrip to the 2nd detent to designate the target, the
seeker is de-slaved, allowing the missile to track the laser designation from the launching aircraft. When the LRFD
trigger is released, the missile seeker is once again slaved to the crewmember’s selected sight.
The maximum allowable offset angle when the missile is in LOAL mode is 7.5°. This ensures the missile is fired
in the vicinity of the target location and that the missile’s flight path will carry it close enough for the seeker to
detect a laser designation after launch. Otherwise, the Constraints Box will be displayed as invalid, indicating the
missile is outside of launch constraints. (See Missile Constraints Box Format for more information.)
Wing pylons articulate to maintain missile

4°
Head
Tracker
TADS
LOS Reticle
The position of the Missile Constraints Missile

Box within the sight symbology is Constraints Box
displayed relative to the LOS Reticle, Position of the selected sight
which represents the Missile Datum Line relative to the Missile Datum Line
SAL Missile Constraints Box – LOAL-DIR
Lock-On-After-Launch Mode, Low/High Trajectory (LOAL-LO or LOAL-HI)

When the missile seeker is not detecting a laser designation that matches its assigned laser code, the missile is
in LOAL mode. If the post-launch trajectory is set to LO or HI, the missile seeker is caged directly ahead and the
Missile Constraints Box corresponds with the position of the acquisition source (ACQ), in azimuth and elevation,
relative to the Missile Datum Line when the ACQ is set to a point within the navigational database. If the ACQ is
not set to a point from the database, the Constraints Box will be displayed as invalid and be positioned at the
LOS Reticle, indicating the launch constraints are unknown.
The Missile Constraints Box indicates the azimuth to which the aircraft should be aligned to launch the missile
toward the point set as the crewmember’s ACQ. These trajectories are typically used when launching a laser-
guided AGM-114 toward a target that will be designated by an offboard designation source; in which the target
coordinates have been relayed to the launching aircraft in advance. (See Remote Fire for more information.)
The maximum allowable offset angle when the missile is in LOAL mode is 7.5°. This ensures the missile is fired
in the vicinity of the target location and that the missile’s flight path will carry it close enough for the seeker to
detect a laser designation after launch. Otherwise, the Constraints Box will be displayed as invalid, indicating the
missile is outside of launch constraints. (See Missile Constraints Box Format for more information.)
466
[AH-64D] DCS
Missile Seeker is caged straight Position of the point set as ACQ

ahead along Missile Datum Line relative to the Missile Datum Line
4°
Head
Target
Tracker
Point
TADS
LOS Reticle
Missile
The position of the Missile Constraints Constraints Box
Box within the sight symbology is
displayed relative to the LOS Reticle, Missile Constraints Box
which represents the Missile Datum Line provides steering toward ACQ
SAL Missile Constraints Box – LOAL-LO or LOAL-HI
SAL Missile Constraints Box Format

The Missile Constraints Box is displayed in four formats to indicate the missile’s launch mode (LOBL or LOAL) and
whether the missile is within acceptable launch constraints (Valid or Invalid).
If the missile seeker is not tracking a laser designation that matches its assigned
laser code, the missile will launch in Lock-On-After-Launch (LOAL) mode.
LOAL Mode LOAL Mode
Valid Launch Invalid Launch If the missile seeker is tracking a laser designation that matches its assigned
Constraints Constraints laser code, the missile will launch in Lock-On-Before-Launch (LOBL) mode.
If the missile is within acceptable launch constraints and no Weapon Inhibit
messages are displayed within the High Action Display, the Missile Constraints
Box will be displayed as Valid.
LOBL Mode LOBL Mode If the missile is outside acceptable launch constraints or any Weapon Inhibit
Valid Launch Invalid Launch messages are displayed within the High Action Display, the Missile Constraints
Constraints Constraints
Box will be displayed as Invalid.
The acceptable launch constraints for SAL missiles are dependent on the launch mode and the selected LOAL
trajectory (if applicable).
• LOBL Constraints. Missile seeker LOS is offset ≤ 20° from Missile Datum Line.
• LOAL-DIR Constraints. Selected sight (HMD or TADS LOS) is offset ≤ 7.5° from Missile Datum Line.
• LOAL-LO or LOAL-HI Constraints. Line-of-sight (LOS) to the location of the point currently set as the
acquisition source (ACQ) is offset ≤ 7.5° from Missile Datum Line.
EAGLE DYNAMICS 467

DCS [AH-64D]
SAL Missile Weapon Inhibits

The following conditions will inhibit the SAL missiles from being fired. Performance inhibits may be overridden by
pulling the trigger to the 2nd detent. Safety inhibits cannot be overridden.
range.
Wait for the missile launchers to reach the optimum
The position of the missile launch position.
launcher(s) is ≥10° from the If inhibit message remains, missiles may still be fired
PYLON ANGLE
optimum launch position or the but the missile launcher positions should be visually
pylon position is unknown. confirmed to ensure the appropriate considerations
may be made for a successful engagement.
PYLON LIMIT missile launcher(s) exceeds the
the articulation range of the wing pylons to +4° above
(IN FLIGHT) pylon articulation limits.
the inertial horizon.
(+4° to -15°).
The pitch, roll, and/or yaw rates
RATE LIMIT Stabilize the aircraft attitude prior to launch.
are excessive.
The roll angle of the aircraft is
ROLL LIMIT Reduce the roll attitude of the aircraft prior to launch.
excessive.
When the missile is in LOBL Adjust the heading or pitch attitude of the aircraft to
SKR LIMIT mode, the missile seeker has bring the target within the missile seeker field-of-view.
reached a gimbal limit. (e.g., turn toward the Missile Constraints box).
When the missile is in LOAL Adjust the heading of the aircraft to bring the target
mode, the target position position closer to the aircraft centerline.
YAW LIMIT
relative to the aircraft heading
is excessive. (e.g., turn toward the Missile Constraints box).
Safety Inhibits
ACCEL LIMIT
missile when fired.
The firing of a rocket salvo is The missile may be fired 2 seconds after the rocket
ALT LAUNCH
already in progress. salvo is complete.
The missile is not tracking the TADS laser designation,
The TADS LRFD is firing and the possibly due to atmospheric obscurance between the
difference between the SAL aircraft and the target such as dust or smoke.
BACK SCATTER
missile seeker line-of-sight and Release the laser trigger to slave the missile seeker
the TADS line-of-sight is >2°. back to the TADS line-of-sight and attempt to
designate again.
468
[AH-64D] DCS
If tactically feasible, instruct the crewmember that has

The gun is out of coincidence actioned the gun to de-action in order to permit the
from the weapon aiming firing of missiles.
GUN OBSTRUCT solution and may obstruct the
trajectory of missiles fired from A different missile may be manually selected by setting
the inboard wing pylons. the Mode to MAN and pressing the Missile Advance
button.
The line-of-sight of the selected
LOS INVALID Select a different sight for engagement.
sight is invalid or has failed.
The SAL priority missile channel
is set to NONE in NORM or RIPL Select a priority missile channel for SAL engagement.
MSL NOT RDY mode. Press the Missile Advance button to select the next
A missile has not been selected missile in MAN mode.
in MAN mode.
The aircraft is on the ground
If inhibit message remains, the corresponding wing
(weight-on-wheels) and the
PYLON ERROR pylons may have experienced a failure and the missiles
missile launcher positions are
should be de-actioned.
unknown.
The missiles should be de-actioned.
(+4° to -5°).
cannot be fired.
EAGLE DYNAMICS 469

DCS [AH-64D]
WPN Missile (MSL) Format – SAL Missile Settings

When SAL missiles are selected for employment within the crewstation, the WPN page will display SAL missile
settings when set to MSL format.
NOTE: The only SAL missile variant of the AGM-114 missile family that is simulated in DCS: AH-64D is the AGM-
114K, which is of the Hellfire II series of sub-variants. As a result, only SAL2 missile icons will be displayed and
available for employment.
1. Priority Channel 5. Type Select
2. Alternate Channel 6. Mode Select
3. SAL Select 7. Trajectory Select
4. Missile Channels Status 8. RF Missile Icon
9. SAL Missile Icon

10. Missile Counter-
Countermeasures Mode
1. Priority Channel. Displays the missile channel selection menu for selecting one of the four missile channels
as the Priority channel, with the current channel selection boxed and displayed as “PRI”. This setting is
common between crewstations.
• Channel 1. Missile channel 1 will be selected as the Priority channel.
The next SAL missile to be fired will be coded to the laser code assigned
to channel 1.
to channel 2.
to channel 3.
to channel 4.
• NONE. No missile channels will be selected as the Priority channel. SAL missiles will not be coded and
are inhibited from launch. ALT channel selection (VAB L2) is inhibited and automatically set to NONE.
NOTE: A missile channel cannot be selected as both the Priority and Alternate channels simultaneously. If
the Alternate channel is selected as Priority, the Priority and Alternate channels will simply be swapped.
470
[AH-64D] DCS
2. Alternate Channel. Displays the missile channel selection menu for selecting one of the four missile
channels as the Alternate channel, with the current channel selection boxed and displayed as “ALT”. This
setting is common between crewstations.
When the Mode is set to RIPL, SAL missiles will be coded in an alternating
sequence between the two missile channels designated as Priority and
Alternate.
• Channel 1. Missile channel 1 will be selected as the Alternate channel.
• NONE. No missile channels will be selected as the Alternate channel.
RIPL mode is inhibited from selection within the MODE selection menu
(VAB R2).
NOTE: A missile channel cannot be selected as both the Priority and Alternate
channels simultaneously. If the Priority channel is selected as Alternate, the Priority and Alternate channels
will simply be swapped.
3. SAL Select. Selects the sub-variant of SAL missiles to be employed, between Basic Hellfire (SAL1), Hellfire
II (SAL2), or automatic selection between the two sub-variants. (N/I)
4. Missile Channels Status. Displays the laser code assignments to each of the four missile channels and
which channels are designated as Priority (PRI, white box) and Alternate (ALT, green box).
5. Type Select. Displays the selected missile type for employment. This setting is independent between
crewstations and is contextually dependent on the selected sight within the crewstation.
• SAL. SAL missiles are selected for employment from the crewstation. The High Action Display will
display relevant symbology for SAL missile employment and the WPN page will display SAL missile
o If the selected sight is set to HMD, SAL is automatically selected as the missile type and
crewmember selection will be inhibited.
• RF. RF missiles are selected for employment from the crewstation. The High Action Display will display
relevant symbology for RF missile employment and the WPN page will display RF missile settings when
set to MSL format.
o If the selected sight is set to FCR, RF is automatically selected as the missile type and crewmember
selection will be inhibited.
6. Mode Select. Selects the mode of missile inventory management. This setting is common between
crewstations.
• RIPL. Missile inventory, coding, and launch sequencing is managed automatically. Missile launches will
be alternated between each wing station to maintain center-of-gravity, as appropriate.
o The first three missiles that are designated for launch will be coded in an alternating sequence,
with the first and third missiles coded to the Priority channel and the second missile coded to the
Alternate channel. As each missile is fired, subsequent missiles are progressively coded in the
same alternating sequence.
• NORM. Missile inventory, coding, and launch sequencing is managed automatically. Missile launches
will be alternated between each wing station to maintain center-of-gravity, as appropriate.
o The first three missiles that are designated for launch will be coded to the Priority channel. As
each missile is fired, subsequent missiles are progressively coded to the Priority channel.
EAGLE DYNAMICS 471

DCS [AH-64D]
• MAN. Missile inventory, coding, and launch sequencing is managed manually by the aircrew. Missile
launches may lead to asymmetric loading and may cause center-of-gravity issues.
o A single missile is selected and coded. The Missile Advance button on the Collective Mission Grip
or the TEDAC Right Handgrip may be used to select the next missile for launch. As each missile
is fired, the Missile Advance button must be used to select and code the next missile.
7. Trajectory Select. Selects the post-launch trajectory that will be employed by the SAL missile when fired
in Lock-On After Launch (LOAL) mode. This setting is independent between crewstations.
• HI. If the missile seeker does not detect a laser designation, the missile will employ a high-altitude loft
trajectory along its launch azimuth.
• LO. If the missile seeker does not detect a laser designation, the missile will employ a low-altitude loft
trajectory along its launch azimuth.
• DIR. If the missile seeker does not detect a laser designation, the missile will employ a direct trajectory
with minimal loft along its launch azimuth.
8. RF Missile Icon. Indicates an AGM-114L missile is loaded onto the corresponding missile launcher rail. The
missile icon appearance and text label indicate the operational state and status of the missile. (See RF Missile
Type Settings for more information.)
9. SAL Missile Icon. Indicates an AGM-114K missile is loaded onto the corresponding missile launcher rail.
The missile icon appearance and text label indicate the operational state and status of the missile.
• A SAL2 missile is loaded • A solid missile icon is • A hollow, white, flashing
onto the corresponding displayed when the WPN missile icon indicates the
missile launcher rail. page is in MSL format. next missile to be fired.
• No laser code is • Laser code “A” is • Laser code “A” is
assigned. Missile is in a assigned. Missile is in a assigned. Missile is in a
Standby status. Ready status. Tracking status.
10. Missile Counter-Countermeasures Mode. Not implemented.
472
[AH-64D] DCS
SAL Missile Weapon Status Messages

The following messages will be displayed in the High Action Display based on current missile status or weapon
page settings when missiles are actioned and the missile type is set to SAL.
WEAPON
CONDITION
STATUS
Missiles coded to the Priority and Alternate missile channels are tracking corresponding
2 CHAN TRK
laser designations in RIPL mode. Missiles are in LOBL mode.
A missile coded to the Alternate missile channel is tracking a corresponding laser
ALT CHAN TRK
designation in RIPL mode. Missile is in LOBL mode.
DIR MAN LOAL trajectory is set to DIR. Missile management mode is set to MAN.
DIR NORM LOAL trajectory is set to DIR. Missile management mode is set to NORM.
DIR RIPL LOAL trajectory is set to DIR. Missile management mode is set to RIPL.
8 seconds has elapsed since the last launch of a SAL missile and one or more SAL
FIRE MSLS missiles are remaining onboard the aircraft and set to the Priority missile channel that
matches the laser code set to the TADS LRFD.
The remaining time of flight (in seconds) for the next SAL missile that was set to a
HF TOF=##
Priority channel that matches the laser code set to the TADS LRFD.
HI MAN LOAL trajectory is set to HI. Missile management mode is set to MAN.
HI NORM LOAL trajectory is set to HI. Missile management mode is set to NORM.
HI RIPL LOAL trajectory is set to HI. Missile management mode is set to RIPL.
12 seconds time of flight remains for the next SAL missile that was set to a Priority
LASE ## TRGT channel that matches the laser code set to the TADS LRFD, requiring terminal guidance
be provided by the TADS LRFD.
LO MAN LOAL trajectory is set to LO. Missile management mode is set to MAN.
LO NORM LOAL trajectory is set to LO. Missile management mode is set to NORM.
LO RIPL LOAL trajectory is set to LO. Missile management mode is set to RIPL.
A launch has been commanded of the next SAL missile that was set to a Priority channel
MSL LAUNCH
that matches the laser code set to the TADS LRFD.
MSL SELECT Missiles are actioned but the Priority missile channel is set to NONE.
MSL TYPE? Missiles are actioned but no missiles of the selected type (SAL or RF) are available.
NO MISSILES Missiles are actioned but no SAL or RF missiles are available.
A missile coded to the Priority missile channel is tracking a corresponding laser
PRI CHAN TRK
designation in MAN, NORM, or RIPL mode. Missile is in LOBL mode.
EAGLE DYNAMICS 473

DCS [AH-64D]
Laser-guided Hellfire Engagement (LOBL)

When employing a SAL missile in Lock-On-Before-Launch (LOBL) mode, the TADS LRFD is used by the CPG to
continuously designate the target prior to missile launch and throughout the missile’s flight until it impacts the
target. TADS LMC and/or IAT targeting modes may be used to assist the CPG in stabilizing the TADS LOS Reticle
on the target. When missiles are actioned in the CPG crewstation, the Missile Constraints Box will also be displayed
in the Pilot crewstation to ensure the aircraft is maneuvered to within acceptable launch constraints.
To engage a target with a SAL missile in LOBL mode, using the TADS as the selected sight to self-designate:
Right Handgrip)
6. TYPE (VAB R1)
2. CPG WPN Fixed Action Button – Press. 9. ARM Status MODE (VAB R2)
6. PRI (VAB L1) TRAJ (VAB R3)
3. (Optional)
CPG Determine the
or GHS.
4. CPG(Optional) SLAVE button – Press,

Right. (TEDAC Left Handgrip)
(WPN page)
• TYPE (VAB R1) – SAL.
• © MODE (VAB R2) – NORM or MAN.
• TRAJ (VAB R3) – DIR.
• © PRI (VAB L1) – Verify Priority
missile channel is set to the same 10. LMC or IAT
laser code as the LRFD.

7. CPG Weapon Status – Verify “DIR
NORM” or “DIR MAN”. (High Action
Display)
8. CPG Sight Status – Verify “REMOTE” is
not displayed. (High Action Display)
(Armament Panel) 3. ACQ Select
1. Sight Select TADS 8. “REMOTE” not displayed 7. Verify “DIR NORM”
474
[AH-64D] DCS

14. Align Missile Constraints
11. Fire LRFD Box within parameters
11. CPG LRFD Trigger – Pull and hold, 2nd
detent. (TEDAC Right Handgrip)
12. CPG Weapon Status – Verify “PRI CHAN
TRK”. (High Action Display)
with the Missile Constraints Box –
“Constraints.”
15. Weapon Inhibits
14. PLT Missile Constraints Box – Align
toward the HMD LOS Reticle.
inputs in the direction of the Missile 12. Verify “PRI CHAN TRK”
Constraints Box.
the direction of the Missile
Constraints Box.
• ACCEL LIMIT
• ALT LAUNCH
• BACK SCATTER
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT
• PYLON ANGLE
• PYLON LIMIT
• RATE LIMIT
• ROLL LIMIT
• SKR LIMIT
16. CPG Weapon Trigger – Pull. (TEDAC Left
Handgrip)
17. CPG Weapon Status – Verify “MSL
LAUNCH”. (High Action Display)
18. CPG LRFD Trigger – Maintain
designation, 2nd detent, until the missile
impacts the target. (TEDAC Right
Handgrip)
EAGLE DYNAMICS 475

DCS [AH-64D]
Laser-guided Hellfire Engagement (LOAL, DIR Trajectory)

When employing a SAL missile in Lock-On-After-Launch (LOAL) mode, the TADS LRFD is used by the CPG to
designate the target after missile launch and throughout the remainder of the missile’s flight until it impacts the
target. TADS LMC and/or IAT targeting modes may be used to assist the CPG in stabilizing the TADS LOS Reticle
on the target. When missiles are actioned in the CPG crewstation, the Missile Constraints Box will also be displayed
To engage a target with a SAL missile in LOAL-DIR mode, using the TADS as the selected sight to self-designate:
Right Handgrip)
6. TYPE (VAB R1)
or GHS.

(WPN page)
• © PRI (VAB L1) – Verify Priority 10. LMC or IAT 12. Align Missile Constraints
missile channel is set to the same Box within parameters
Display)
(Armament Panel) 13. Weapon Inhibits 3. ACQ Select
476
[AH-64D] DCS

employ the Sight Manual Tracker. 16. Fire LRFD to designate
the target no later than
• Automatic tracking - Engage IAT. “LASE # TRGT” is displayed

“Constraints.”
inputs in the direction of the Missile
Constraints Box.
Constraints Box.
• ACCEL LIMIT
• ALT LAUNCH
• BACK SCATTER
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT
• PYLON ANGLE
• PYLON LIMIT
• RATE LIMIT
• ROLL LIMIT
• YAW LIMIT
Handgrip)
16. CPG LRFD Trigger – Pull, 2nd detent, after
the missile clears the missile rail but no
later than “LASE # TRGT” is displayed in
the Weapon Status field, and hold until
the missile impacts the target. (TEDAC
Right Handgrip)
EAGLE DYNAMICS 477

DCS [AH-64D]
Laser-guided Hellfire Engagement (Rapid Fire)

When employing SAL missiles using Rapid Fire against multiple targets, the TADS LRFD is used by the CPG to
designate each target in sequence while multiple missiles are in flight simultaneously. After the first missile
impacts its target, the laser designation is shifted to the next target, which will divert the next missile while in
flight. The TADS Multi-Target Tracker may be used to assist the CPG in shifting the TADS LOS Reticle to each
subsequent target. (See TADS Targeting Modes for more information)
To rapidly engage multiple targets with SAL missiles, using the TADS as the selected sight to self-designate:
Right Handgrip)
6. TYPE (VAB R1)
3. (Optional)
CPG Determine the
or GHS.

(WPN page)
• © PRI (VAB L1) – Verify Priority 10. IAT on next target 14. Align Missile Constraints
missile channel is set to the same Box within parameters
Display)
(Armament Panel) 15. Weapon Inhibits 3. ACQ Select
478
[AH-64D] DCS
10. CPG If the targets or aircraft are moving,

• Automatic tracking - Engage IAT on
subsequent targets using MTT.
11. CPG LRFD Trigger – Pull and hold, 2nd
detent, if engaging in LOBL mode.
(TEDAC Right Handgrip)
12. CPG Weapon Status – Verify “PRI CHAN 20. Fire next missile no
TRK” if engaging in LOBL mode. (High earlier than “FIRE MSLS”
Action Display)
“Constraints.”
Constraints Box.
22. Shift LRFD
the direction of the Missile designation to
Constraints Box. next target

• ACCEL LIMIT
• ALT LAUNCH
• BACK SCATTER
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT
• PYLON ANGLE
• PYLON LIMIT
• RATE LIMIT
• ROLL LIMIT
• SKR LIMIT
• YAW LIMIT
16. CPG Weapon Trigger – Pull. (TEDAC Left Handgrip)
17. CPG Weapon Status – Verify “MSL LAUNCH”. (High Action Display)
18. CPG LRFD Trigger – Pull and hold after the missile clears the missile rail and hold, 2nd detent, if not already
lasing in LOBL mode. (TEDAC Right Handgrip)
19. CPG Weapon Status – Verify “FIRE MSLS” 8 seconds after the first missile launch. (High Action Display)
20. CPG Weapon Trigger – Pull. (TEDAC Left Handgrip)
EAGLE DYNAMICS 479

DCS [AH-64D]

22. CPG When the first missile impacts the
first target, shift the TADS LOS Reticle to
the next target while continuing to hold
the LRFD Trigger. (TEDAC Right
Handgrip)
• Manual tracking – Use Sight Manual
Tracker to shift TADS LOS Reticle to
next target.
• Automatic tracking – Use IAT/OFS
switch to shift TADS LOS Reticle to
next target. (See Image Auto-Track
designation, 2nd detent, until the second
missile impacts the second target.
NOTE: A minimum of 8 seconds is required between missile launches to ensure the TADS LOS Reticle may be
shifted to the next target with sufficient time to guide the next missile to its intended target. However, this is
based on the assumption that each target is relatively close to the next. If the targets are widely spaced, the CPG
should increase the interval between missile launches to ensure there is sufficient time to shift the laser
designation to the next target before the missile reaches the designation.
A good rule of thumb is to only use the Rapid Fire technique if each target is simultaneously visible within the
same TADS field-of-view that will be used for laser designation, and to ensure that each subsequent target is at
the same range or further than the previous target.
480
[AH-64D] DCS
Laser-guided Hellfire Engagement (Remote Fire, LO or HI Trajectory)

When employing a SAL missile using Remote Fire, the missile is fired in Lock-On-After-Launch (LOAL) mode
toward a target location, after which an offboard source of laser designation provides terminal guidance onto the
intended target. Remote Fire is conducted in similar fashion to an artillery fire mission, in which the designating
platform relays the target location to which the munition should be delivered and the designator’s laser code.
To engage a target with a SAL missile in LOAL-LO or LOAL-HI mode, with another platform remotely providing
terminal guidance to the missile:
Right Handgrip)
7. TYPE (VAB R1)
5. CHAN (VAB T1) TRAJ (VAB R3)
3. CPG Determine the appropriate
acquisition source (ACQ) for acquiring
the target.
• COORD (VAB T5) – Select.
7. PRI (VAB L1)
• Point (VAB L1-L6) – Select; or use
paging controls to locate the target
point within the database.
NOTE: If the target location is not 3. ACQ Select (VAB R6)
already present in the navigational
database, the target point must be
received via the datalink or manually
input on the POINT sub-page. (See the
Datalink chapter or TSD Point sub-page
4. CPG SLAVE button – Press, and evaluate
Navigation range to target.
NOTE: If range to target exceeds 8
kilometers, instruct the Pilot to re-
position the aircraft as necessary prior to
launch.
5. CPG CHAN (VAB T1) – Select. (WPN
page)
• © CHANNEL (VAB T2-T5) – Select
any un-used missile channel.
• © Code Selection – Select the laser
code that corresponds with the
designating platform.
NOTE: If the designating platform is
using a laser code that is not already
present on the CHAN sub-page, the code
must be manually input on the FREQ sub- 4. Range Source 3. ACQ Select
page. (See WPN Frequency sub-page for
more information.)
Right. (TEDAC Left Handgrip) 1. Sight Select TADS 9. “REMOTE” is displayed 8. Verify “HI NORM”
EAGLE DYNAMICS 481

DCS [AH-64D]

(WPN page)
• TRAJ (VAB R3) – LO or HI. Box within parameters
• © PRI (VAB L1) – Select, and set

the missile channel corresponding
with the designating platform as
Priority.
8. CPG Weapon Status – Verify “LO NORM”
or “LO MAN”; or “HI NORM” or “HI MAN”.
9. CPG Sight Status – Verify “REMOTE” is 13. Weapon Inhibits
displayed. (High Action Display)

(Armament Panel)
17. Verify “HF TOF=##”
11. CPGInstruct the Pilot to align the aircraft
“Constraints.”
Constraints Box.
Constraints Box.
no Safety or Performance inhibit 19. Verify the designating
platform is lasing the target
messages are displayed: for terminal guidance
• ACCEL LIMIT
• ALT LAUNCH
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT
• PYLON ANGLE
• PYLON LIMIT 16. CPG Sight Status – Verify “MSL LAUNCH”. (High Action
• RATE LIMIT Display)

• ROLL LIMIT 17. PLT / CPG Notify designating platform that the missile has
• YAW LIMIT been launched and the approximate time of flight.
14. PLT / CPG Verify the designating platform
18. CPG Sight Status – Observe “LASE # TRGT”. (High Action
is ready to designate the target. Display)
19. PLT / CPG Verify the designating platform is lasing the
Handgrip) target for terminal guidance.
482
[AH-64D] DCS
Laser-guided Hellfire Engagement (Ripple Fire)

When employing SAL missiles using Ripple (RIPL) mode against multiple targets, the missile management logic
will automatically cycle the Priority and Alternate channels each time a missile is launched, allowing each missile
to be guided by two separate sources of laser designation. Ripple Fire may conducted using a combination of
several missile engagement techniques:
• Lock-On-Before-Launch (LOBL). One or both laser designators are lasing prior to launch.
• Lock-On-After-Launch (LOAL). One or both laser designators begin lasing after launch.
• Remote Fire. One or both missiles are being remotely guided by an offboard source of laser designation.
• Rapid Fire. Multiple missiles may be guided by each source of laser designation, with the designating
platforms shifting laser designations to subsequent targets following each preceding missile impact.
In each case, the launching aircraft may or may not be providing one of the sources of laser designation. However,
regardless of which platforms are providing terminal guidance to the SAL missiles, it is critical that the Priority
and Alternate channels correspond with the correct laser codes, and that sufficient coordination between the
launching platform and designating platform(s) is performed for a successful engagement. As an example in the
procedure below, the launching aircraft will designate for the first missile while a second AH-64D team member
will designate for the second missile. Both aircraft will begin designation prior to launch in LOBL mode to ensure
each missile is tracking their corresponding laser codes.
To rapidly engage multiple targets with SAL missiles, using the TADS as the selected sight to self-designate for
the first missile while another platform designates for the second missile:
Right Handgrip)
6. TYPE (VAB R1)
or GHS.
6. ALT (VAB L2)

(WPN page)
• © MODE (VAB R2) – RIPL.
• © PRI (VAB L1) – Verify Priority missile channel is set to the same laser code as the LRFD.
EAGLE DYNAMICS 483

DCS [AH-64D]
• © ALT (VAB L2) – Verify Alternate

missile channel is set to the same
laser code as the team member that
will be designating the second
target.
9. LMC or IAT
7. CPG Weapon Status – Verify “DIR RIPL”.
(Armament Panel)
9. CPG If the targets or aircraft are moving,
employ the Sight Manual Tracker. 3. ACQ Select
• Automatic tracking - Engage IAT on

each target using MTT.
10. PLT / CPG Instruct the team member to
begin designating their target. 1. Sight Select TADS 8. “REMOTE” not displayed 7. Verify “DIR RIPL”
11. CPG Weapon Status – Verify “ALT CHAN

TRK” is displayed after team member
begins designating. (High Action Display)
12. CPGLRFD Trigger – Pull and hold, 2nd
detent. (TEDAC Right Handgrip)
13. CPGWeapon Status – Verify “2 CHAN 12. Fire LRFD Box within parameters
TRACK”. (High Action Display)
NOTE: If “PRI CHAN TRK” is displayed in
the Weapon Status field of the High
Action Display, the first missile to be
launched is tracking a source of laser
designation. If “ALT CHAN TRK” is
displayed, the second missile to be
launched is tracking a source of laser
designation. If “2 CHAN TRACK” is 16. Weapon Inhibits
displayed, both sources of laser
designation are being tracked by the
corresponding missiles.
13. Verify “2 CHAN TRACK”
“Constraints.”
15. PLT Missile Constraints Box – Align toward the HMD LOS Reticle.
• Running/Diving Fire – Apply cyclic inputs in the direction of the Missile Constraints Box.
• Hover Fire – Apply pedal inputs in the direction of the Missile Constraints Box.
484
[AH-64D] DCS

• ACCEL LIMIT
• ALT LAUNCH
• BACK SCATTER
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT
• PYLON ANGLE
• PYLON LIMIT
• RATE LIMIT
• ROLL LIMIT
• SKR LIMIT
• YAW LIMIT
17. CPG Weapon Trigger – Pull to launch first
missile. (TEDAC Left Handgrip)
19. CPG Weapon Trigger – Pull to launch
second missile. (TEDAC Left Handgrip)
21. PLT / CPG Notify the designating team
member that the missiles have been
launched.
designation, 2nd detent, until the first
missile impacts the target being
designated by the ownship’s TADS.
EAGLE DYNAMICS 485

DCS [AH-64D]
AGM-114L Radio Frequency (RF) Missile

The AGM-114L was the first and only model of Hellfire missile that was designed to utilize radar-based guidance
in lieu of laser guidance. The missile itself utilizes the same components and features of the AGM-114K, including
the digital autopilot and integrated tandem warhead for defeating reactive armor, but replaced the forward nose
section with a millimeter-wave radar seeker and its associated electronics. Like the “Kilo”, the “Lima” was designed
to destroy 21st century main battle tanks and other heavy armor. But unlike the “Kilo”, the “Lima” was specifically
developed to be used in conjunction with the newly fielded AH-64D.
Moving Control
Surfaces
Fixed Control
Surfaces
Digital Autopilot,
Control gyros,
Tandem, & Battery
Shaped-charge
Warhead Warhead
Fuze
Fixed Control
Launcher Surfaces
Gimbaled Umbilical
Radar Seeker
The forward section of the “Lima” is occupied by an active-radar seeker that can detect and track moving or
stationary ground targets, with a limited capacity to engage slow-moving air targets such as other helicopters.
Although the missile is most effective when employed using the AN/APG-78 Fire Control Radar (FCR), the AGM-
114L may also be employed when using the AN/ASQ-170 Target Acquisition Designation Sight (TADS). Prior to
launch, the missile receives a handover of the target location, whether the target location data was generated by
the FCR or the TADS, at which time it utilizes inertial guidance to navigate to its target.
When initially powered, the AGM-114L requires an alignment of its inertial guidance system to ensure it can
properly navigate to its target. An “inertial handover” of attitude and linear velocity is provided by the AH-64D’s
INU to the RF missiles as a means of rapid alignment, after which the missile is ready to receive a target handover.
However, due to the increased amount of electronics within the “Lima” compared to the “Kilo”, the missiles may
potentially overheat if the missile remains powered for extended periods of time. To mitigate this risk, the AH-
64D automatically manages the missile power amongst all RF missiles loaded on the weapon stations. The
automatic missile power logic will only keep a portion of the RF missile inventory powered at any given time; and
will cycle power to the next sub-set of the missile inventory every 10 minutes to permit the remaining missiles to
cool while keeping a number of RF missiles ready for immediate engagement.
(See WPN Missile format for more information regarding missile power management.)
Just as in the case of the AGM-114K, the AGM-114L may be employed in either a Lock-On-Before-Launch (LOBL)
mode or a Lock-On-After-Launch (LOAL) mode. However, the electronics within the AGM-114L missile itself
performs an automatic determination of which mode it should utilize, based on the nature of the target handover
it receives. The aircrew does not have any direct control over which mode the missile defaults to, but it is possible
to inhibit the RF missiles from utilizing LOBL mode, if necessary.
486
[AH-64D] DCS
RF LOBL/LOAL Selection Logic

Unlike the SAL missile variants, the RF missile performs its own determination of which launch mode (LOBL or
LOAL) is optimal for target acquisition, based on the nature of the target handover it receives.
Lock-On-Before-Launch (LOBL). LOBL is used to increase the likelihood of a successful engagement if the
target is moving or is at a close range to the aircraft (<2.5 km). If the missile determines the optimal mode is
LOBL, which will be indicated by “LOBL” being displayed in the Weapon Status field of the crewmember’s High
Action Display, it will immediately activate its onboard radar seeker and scan the vicinity of the target location in
an attempt to acquire and track its target. If a target is successfully acquired, “RF MSL TRACK” will be displayed
in the High Action Display.
• If the target is stationary but less than 1 km in range, there is insufficient time to acquire the target after
launch and LOBL is necessary for a successful engagement. If target acquisition is unsuccessful, “NO
ACQUIRE” will be displayed in the High Action Display, and engagement should not be attempted.
• If the target is stationary and between 1 and 2.5 km in range, there may be insufficient time to acquire the
target after launch and LOBL increases the likelihood of a successful engagement. If target acquisition is
unsuccessful, “LOAL” will be displayed in the High Action Display to indicate that LOAL is acceptable.
• If the target is moving at any range, LOBL is necessary for a successful engagement. If target acquisition is
unsuccessful, “NO ACQUIRE” will be displayed in the High Action Display, and engagement should not be
attempted.
If target acquisition has failed and it is desired to make another attempt to acquire the target prior to launch, the
crewmember should de-action the missile system, which will erase the target handover data from the missile.
The missiles may then be actioned once more and another target handover may be attempted. However, if
ambient temperatures are high, multiple and repeated attempts to force the missile to activate its onboard radar
and acquire a target may increase the likelihood of the missile overheating.
NOTE: The “LOBL” or “LOAL” messages displayed in the Weapon Status field of the High Action Display indicate
the launch mode that the missile has entered; “LOBL” does not indicate the missile has acquired its target when
in a LOBL state. If “LOBL” is still displayed when the RF missile is launched, prior to “RF MSL TRACK” being
displayed and accompanied by a large Missile Constraints Box, the missile will launch in a LOAL state and may
not successfully acquire the target after launch. (See RF Missile Constraints Box for more information)
Moving target LOBL
Stationary target LOBL LOBL or LOAL LOAL
0.5 1.0 2.5 Target Range (km) 8.0
LOBL & LOAL Selection Logic
Lock-On-After-Launch (LOAL). LOAL is used if LOBL is not required to ensure a successful engagement, if
the target cannot be acquired prior to launch and there is sufficient time to acquire the target after launch, or if
LOBL INHIBIT is enabled on the WPN page. If the missile determines the optimal mode is LOAL, which will be
indicated by “LOAL” being displayed in the Weapon Status field of the crewmember’s High Action Display, it
should be launched as soon as the target handover is complete to ensure a successful engagement.
• If the target is stationary and between 1 and 2.5 km in range, and LOBL is unsuccessful, “LOAL” will be
displayed in the High Action Display to indicate that LOAL is acceptable.
• If the target is stationary and greater than 2.5 km in range, “LOAL” will be displayed in the High Action
Display to indicate that LOAL is acceptable.
EAGLE DYNAMICS 487

DCS [AH-64D]
RF Post-Launch Trajectories
When an RF missile is launched, the missile will utilize one of two trajectories based on the missiles ability to
acquire and track the target. If the missile cannot acquire or maintain a track on the target, it will utilize an off-
axis flight profile to increase its radar resolution of the target amongst the ground clutter. Otherwise, the missile
will use a direct flight profile toward the target.
• Doppler Beam Sharpening (DBS) Trajectory. When employing an off-axis flight profile, the RF missile
leverages a radar processing principle known as Dopper beam sharpening to increase the radar processing
resolution in order to acquire or maintain track of its target. A DBS trajectory is more likely to occur when
the target is at sufficient range in which such a maneuver is possible, or when the missile is employed in
LOAL launch mode. (See Doppler Beam Sharpening on the following page for more information.)
• Direct Trajectory. When employed against targets that are easily acquired and tracked, or against targets
that are at close range with insufficient maneuver space to perform a DBS trajectory, the missile will use a
direct trajectory toward the target.
RF Post-Launch Trajectories
NOTE: The RF missile may impact obstructions when utilizing a DBS trajectory after launch, such as when
employed near high terrain or tall urban structures. If necessary, the nose of the aircraft may be offset to either
side of the target azimuth to force the missile to execute a DBS trajectory in the corresponding direction.
Target Target Target
Azimuth Azimuth Azimuth
Missile will Missile will

continue DBS continue DBS
to the left to the right
Missile may DBS to

either direction
Aircraft nose Aircraft nose

offset to the left offset to the right
of target azimuth of target azimuth
DBS Trajectory Direction
488
[AH-64D] DCS
Doppler Beam Sharpening (DBS)

Doppler beam sharpening is a method of processing received radar returns to produce a higher resolution radar
map and is used in many applications in the world today, even outside of military aviation. Typical real-beam
radar mapping is limited in resolution, whereas Doppler beam sharpening uses differences in radial velocity to
achieve a more detailed radar image. However, Doppler beam sharpening is limited by the relative aspect angle
of the radar returns in relation to the movement of the transmitting radar antenna across the surface.
As the radar antenna moves across the
surface, whether it is mounted to an aircraft
like the F-16 or a missile like the AGM-114L,
radar returns are received from terrain and
objects such as vegetation, structures, or
vehicles. Even if all detected objects are
stationary, the velocity of the missile itself
generates a measurable shift in the frequency
of the electromagnetic radar energy reflected
back toward the missile seeker; a Doppler Doppler beam sharpening is
ineffective directly within
effect. However, radar reflections that are the missile’s flight path
received from either side of the missile’s track
across the surface will generate a lower
Doppler shift due to their lower radial velocity Radial velocities from Doppler
compared to those directly in front of the returns will vary relative to
missile. The greater the angular offset from the the missile flight path
missile’s flight path, the lower the measured

radial velocity.
As the radar returns are processed for these
small differences in Doppler shift, the returns Velocity Components
from any location within the radar image can Relative Velocity
be calculated and further separated into Angular Velocity

distinct points to account for the deviations in Radial Velocity
radial velocity. This results in a more refined
and higher resolution radar image. Doppler Beam Sharpening Processing Method
Since Doppler beam sharpening relies on a
sufficient difference in Doppler frequency within a measurable area, such calculations cannot be performed when
the radar is scanning an area directly in front of the missile’s flight path (nor directly abeam). As a result, Doppler
beam sharpening is rendered ineffective unless the scanned area is sufficiently offset to either side of the missile’s
flight path. When Doppler beam sharpening is necessary to acquire and track a given target, the AGM-114L will
fly an off-axis DBS trajectory to permit this processing method.
EAGLE DYNAMICS 489

DCS [AH-64D]
RF Missile Constraints Box

The key piece of symbology associated with employing the AGM-114L is the Missile Constraints Box displayed
within the crewmember’s sight symbology. The Missile Constraints Box is a steering cue and launch mode indicator
which indicates the launch mode of the missile and whether the missile is within acceptable launch constraints.
The Missile Constraints Box is longitudinally-scaled and is not a
Aircraft should be turned to the left correspond with a real-world location that is observed “out-the-
to launch missile within constraints
window” like the Head Tracker or Flight Path Vector. The position
of the Missile Constraints Box is referenced from the LOS Reticle,
which corresponds to the Missile Datum Line (0° in azimuth and
elevation from the longitudinal axis of the missile body). However,
the referenced position of which the Missile Constraints Box
represents is either the target location relative to the Missile
LOS Reticle
Datum Line; or ,specifically in the case when TADS is the selected
sight and a target handover has not yet been performed, the
Missile Missile Constraints Box is derived from the position of the TADS
Constraints Box turret relative to the Missile Datum Line.
To augment the missiles’ post-launch trajectory and to ensure the
missiles do not strike the ground, the wing pylons articulate in the vertical axis to maintain the pylon angle of
each missile launcher 4° above the inertial horizon when the missiles are actioned. This results in the Missile
Datum Line of each missile being stabilized 4° above the horizon regardless of the aircraft pitch attitude.
Lock-On-Before-Launch Mode (LOBL), Missile Tracking (RF MSL TRACK)
If the missile is in LOBL mode and is tracking a target with its onboard seeker, the Missile Constraints Box
corresponds with the position of the missile’s seeker, in azimuth and elevation, relative to the Missile Datum Line.
The maximum allowable offset angle for the RF missile in LOBL mode is 20° for targets at a range of 1 km or
greater, or 5° for targets at ranges less than 1 km; otherwise, the Constraints Box will be displayed as invalid,
indicating the missile is outside of launch constraints. (See Missile Constraints Box Format for more information.)
Wing pylons articulate to keep missile

4°
Missile Seeker Head

Tracker
TADS
LOS Reticle

Box within the sight symbology is
displayed relative to the LOS Reticle, Missile seeker’s position relative
Missile
which represents the Missile Datum Line to the Missile Datum Line
Constraints Box
RF Missile Constraints Box – LOBL and tracking a target
490
[AH-64D] DCS
Lock-On-After-Launch Mode (LOAL), Target Handover Complete

If the missile has received a target handover and is in LOAL mode, the Missile Constraints Box corresponds with
the location of the target, in azimuth and elevation, relative to the Missile Datum Line.
The maximum allowable offset angle for the RF missile in LOAL mode is 20° for targets at a range of 1 kilometer
or greater; otherwise, the Constraints Box will be displayed as invalid, indicating the missile is outside of launch
constraints. (See Missile Constraints Box Format for more information.)
Target handover from Wing pylons articulate to keep missile

TADS has been completed launchers 4° above the inertial horizon
4°
Head
Tracker
TADS
LOS Reticle

Box within the sight symbology is Missile
displayed relative to the LOS Reticle, Target location relative to
Constraints Box
which represents the Missile Datum Line the Missile Datum Line
RF Missile Constraints Box – LOAL with a successful target handover
RF Missile Constraints Box Format

The Missile Constraints Box is displayed in four formats to indicate the missile’s launch mode (LOBL or LOAL) and
whether the missile is within acceptable launch constraints (Valid or Invalid).
If the missile seeker is not tracking a target after receiving a target handover,
the missile will be launched in Lock-On-After-Launch (LOAL) mode.
LOAL Mode LOAL Mode
Valid Launch Invalid Launch If the missile seeker acquired and is tracking a target, the missile will be
Constraints Constraints launched in Lock-On-Before-Launch (LOBL) mode.
If the missile is within acceptable launch constraints and no Weapon Inhibit
messages are displayed within the High Action Display, the Missile Constraints
Box will be displayed as Valid.
LOBL Mode LOBL Mode If the missile is outside acceptable launch constraints or any Weapon Inhibit
Valid Launch Invalid Launch messages are displayed within the High Action Display, the Missile Constraints
Constraints Constraints
Box will be displayed as Invalid.
• LOBL Constraints (< 1 km). Missile seeker LOS is offset ≤ 5° from the Missile Datum Line.
• LOBL Constraints (≥ 1 km). Missile seeker LOS is offset ≤ 20° from the Missile Datum Line.
• LOAL Constraints (≥ 1 km). Line-of-sight (LOS) to the target is offset ≤ 20° from the Missile Datum Line.
EAGLE DYNAMICS 491

DCS [AH-64D]
RF Missile Weapon Inhibits

The following conditions will inhibit the RF missiles from being fired. Performance inhibits may be overridden by
pulling the trigger to the 2nd detent. Safety inhibits cannot be overridden.
range.
Wait for the missile launchers to reach the optimum
The position of the missile launch position.
launcher(s) is ≥10° from the If inhibit message remains, missiles may still be fired
PYLON ANGLE
optimum launch position or the but the missile launcher positions should be visually
pylon position is unknown. confirmed to ensure the appropriate considerations
may be made for a successful engagement.
the articulation range of the wing pylons to +4° above
(IN FLIGHT) pylon articulation limits.
the inertial horizon.
(+4° to -15°).
The pitch, roll, and/or yaw rates
RATE LIMIT Stabilize the aircraft attitude prior to launch.
are excessive.
The roll angle of the aircraft is
ROLL LIMIT Reduce the roll attitude of the aircraft prior to launch.
excessive.
Adjust the heading or pitch attitude of the aircraft to
The missile seeker has reached bring the target within the missile seeker field-of-view.
SKR LIMIT
a gimbal limit.
(e.g., turn toward the Missile Constraints box).
When the missile is in LOAL Adjust the heading of the aircraft to bring the target
mode, the target position position closer to the aircraft centerline.
YAW LIMIT
relative to the aircraft heading
is excessive. (e.g., turn toward the Missile Constraints box).
Safety Inhibits
ACCEL LIMIT
missile when fired.
The firing of a rocket salvo is The missile may be fired 2 seconds after the rocket
ALT LAUNCH
already in progress. salvo is complete.
If tactically feasible, instruct the crewmember that has
The gun is out of coincidence actioned the gun to de-action in order to permit the
from the weapon aiming firing of missiles.
GUN OBSTRUCT solution and may obstruct the
trajectory of missiles fired from A different missile may be manually selected by setting
the inboard wing pylons. the Mode to MAN and pressing the Missile Advance
button.
492
[AH-64D] DCS
The line-of-sight of the selected

LOS INVALID Select a different sight for engagement.
sight is invalid or has failed.
No RF missiles have received an
Ensure MSL PWR is set to ALL or AUTO to permit RF
inertial alignment from the
missiles to receive inertial alignment.
MSL NOT RDY aircraft.
Press the Missile Advance button to select the next
A missile has not been selected
missile in MAN mode.
in MAN mode.
The aircraft is on the ground
If inhibit message remains, the corresponding wing
(weight-on-wheels) and the
PYLON ERROR pylons may have experienced a failure and the missiles
missile launcher positions are
should be de-actioned.
unknown.
The missiles should be de-actioned.
(+4° to -5°).
cannot be fired.
EAGLE DYNAMICS 493

DCS [AH-64D]
WPN Missile (MSL) Format – RF Missile Settings

When RF missiles are selected for employment within the crewstation, the WPN page will display RF missile
4. Type Select
1. Missile Power
5. Mode Select
Management Mode
6. RF Missile Icon
2. LOBL Inhibit
7. SAL Missile Icon
3. 2nd Target Inhibit
1. Missile Power Management Mode. When the Mode is set to NORM, selects the power management
setting for all AGM-114L missiles loaded on the aircraft. This setting is common between crewstations.
• ALL. All RF missiles are powered on. All RF missiles perform an inertial alignment and self-test, and
are ready to receive target handovers, but may overheat if left in this state for an extended period.
• AUTO. Power to RF missiles is automatically managed based on missile inventory quantity. Sub-sets
of the missile inventory are powered and aligned in 10-minute intervals. After 10 minutes have elapsed,
the missiles are powered off and the next sub-set of the inventory is powered and aligned. This ensures
that a portion of the inventory is ready to receive target handovers while mitigating the risk of missiles
overheating.
o If 8 or more RF missiles are loaded, 4 missiles are kept in a “Ready” state.
o If 4 to 7 RF missiles are loaded, 2 missiles are kept in a “Ready” state.
o If 2 or 3 RF missiles are loaded, 1 missile is kept in a “Ready” state.
o If 1 RF missile is loaded, the missile will be powered on to a “Ready” state when either crewstation
actions missiles with TYPE (VAB R1) set to RF. If the missiles are de-actioned or if the TYPE is set
to SAL, the singular RF missile will be powered off.
• NONE. All RF missiles are powered off. All RF missiles remain unaligned and are unable to receive
target handovers, but are prevented from overheating.
2. LOBL Inhibit. RF missiles are inhibited from emitting radar signals prior to launch. This will prevent AGM-
114L missiles from entering LOBL mode or tracking assigned targets prior to launch.
3. 2nd Target Inhibit. Not implemented.
4. Type Select. Displays the selected missile type for employment. This setting is independent between
crewstations and is contextually dependent on the selected sight within the crewstation.
494
[AH-64D] DCS
• SAL. SAL missiles are selected for employment from the crewstation. The High Action Display will
display relevant symbology for SAL missile employment and the WPN page will display SAL missile
o If the selected sight is set to HMD, SAL is automatically selected as the missile type and
crewmember selection will be inhibited.
• RF. RF missiles are selected for employment from the crewstation. The High Action Display will display
relevant symbology for RF missile employment and the WPN page will display RF missile settings when
set to MSL format.
o If the selected sight is set to FCR, RF is automatically selected as the missile type and crewmember
selection will be inhibited.
5. Mode Select. Selects the mode of missile inventory management. This setting is common between
crewstations.
• NORM. Missile inventory, power management, and launch sequencing is managed automatically.
Missile launches will be alternated between each wing station to maintain center-of-gravity, as
appropriate.
o Missile power management will be in accordance with the MSL PWR selection (VAB L1-L3).
• MAN. Missile inventory, power management, and launch sequencing is managed manually by the
aircrew. Missile launches may lead to asymmetric loading and may cause center-of-gravity issues.
Improper power management may lead to missile over-temperature conditions.
o A single missile is selected and powered. The Missile Advance button on the Collective Mission
Grip or the TEDAC Right Handgrip may be used to select the next missile for launch. As each
missile is fired, the Missile Advance button must be used to select and power the next missile.
6. RF Missile Icon. Indicates an AGM-114L missile is loaded onto the corresponding missile launcher rail. The
missile icon appearance and text label indicate the operational state and status of the missile.
• An RF missile is loaded • A solid missile icon is • A hollow, white, flashing
onto the corresponding displayed when the WPN missile icon indicates the
missile launcher rail. page is in MSL format. next missile to be fired.
• Missile is in a Standby • Missile is powered and in • Next missile to be fired is
status while a built-in- a Ready status. in a Tracking status.
test is performed.
• Missile is powered and
indicating it is in an over-
temperature status.
7. SAL Missile Icon. Indicates an AGM-114K missile is loaded onto the corresponding missile launcher rail.
The missile icon appearance and text label indicate the operational state and status of the missile. (See SAL
Missile Type Settings for more information.)
EAGLE DYNAMICS 495

DCS [AH-64D]
RF Missile Weapon Status Messages

The following messages will be displayed in the High Action Display based on current missile status or weapon
page settings when missiles are actioned and the missile type is set to RF.
INHIBIT CONDITION
HF TOF=## The remaining time of flight (in seconds) for the next RF missile.
LOAL MAN The next-to-launch RF missile is in LOAL mode. Missile management mode is set to MAN.
The next-to-launch RF missile is in LOAL mode. Missile management mode is set to
LOAL NORM
NORM.
LOBL INHIBIT has been enabled on the WPN page. The next-to-launch RF missile is
LOBL INHIBIT
forced to LOAL mode.
The next-to-launch RF missile is in LOBL mode and attempting to acquire a target. Missile
LOBL MAN
management mode is set to MAN.
The next-to-launch RF missile is in LOBL mode and attempting to acquire a target. Missile
LOBL NORM
management mode is set to NORM.
MSL LAUNCH A launch has been commanded of the next RF missile.
MSL TYPE? Missiles are actioned but no missiles of the selected type (SAL or RF) are available.
The next-to-launch missile requires LOBL for a successful engagement but has failed to
NO ACQUIRE
acquire at target. Launch should not be attempted.
NO MISSILES Missiles are actioned but no SAL or RF missiles are available.
RF MSL TRACK The next-to-launch missile is in LOBL mode and is tracking a target.
496
[AH-64D] DCS
Radar-guided Hellfire Engagement (FCR)

When employing an RF missile from either crewstation using the FCR, the target data is transferred to the AGM-
114L when the missiles are actioned and an NTS target is selected. When missiles are actioned in the CPG
crewstation, the Missile Constraints Box will also be displayed in the Pilot crewstation to ensure the aircraft is
maneuvered to within acceptable launch constraints.
To engage a target with an RF missile while using the FCR to generate a target handover:
or 2. NTS (VAB L1)

the selected sight. 2. MPD Cursor – Select NTS
2. NTS (VAB L1) – Select NTS target.

or
1. FCR Fixed Action Button
4. Weapon Action Switch (WAS) – Right.
page)
• © MODE (VAB R2) – NORM or MAN. 1. Sight Select FCR 7. Range Source
• © MSL PWR (VAB R1 or R2) – ALL

or AUTO.
Panel)
5. MSL PWR 6. ARM Status
(VAB L1 or L2) 5. MODE (VAB R2)
Launch Mode Selection (LOBL/LOAL)
After the target data has been received, the
RF missile will automatically select LOBL or
LOAL mode based on the nature of the target
data itself. (See RF LOBL/LOAL Selection Logic
If the missile is attempting to lock on to a
target, “LOBL NORM” or “LOBL MAN” will be
displayed within the Weapon Status field of
the High Action Display.
If the missile successfully acquires a target in
LOBL mode, “RF MSL TRACK” will be displayed
in the Weapon Status field.
EAGLE DYNAMICS 497

DCS [AH-64D]
If the missile fails to acquire a target that is

moving or is less than 1 kilometer in range,
“NO ACQUIRE” will be displayed in the
Weapon Status field. The missile may still be
fired in LOAL mode, but the missile may not
hit the target. The missiles should be de-
actioned to erase the target handover and re-
actioned to attempt another target handover.
If the missile is not attempting to lock on to a
target or has failed to acquire a stationary
target between 1 and 2.5 kilometer in range,
“LOAL NORM” or “LOAL MAN” will be displayed
within the Weapon Status field.
8. Weapon Status – Verify “RF MSL TRACK”,
“LOAL NORM”, or “LOAL MAN”. (High
Action Display)
10. Weapon Inhibits
NOTE: “LOBL INHIBIT” may also be
displayed if enabled on the WPN page.
9. CPG (If CPG) Instruct the Pilot to align
“LOBL NORM” when scanning
the aircraft with the Missile Constraints
Box – “Constraints.”
Constraints Box.
8. Missile Constraints Box
shown in LOBL format when 10. Align Missile Constraints
• Hover Fire – Apply pedal inputs in a target has been acquired Box within parameters
Constraints Box.
are displayed:
• ACCEL LIMIT
• ALT LAUNCH
• GUN OBSTRUCT
• PYLON ERROR 11. Weapon Inhibits
• BAL LIMIT
• PYLON ANGLE
• PYLON LIMIT
• RATE LIMIT 8. Verify “RF MSL TRACK” prior to launch in LOBL
• ROLL LIMIT
• SKR LIMIT
• YAW LIMIT
12. Weapon Trigger – Pull. (Cyclic or TEDAC Left Handgrip)
13. Weapon Status – Verify “MSL LAUNCH”. (High Action Display)
NOTE: When engaging a target with an RF missile in LOAL mode, the Pilot should align the aircraft within
launch constraints and the missile should be fired as soon as possible after target handover to the missile.
498
[AH-64D] DCS
Radar-guided Hellfire Engagement (TADS)

When employing an RF missile while using the TADS to generate targeting data, the target is designated by the
TADS LRFD for 3 seconds prior to missile launch. TADS LMC and/or IAT targeting modes should be used to assist
the CPG in stabilizing the TADS LOS Reticle on the target, which will increase the accuracy of the target data sent
to the missile. When missiles are actioned in the CPG crewstation, the Missile Constraints Box will also be displayed
To engage a target with an RF missile while using the TADS to generate a target handover:
Right Handgrip)
2. CPG WPN Fixed Action Button – Press. 6. MSL PWR 8. ARM Status 6. TYPE (VAB R1)
(VAB L1 or L2) MODE (VAB R2)
or GHS.

(WPN page)
• TYPE (VAB R1) – RF.
or AUTO.
7. CPG Sight Status – Verify “TARGET
10. Fire LRFD 9. IAT on target
DATA?” is displayed. (High Action
Display)
(Armament Panel)
• Manual tracking - Engage LMC and 1. Sight Select TADS 3. ACQ Select
7. “TARGET DATA?” is displayed
EAGLE DYNAMICS 499

DCS [AH-64D]
10. CPG LRFD Trigger – Pull and hold for 3

seconds, 2nd detent, until “TARGET
DATA?” is removed from the Sight Status
field. (TEDAC Right Handgrip)
NOTE: When “TARGET DATA?” is
removed from the Sight Status field, the
LRFD trigger may be released.
data itself. (See RF LOBL/LOAL Selection Logic
LOBL mode, “RF MSL TRACK” will be displayed 10. “TARGET DATA?” not displayed 10. “LOBL NORM” when scanning
moving or is less than 1 kilometer in range,
“NO ACQUIRE” will be displayed in the
Weapon Status field. The missile may still be
fired in LOAL mode, but the missile may not 11. Missile Constraints Box
hit the target. The missiles should be de- shown in LOBL format when 13. Align Missile Constraints
actioned to erase the target handover and re- a target has been acquired Box within parameters
actioned to attempt another target handover.
If the missile is not attempting to lock on to a
target between 1 and 2.5 kilometers in range,
11. CPG Weapon Status – Verify “RF MSL
14. Weapon Inhibits
TRACK”, “LOAL NORM”, or “LOAL MAN”.
11. Verify “RF MSL TRACK” prior to launch in LOBL
with the Missile Constraints Box – “Constraints.”
13. PLT Missile Constraints Box – Align toward the HMD LOS Reticle.
• Running/Diving Fire – Apply cyclic inputs in the direction of the Missile Constraints Box.
• Hover Fire – Apply pedal inputs in the direction of the Missile Constraints Box.
500
[AH-64D] DCS

• ACCEL LIMIT
• ALT LAUNCH
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT
• PYLON ANGLE
• PYLON LIMIT
• RATE LIMIT
• ROLL LIMIT
• SKR LIMIT
• YAW LIMIT
Handgrip)
NOTE: When engaging a target with an
RF missile in LOAL mode, the Pilot should
align the aircraft within launch
constraints and the CPG should fire the
missile as soon as possible after the
target handover to the missile, signified
by “TARGET DATA?” being removed from
the Sight Status field of the High Action
Display.
EAGLE DYNAMICS 501

DCS [AH-64D]
Radar-guided Hellfire Engagement (RF Handover)

When employing an RF missile after receiving an RFHO via the datalink, the RFHO target data is stored as the
FCR Next-To-Shoot (NTS) target, even if the receiving AH-64D is not equipped with an FCR itself. When missiles
are actioned, the target data is transferred to the AGM-114L. The Missile Constraints Box will also be displayed
To engage a target with an RF missile while using an RF Handover (RFHO) to generate a target handover:
2. RF Handover (RFHO) – Receive (TSD
page)
• REC (VAB L2) - Select.
2. RFHO (VAB L2-L5)
• RFHO (VAB L2-L5) – Select.
3. Sight Select switch – FCR. (Collective
Mission Grip or TEDAC Right Handgrip)
4. Weapon Action Switch (WAS) – Right.
page)
or AUTO.
Panel)
data itself. (See RF LOBL/LOAL Selection Logic 2. RFHO target location
is displayed on TSD
LOBL mode, “RF MSL TRACK” will be displayed
moving or is less 1 kilometer in range, “NO
ACQUIRE” will be displayed in the Weapon
Status field. The missile may still be fired in
LOAL mode, but the missile may not hit the
502
[AH-64D] DCS
target. The missiles should be de-actioned to

erase the target handover and re-actioned to
attempt another target handover.
5. MSL PWR 6. ARM Status
If the missile is not attempting to lock on to a (VAB L1 or L2) 5. MODE (VAB R2)
target between 1 and 2.5 kilometers in range,
8. Weapon Status – Verify “RF MSL TRACK”,
“LOAL NORM”, or “LOAL MAN”. (High
Action Display)
9. CPG (If CPG) Instruct the Pilot to align
the aircraft with the Missile Constraints 4. WPN Fixed Action Button
Box – “Constraints.”
Constraints Box.
Constraints Box.
are displayed:
• ACCEL LIMIT
• ALT LAUNCH
• GUN OBSTRUCT
• PYLON ERROR
• BAL LIMIT
• PYLON ANGLE
• PYLON LIMIT
• RATE LIMIT
• ROLL LIMIT
11. Weapon Inhibits
• SKR LIMIT
• YAW LIMIT
12. Weapon Trigger – Pull. (Cyclic or TEDAC
Left Handgrip) 3. Sight Select FCR 7. Range Source

NOTE: When the crew receives an RF Handover, they should attempt to engage the target as soon as
possible after the RFHO notification is annunciated within the cockpit. When engaging a target with an RF
missile using an RF Handover, the Pilot should align the aircraft within launch constraints and the missile
should be fired as soon as possible after the RFHO has been received and the missiles have been actioned.
EAGLE DYNAMICS 503

DCS [AH-64D]
WEAPON HAND CONTROLS

Either crewmember may employ any aircraft weapon system independently of the other crewstation. However,
only the Copilot/Gunner can use the TADS to provide laser guidance for the AGM-114K Hellfire missile.

The Pilot and Copilot/Gunner Cyclic and Collective Mission Grips include identical controls for weapons
employment. However, the CPG’s cyclic weapon trigger is only activated if the CPG actions a weapon using the
Weapon Action Switch on the cyclic.
Weapon Action
Switch (WAS)
Weapon Trigger
(Guarded)
Missile Advance
TEDAC Controls
The CPG’s TEDAC weapon trigger is only activated if the CPG actions a weapon using the Weapon Action Switch
on the TEDAC Left Handgrip.
Weapon Action Switch (WAS)
Weapon Trigger
(opposite side)
Missile Advance
(opposite side)
504
[AH-64D] DCS
AIRCRAFT
SURVIVABILITY
EQUIPMENT (ASE)
AIRCRAFT SURVIVABILITY
EQUIPMENT (ASE)
EAGLE DYNAMICS 505
US Army photo
DCS [AH-64D]
AIRCRAFT SURVIVABILITY EQUIPMENT

The AH-64D features a comprehensive suite of active and passive defensive systems that are designed to ensure
the survival of the aircraft while operating at NOE (Nap-Of-the-Earth) altitudes in a high threat environment. The
various defensive systems installed on the aircraft are known collectively as Aircraft Survivability Equipment (ASE).
The ASE kit installed on the AH-64D includes a combined radar and laser warning receiver (RLWR), an electronic
radar jamming system (ECM), a missile warning system (CMWS), chaff and flare countermeasures dispensers,
infrared suppression integrated into the engine exhausts, and a Wire Strike Protection System (WSPS) installed
on the forward fuselage and underside.
NOTE: The ECM system is not implemented at this time.
ECM Receive Antenna WSPS Blade LWR Detector (both sides) RWR Antennas (2x)
ECM Transmit Antenna

CMWS Detector
(both sides)
WSPS Blade
Flare Dispenser
(both sides)
WSPS Blades
CMWS Detector
(both sides)
RWR Antenna (both sides) LWR Detector (both sides) RWR Antenna Chaff Dispenser
AH-64D Aircraft Survivability Equipment (ASE)
506
[AH-64D] DCS
Aircraft Survivability Equipment (ASE) Page

The primary threat warning indications are integrated into the Tactical Situation Display’s ASE “footprint”;
however, the crew can also view the threat environment on a decluttered “footprint” on the ASE page. The ASE
page also allows the crew to initialize and configure individual ASE systems.
1. Chaff Status 2. Aircraft Heading 3. Threat Warning Count
4. Chaff Mode 5. ASE Autopage Setting
6. Ownship 7. ASE Footprint
8. Chaff Inventory
9. Command Heading
1. Chaff Status. Displays the state of the chaff dispenser. Pressing VAB T1 will toggle the state between SAFE
and ARM.
• SAFE. Chaff dispensing is inhibited. The status will default to SAFE with aircraft weight-on-wheels and
inhibited from selection.
• ARM. Chaff may be dispensed by either crewstation.
2. Aircraft Heading. Displays the current heading of the aircraft.
3. Threat Warning Count. Displays the total number of threats displayed around the ASE footprint.
• RFI. Indicates the number of radar threats detected by the RFI and displayed on the outside of the
ASE footprint, up to a maximum of 10. This field will be blank if the FCR mast-mounted assembly is
not installed.
• RLWR. Indicates the number of radar and/or laser threats detected by the RLWR and displayed on
the inside of the ASE footprint, up to a maximum of 7.
4. Chaff Mode. Displays the chaff dispense mode. Pressing VAB L1 will toggle the state between PROGRAM
and MANUAL.
• PROGRAM. A single chaff program will be dispensed if the chaff dispenser is armed and the Chaff
button is pressed on the Cyclic Grip in either crewstation. The chaff program may be edited on the ASE
Utility page.
EAGLE DYNAMICS 507

DCS [AH-64D]
• MANUAL. An individual chaff cartridge will be dispensed if the chaff dispenser is armed and the Chaff
button is pressed on the Cyclic Grip in either crewstation.
5. ASE Autopage Setting. Displays the ASE autopage setting for the crewstation. Pressing VAB R1 will display
an expanded selection of autopage options.
• SEARCH. If a new threat is detected, the TSD will be autopaged if the ASE or TSD pages are not
already displayed within the crewstation.
• ACQUISITION. If a detected threat elevates to ACQUISITION, the TSD will be autopaged if the ASE
or TSD pages are not already displayed within the crewstation.
• TRACK. If a detected threat elevates to TRACK, the TSD will be autopaged if the ASE or TSD pages
are not already displayed within the crewstation.
• OFF. ASE autopaging is disabled.
6. Ownship. Represents the present position of the aircraft.
7. ASE Footprint. Displays the relative bearings of detected radar and laser threats around the ownship.
Radar and/or laser threats detected by the RLWR are displayed around the inside of the ASE footprint. Radar
threats detected by the RFI (if the FCR mast-mounted assembly is installed) are displayed around the outside
of the ASE footprint.
8. Chaff Inventory. Indicates the number of remaining chaff cartridges onboard, up to a maximum of 30.
9. Heading to Waypoint. Displays the heading to the next point in the route.
508
[AH-64D] DCS
ASE Utility (UTIL) Sub-page

The ASE Utility page allows the crew to initialize the RLWR, set the RLWR voice mode, and configure the chaff
dispenser settings.
1. Chaff Status
2. Chaff Mode
3. Burst Count
4. Burst Interval
5. Salvo Count 8. RLWR Power
6. Salvo Interval 9. RLWR Voice Mode
7. Cartridges
Input
1. Chaff Status. Displays the state of the chaff dispenser. Pressing VAB T1 will toggle the state between SAFE
and ARM.
• SAFE. Chaff dispensing is inhibited. The status will default to SAFE with aircraft weight-on-wheels and
will be inhibited from selection.
• ARM. Chaff may be dispensed by either crewstation.
2. Chaff Mode. Displays the chaff dispense mode. Pressing VAB L1 will toggle the state between PROGRAM
and MANUAL.
• PROGRAM. A single chaff program will be dispensed if the chaff dispenser is armed and the Chaff
• MANUAL. An individual chaff cartridge will be dispensed if the chaff dispenser is armed and the Chaff
3. Burst Count. Sets the number of chaff cartridges dispensed within each salvo of the chaff program.
Pressing VAB L2 will display an expanded selection of burst count options of 1, 2, 3, 4, 6, and 8 cartridges.
4. Burst Interval. Sets the time interval between individual chaff cartridges dispensed within each salvo of
the chaff program. Pressing VAB L3 will display an expanded selection of burst interval options of 0.1, 0.2,
0.3, and 0.4 seconds.
5. Salvo Count. Sets the number of salvos dispensed within each chaff program. Pressing VAB L4 will display
an expanded selection of salvo count options of 1, 2, 4, 8, and CONTINUOUS. When set to CONTINUOUS,
salvos will be dispensed in accordance with the remainder of the chaff program settings until the chaff
dispenser is depleted or the chaff is set to SAFE status.
EAGLE DYNAMICS 509

DCS [AH-64D]
6. Salvo Interval. Sets the time interval between each salvo dispensed within the chaff program. Pressing
VAB L5 will display an expanded selection of salvo interval options of 1, 2, 3, 4, 5, 8, and RANDOM. When
set to RANDOM, the interval between each salvo will be randomly selected.
7. Cartridges Input. Activates the KU for inputting the current chaff cartridge quantity, if necessary.
8. RLWR Power. Enables/Disables power to the Radar/Laser Warning System.
9. RLWR Voice Mode. Displays the voice warning mode of the Radar/Laser Warning System. Pressing VAB
L5 will toggle the mode between NORM and TERSE.
• NORM. The RLWR will report radar and laser threats by threat classification, clock direction, and
lethality when initially detected. If any detected threat elevates in lethality, the RLWR will repeat the
audio report to include the current clock direction and increased lethality.
o Audio report of a laser threat: “Laser ranging, 1 o’clock.”
o Initial audio report of an SA-8 radar: “SA-8, 1 o’clock, searching.”
o Updated audio report of an SA-8 radar: “SA-8, 1 o’clock, tracking.”
• TERSE. The RLWR will report radar and laser threats by threat type and lethality only when initially
detected. If any detected threat elevates in lethality, the RLWR will repeat the audio report to include
the increased lethality.
o Audio report of a laser threat: “Laser ranging.”
o Initial audio report of an SA-8 radar: “Radar searching.”
o Updated audio report of an SA-8 radar: “Radar tracking.”
510
[AH-64D] DCS
RADAR & LASER SIGNAL DETECTING SETS

The AN/APR-39A(V)4 provides detection of threat radar emissions by using a series of external antennas to
passively detect and identify radar signals. The AN/AVR-2A provides detection of threat laser emissions by using
a series of external detectors to passively detect and classify laser sources. As the combined RLWR system, the
APR-39 and AVR-2 provide threat indications to the aircrew by displaying threat symbols on the TSD and ASE
pages. In addition, the RLWR generates audio voice warnings describing the type of threat, threat direction, and
what mode the radar or laser is operating, allowing the crew to remain focused outside for obstructions to flight
or searching for enemy targets.
Like the TSD, the ASE page provides a singular footprint for the combined indications of the RLWR and RFI (if
equipped with an FCR mast-mounted assembly). The display is an azimuth-only top-down display, with RLWR
threat symbols displayed within the inside of the ASE footprint. The nature of the threat is indicated by the type
of symbol and label, and the severity of the threat is indicated by enhancements placed around the symbol itself.
F/A-18 airborne radar Laser Rangefinder SA-8 SAM radar Laser Designator
in Search mode in Track mode
Naval air defense SA-15 SAM radar ZSU-23-4 radar

radar in Search mode in Search mode in Track mode
MPD ASE Page (Left) and TSD Page (Right)
• New threat detected. A new radar or laser threat is displayed in a bolded symbol format for 3
seconds following initial detection.
• Radar in Search mode. A radar signal in • Laser Rangefinder. A laser source
search mode. emitting in a range-finding mode.
• Radar in Track mode. A radar signal in • Laser Designator. A laser source
target tracking mode. emitting in a target designation mode.
• Radar in Launch mode. A radar signal • Laser Beam-Rider. A laser source
(Flashing) in missile guidance mode. (Flashing) emitting in a beam-riding guidance mode.
• Fixed-Wing Radar. A radar signal
identified as an airborne platform.
• Threat signal lost. A threat that is no longer detected will be displayed in partial intensity for 10
seconds before being removed from the RLWR “footprint”.
EAGLE DYNAMICS 511

DCS [AH-64D]
COMMON MISSILE WARNING SYSTEM

The AN/AAR-57 Common Missile Warning System (CMWS) provides detection of threat missiles via a series of
external detectors to passively detect missiles after launch. The system displays the threat direction to the Pilot
via the Control Indicator Display, along with an audio threat alert to the crew. The AAR-57 is also capable of
automatically dispensing flare countermeasures without crew interaction; however, the crew retains the ability to
manually dispense flares by pressing the cyclic-mounted FLARE button in either crewstation.
As a post-production modification to the AH-64D, the CMWS utilizes the ADF audio channel to provide audio
threat alerts to each crewstation. As such, the ADF knob on the Communications Panel controls the volume of
CMWS threat alerts within the crewstation, independently of the RLWR volume.
The CMWS/NAV switch on the CMWS Control Panel in the Pilot crewstation is used to switch the ADF audio
channel between radio signals received by the AN/ARN-49 Automatic Direction Finder and the CMWS. The Pilot
should ensure this switch is set to the CMWS position if operating in a hostile area where missile threats are
expected.
1. Control Indicator Display 3. No function
2. Power/Test Knob 4. LAMP Knob
5. ARM/SAFE Switch 7. JETTISON Switch
6. CMWS/NAV Switch 8. BYPASS/AUTO Switch
CMWS Control Panel (Pilot crewstation only)
1. Control Indicator Display. Displays the current inventory of chaff and flare countermeasures onboard
the aircraft, direction of detected missile threats, and system status.
2. Power/Test Knob. Enables/disables power to the CMWS and initiates a Built-In-Test (BIT) sequence.
• OFF. Disables power to the CMWS.
• ON. Enables power to the CMWS. A BIT will automatically be performed after the CMWS initializes.
• TEST. Manually initiates a BIT of the CMWS.
3. AUDIO Knob. No function.
4. LAMP Knob. Adjusts the brightness of the Control Indicator Display.
5. ARM/SAFE Switch. Arms flare dispensers for automatic or manual dispensing. Flare dispensing is inhibited
with aircraft weight-on-wheels regardless of the switch position.
• SAFE. Flare dispensing is inhibited.
• ARM. Flares may be automatically dispensed upon detection of a missile threat or manually dispensed
by either crewstation.
512
[AH-64D] DCS
6. CMWS/NAV Switch. Sets the ADF audio channel in both crewstations to the CMWS or ADF receiver.
• CMWS. The ADF audio channel will relay threat alert audio from the CMWS. While providing threat
alert audio, the crew will be unable to monitor radio signals received by the ADF.
• NAV. The ADF audio channel will relay radio audio from the ADF receiver. While providing ADF radio
audio, the crew will be unable to receive threat alert audio from the CMWS.
7. JETTISON Switch (Guarded). Jettisons all flares from the tail-mounted flare dispensers in an emergency.
The CMWS does not need to be armed to initiate a jettison of flares.
8. BYPASS/AUTO Switch. Enables/disables automatic flare dispensing as commanded by the CMWS. Missile
threat alert audio is provided regardless of switch position.
• BYPASS. Automatic dispensing commands by the CMWS are bypassed. Flares will only by dispensed
if the FLARE button on either Cyclic Grip is pressed.
• AUTO. Automatic dispensing commands by the CMWS are enabled. Flares may be automatically
dispensed by the CMWS when missile threats are detected, or manually dispensed if the FLARE button
on either Cyclic Grip is pressed.
11. Quadrant Arrows

9. Flare Inventory
12. Dispense Indicator
10. Chaff Inventory

13. Ready Indicator
CMWS Control Panel Indicator

Display
9. Flare Inventory. Indicates the number of remaining flare cartridges onboard, up to a maximum of 60.
When all flares have been depleted, the flare inventory will alternate between “0” and “OUT”.
10. Chaff Inventory. Indicates the number of remaining chaff cartridges onboard, up to a maximum of 30.
When all chaff cartridges have been depleted, the flare inventory will alternate between “0” and “OUT.
11. Quadrant Arrows. When illuminated, indicates the direction of threat missile detection(s).
12. Dispense Indicator. When illuminated, indicates dispensing of flares or chaff is in progress.
13. Ready Indicator. When illuminated, indicates system is in a “ready” state for flare dispensing (CMWS
ARM/SAFE switch is in the ARM position and the aircraft is not weight-on-wheels).
EAGLE DYNAMICS 513

DCS [AH-64D]
COUNTERMEASURES DISPENSERS
The AH-64D is equipped with three expendable countermeasures dispensers: a single M-141 dispenser for chaff
and two Improved Countermeasure Dispensers (ICMD) for flares. Due to each dispenser’s mounted location and
orientation, the countermeasures loaded in each dispenser are not interchangeable between chaff and flares.
Chaff Dispenser
The M-141 chaff dispenser is mounted on the left side of the tail boom and can hold 30 chaff cartridges. Chaff
cartridges may be dispensed individually in MANUAL mode, or sequentially when in PROGRAM mode. The
dispenser mode is toggled between MANUAL and PROGRAM on the ASE or ASE UTIL pages, and the chaff program
may be edited on the ASE UTIL page as well.
The chaff dispenser can only be set to ARM when the aircraft is airborne. If the aircraft is weight-on-wheels, the
chaff dispenser is automatically set to SAFE and inhibited from dispensing.
Chaff Dispenser
Either crewmember may arm the chaff dispenser or configure the chaff settings, which are common between
each crewstation, and either crewmember may dispense chaff by pressing the Chaff button on the Cyclic Grip.
The chaff quantity and ARM/SAFE status is also indicated on the WPN page.
514
[AH-64D] DCS
Flare Dispensers
A pair of Improved Countermeasures Dispensers (ICMD) are mounted on opposing sides of the tail boom and
each can hold 30 flare cartridges. Flares may be dispensed automatically by the CMWS itself or manually by either
crewmember when the CMWS BYPASS/AUTO switch on the CMWS Control Panel is set to the AUTO position. If
the switch is set to the BYPASS position, automatic flare dispensing is bypassed and may only be manually
dispensed by the aircrew by pressing the Flare button on the Cyclic Grip.
The flare dispensers are only armed when the aircraft is airborne. If the aircraft is weight-on-wheels, the flare
dispensers will be inhibited from dispensing, regardless of the position of the CMWS ARM/SAFE switch on the
CMWS Control Panel in the Pilot crewstation.
Flare dispensers (both sides)
The flare dispensers utilize a pre-set flare program, which can only be modified by an external panel by ground
support crews when the engines are off. Flares are dispensed using this program regardless of whether the
dispensing is commanded automatically by the CMWS or manually by the aircrew.
The flare program may be edited on the Aircraft Additional Properties tab within the Mission Editor, or from the
cockpit by utilizing the player kneeboard. The available program options include Burst Count, Burst Interval, Salvo
Count, Salvo Interval, and Minimum Time Between Programs.
Aircraft Additional
Properties tab
EAGLE DYNAMICS 515

DCS [AH-64D]
ASE HAND CONTROLS

Either crewmember may manually dispense chaff and flares. Either crewmember may configure and arm the
chaff dispenser; however, only the Pilot has access to the CMWS Control Panel to arm the flare dispensers.

The Pilot and Copilot/Gunner Cyclic Grips include buttons for dispensing chaff
and flares.
Chaff Dispense
Flare Dispense
516
[AH-64D] DCS
“GEORGE” AI
“GEORGE” AI
EAGLE DYNAMICS 517
USAF photo
by TSgt Matt Hecht
DCS [AH-64D]
“GEORGE” AI
The AH-64D is operated by two crewmembers: a Pilot (PLT) and a Copilot/Gunner (CPG). The DCS: AH-64D
module supports multicrew capability, where two players can occupy the two seats in a multiplayer session for
cooperative play. To accommodate a single-player experience, a player may utilize “George” AI, a virtual
crewmember that allows players to manage mission-critical items in the crewstation that the player is not
occupying.
Unless specifically disabled in the Mission Editor options, George AI will always be present in the opposite
crewstation from the player. When the player enters an AH-64D in DCS, they will be placed in the aft Pilot
crewstation while George AI occupies the front CPG crewstation. If the player moves to the CPG crewstation,
George will occupy the Pilot crewstation.
George may be directed by keyboard commands or a 4-way hat switch on the player’s joystick. As an AI
crewmember, George is more than simply a means of interacting with the controls and systems in the crewstation
that the player is not occupying. George is designed to mimic the real-life procedures used by AH-64D crew
members, which permits players to direct and coordinate the AI crewmember actions in a similar manner to
interacting with another person, albeit in a more limited capacity. When a player directs George AI via a command
or control input, they are directing George to perform “tasks” rather than simple “actions”. These tasks could be
as basic as toggling the laser designator on and off to begin/cease target designation, or they may be as complex
as following a sequence of waypoints to navigate a route at low altitude into a battle position.
As George is simulating a real crewmember, some commands may not result in an immediate or apparent reaction
from George. This simulates the time needed to communicate the command over the intercom and the
commanded action(s) to be performed by a real crewmember. Many commands carry several implied actions
beyond what the command itself entails. These will be described throughout this chapter.
NOTE: George will continue to be refined throughout the Early Access process and will receive new features on
a periodic basis.
518
[AH-64D] DCS
AH-64D AI Controls Structure

The AI controls are divided into two categories: AI Helper Commands and AI Helper Controls.
AI Helper Commands. Simple but immediate commands that may be given to George at any time, such as
“Consent To Fire” or “Request Aircraft Control.” These commands do not require the George AI Helper Interface
to be displayed.
AI Helper Controls. Complex commands that are contextual based on the current mode of the George AI Helper
Interface, such as commanding George as the CPG to action a specific weapon or commanding George as the
Pilot to fly along the current route. These controls are only available when the AI Helper Interface is displayed.
The AI Helper Interface responds to short and long presses of the interface controls to perform different functions.
A short press is held down for less than 0.5 seconds, and a long press is held down for more than 0.5 seconds.
Under the AH-64D Pilot and AH-64D CPG aircraft control modes, the AH-64D George AI Helper input functions
category contains the input command entries for the AI Helper Commands that are available from each respective
AH-64D crewstation and the input command entry for displaying the George AI Helper Interface.
Aircraft Control Mode Input Functions Input Command Entries
Under the AH-64D George AI Helper aircraft control mode, input command entries may be programmed to
navigate and utilize the George AI Helper Interface. These commands may be dual-bound to any command
entries that are already bound within the AH-64D Pilot or AH-64D CPG control modes; however, these commands
will take priority when the AI Helper Interface is displayed.
For example, if a 4-way hat switch is bound to the Sight Select switch under AH-64D Pilot and to the George AI
Helper Interface under AH-64D George AI Helper, the 4-way hat switch will perform its function as the Sight
Select switch when the AI Helper Interface is hidden, but will function as the AI Helper Controls switch when the
AI Helper Interface is shown.
Aircraft Control Mode Input Functions Input Command Entries
To control George from either crewstation, the George AI Helper Interface Up/Down/Left/Right and
George AI Interface Hide commands will need to be bound under AH-64D George AI Helper aircraft control
mode; as will the George AI Helper Interface Show/Hide Menu command entry under AH-64D Pilot and
AH-64D CPG aircraft control modes.
EAGLE DYNAMICS 519

DCS [AH-64D]
AH-64D AI Helper Commands

The George AI Helper Interface is not required to be displayed to utilize the commands listed below.
Consent To Fire. If George (as the CPG) is tracking a target, this command will give George clearance to fire
his assigned weapon at that target, even if his ROE is set to Hold Fire. This command is only available when the
Player is occupying the Pilot seat.
George AI Helper Interface – Show/Hide. Displays the AI Helper Interface and enables the input command
entries within the AH-64D George AI Helper aircraft control mode. It is recommended that this command is bound
to the same button as George AI Helper Interface – Hide under AH-64D George AI Helper aircraft control
mode to allow the AI Helper Interface to be toggled between shown/hidden with the same input.
Request Aircraft Control. When flying without another player, this command transfers aircraft control to
George (as the Pilot) or returns it to the player (as the CPG). George cannot accept aircraft control when
performing CPG duties. This command is only available when the player is occupying the CPG seat.
When flying with another player in multi-crew, this command transfers the flight controls from the other player.
For example, if the Pilot is flying the helicopter and the Copilot/Gunner presses this button to request control; if
the Pilot accepts the handoff the CPG’s cyclic stick will un-stow, and the Pilot’s flight controls will become inactive.
NOTE: If George AI is disabled in the Mission Editor, the player will be required to fly the aircraft at all times,
regardless of which seat the player is occupying at any point in the mission.
TADS Store Target. If George (as the CPG) is tracking a target with the TADS, this command will direct George
to store a Target point (T##) using the STORE/UPDT switch on the TEDAC Left Handgrip. If George is not already
lasing, he will momentarily fire the LRFD to get accurate range data before storing the location as a Target point.
This command is only available when the Player is occupying the Pilot seat.
NOTE: This command may also be used while the Target List is displayed to store multiple Target points.
AH-64D AI Helper Controls

The commands listed below will only function when the George AI Helper Interface is displayed.
George AI Helper Interface – Hide. Hides the on-screen AI Helper Interface and disables the input command
entries within the AH-64D George AI Helper aircraft control mode. It is recommended that this command is bound
to the same button as George AI Helper Interface – Hide under AH-64D George AI Helper aircraft control
mode to allow the AI Helper Interface to be toggled between shown/hidden with the same input.
George AI Helper Interface – Down. Performs the function associated with the Down action, given the
current Interface mode.
George AI Helper Interface – Left. Performs the function associated with the Left action, given the current
Interface mode.
George AI Helper Interface – Right. Performs the function associated with the Right action, given the current
Interface mode.
George AI Helper Interface – Up. Performs the function associated with the Up action, given the current
Interface mode.
See the command list of AI Helper Controls in the Player-as-CPG or Player-as-PLT sections of this chapter for
more information.
520
[AH-64D] DCS
PLAYER-AS-CPG “GEORGE” AI CONTROLS

When the player is in the Copilot/Gunner (CPG) crewstation, pressing the George AI Helper Interface –
Show/Hide command will display a horizontal situation indicator that can be used as a directional reference for
giving commands to George (as the Pilot).
1. Desired Heading 3. Desired Heading
4. Radar/Barometric
2. Desired Ground Speed
Altitude Indicator
5. Ownship Heading
6. Desired Heading Bug
7. Bearing to
Navigation Fly-To Cue 8. Ownship
9. Relative Bearing Scale

10. Compass Wheel
11. AI Interface Mode
Player-as-CPG AI Interface
1. Desired Heading. Displays the heading that George has been commanded to maintain.
2. Desired Ground Speed. Displays the ground speed that George has been commanded to maintain.
3. Desired Altitude. Displays the altitude that George has been commanded to maintain.
4. Radar/Barometric Altitude Indicator. Displays the altitude reference that George will use to maintain
the desired altitude.
• R. George will maintain the desired radar altitude above ground level (AGL).
• B. George will maintain the desired barometric altitude above mean sea level (MSL).
5. Ownship Heading. Displays the current heading of the ownship on the compass wheel.
6. Desired Heading Bug. Displays the heading that George has been commanded to maintain relative to the
ownship heading on the compass wheel.
7. Bearing to Navigation Fly-To Cue. Displays the bearing to the Navigation Fly-To Cue relative to the
ownship heading on the compass wheel.
8. Ownship. Indicates the aircraft orientation relative to the compass wheel and associated bearing indicators.
9. Relative Bearing Scale. Displays bearings relative to the desired heading bug at the 3 o’clock, 6 o’clock,
and 9 o’clock positions.
10. Compass Wheel. Displays the magnetic heading reference around the ownship.
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11. AI Interface Mode. Displays the current mode of the George AI Helper Interface.
• FLT. The AI Interface is set to “Flight” mode, which is used to direct specific flight parameters for
George to fly.
o Assign a ground speed to achieve and maintain.
o Assign a heading to turn toward and maintain.
o Assign an altitude to achieve and maintain.
o Turn the aircraft toward the direction the player (as the CPG) is looking.
• H-B. The AI Interface is set to “Hover/Bob-up” mode, which is used to direct George to maneuver the
aircraft while in a stationary hover, such as when occupying a battle position.
o Translate the aircraft forward/backward/left/right across the surface at low speed.
o Assign a hover altitude to achieve and maintain.
o Turn the aircraft toward the direction the player (as the CPG) is looking.
NOTE: H-B mode is only available when the aircraft is below 30 knots ground speed. When above 30
knots ground speed, this mode will be skipped, and the AI Interface Mode will proceed from FLT directly
to CMBT.
• CMBT. The AI Interface is set to “Combat” mode, which is used to direct George in performing combat
mission-related tasks.
o Perform an immediate break turn to the 3 o’clock, 6 o’clock, or 9 o’clock directions.
o Align the aircraft heading to the azimuth of the TADS sensor turret.
o Navigate along the current route and come to a hover at the final waypoint.
• CMWS. The AI Interface is set to “Common Missile Warning System” mode. This mode directs George
to change the settings on the CMWS control panel in the Pilot crewstation.
o Arm/Safe the flare dispensers.
o Enable/disable automatic dispensing of flares.
When CMWS mode is entered, an
additional circular interface element
will be displayed to the player as a
directional reference for giving
commands, showing the current
settings of the CMWS control panel. 12. ARM/SAFE Switch
The text color of the AI Helper 13. BYPASS/AUTO Switch

Interface text corresponds with the
Arm/Safe status of the CMWS in the
same color pattern as the A/S button
on the Armament Panel.
12. ARM/SAFE Switch. Displays Player-as-CPG AI Interface - CMWS mode

the position of the ARM/SAFE
switch on the CMWS control panel.
• SAFE Flare dispensers are safed.
• ARMED Flare dispensers are armed.
13. BYPASS/AUTO Switch. Displays the position of the BYPASS/AUTO switch on the CMWS control panel.
• AUTO. Flares will be dispensed automatically when threats are detected by the CMWS.
• BYPASS. Flares will not be dispensed when threats are detected by the CMWS.
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[AH-64D] DCS
Player-as-CPG AI Helper Controls

The AI Helper Controls are contextual based on the current mode of the AI Helper Interface. The actions listed
below correspond with the commands issued by the player when occupying the Copilot/Gunner crewstation.
MODE COMMAND ACTION
FLT Left Short If >30 knots, changes the AI Interface mode to CMBT.
FLIGHT If <30 knots, changes the AI Interface mode to H-B.
PARAMETERS
Long Moves desired heading bug left. After the button is released,
commands George to turn the helicopter to the new heading.
Right Short Commands George to turn the helicopter toward the direction you
are looking.
Long Moves desired heading bug right. After the button is released,
commands George to turn the helicopter to the new heading.
Up Short Increases the desired speed in the GS window. After a short delay,
George will accelerate the helicopter to the new speed.
Long Increases the desired altitude in the ALT window. After the button is
released, George will increase the helicopter’s altitude. If set to
<1,420 feet AGL, George will hold the radar altitude. If set ≥1,420
feet AGL, George will hold the barometric altitude.
Down Short Decreases the desired speed in the GS window. After a short delay,
George will decelerate the helicopter to the new speed.
(H-B Interface mode becomes available if speed decreases below 30
knots.)
Long Decreases the desired radar altitude in the ALT window. After the
button is released, George will decrease the helicopter’s altitude. If
set to <1,420 feet AGL, George will hold the radar altitude. If set
≥1,420 feet AGL, George will hold the barometric altitude.
H-B Left Short Changes the AI Interface mode to CMBT.
HOVER/BOB-UP
MANEUVERS Long George translates the helicopter to the left while the button is held.
Right Short Same function as FLT mode.
Long George translates the helicopter to the right while the button is held.
Up Short George increases hover altitude by 10 feet.
Long George translates the helicopter forward while the button is held.
Down Short George decreases hover altitude by 10 feet.
Long George translates the helicopter backward while the button is held.
CMBT Left Short Changes the AI Interface mode to CMWS.
COMBAT TASKS
Long Commands George to perform a 90° turn to the left to evade or
more quickly re-attack.
Right Short Commands George to fly a direct path to the current Navigation
Direct-To Cue. If the point is part of a route, George will continue
along that route in sequence. If the point is not part of a route, or is
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the final point in the route, George will come to a hover at that
location.
Long Commands George to perform a 90° turn to the right to evade or
more quickly re-attack.
Up Short Commands George to turn the aircraft to the heading of the TADS
LOS reticle. This is useful for starting an attack run, bringing the
helicopter into Hellfire launch constraints, or aligning the Rocket
Steering Cursor.
Long No Function.
Down Short No Function.

Long Commands George to perform a 180° turn to evade or turn away
after an attack.
CMWS Left Short Changes the AI Interface mode to FLT.
CMWS PANEL
SETTINGS Long No Function.
Right Short No Function.
Long No Function.
Up Short Toggles flare dispensers arming state between ARM and SAFE.
Long No Function.
Down Short Toggles flare dispense mode between AUTO and BYPASS.
Long No Function.
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[AH-64D] DCS
PLAYER-AS-PLT “GEORGE” AI CONTROLS

When the player is in the Pilot (PLT) crewstation, pressing the George AI Helper Interface – Show/Hide
command will display a circular interface element as a directional reference for giving commands to George (as
the Copilot/Gunner). The associated AI Helper Controls direct George where to search for targets and, when
appropriate, to assign a weapon with which George should engage the currently tracked target. Additional settings
will be displayed within the interface depending on which weapon, if any, has been assigned to George.
The text color of the AI Helper Interface corresponds with the Rules Of Engagement (ROE) setting that George
(as the CPG) has been commanded to adhere to.
Weapons Hold George will fire his assigned weapon at the target that he is currently tracking after the player
has pressed the “Consent To Fire” AI Helper Command. After firing one burst from the gun or one missile, George
will not fire again until a subsequent “Consent To Fire” command is given.
Weapons Free George will engage the target that he is currently tracking until the target is destroyed or his
assigned weapon is depleted. George will also fire rockets in COOP mode if the Rocket Steering Cursor is aligned.
1. CPG’s Assigned Weapon 2. TADS LRFD State 3. TADS SLAVE State 4. CPG’s Gun BURST LIMIT Setting
Player-as-PLT AI Interface – NO WPN format Player-as-PLT AI Interface – GUN format

5. CPG’s Missile 6. CPG’s SAL Missile 7. CPG’s SAL Missile 8. CPG’s Rocket 9. CPG’s Rocket
TYPE Setting Employment Method TRAJ Setting INVENTORY Setting QTY Setting
Player-as-PLT AI Interface – HELLFIRE format Player-as-PLT AI Interface – RKTS format
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1. CPG’s Assigned Weapon. Displays the weapon that has been assigned to George (as the CPG).
• NO WPN. George will de-action all weapons but will continue to track his assigned target.
• GUN. George will action the 30mm gun and prepare to engage his assigned target.
• HELLFIRE. George will action the AGM-114 missiles and prepare to engage his assigned target.
• RKTS. George will action the 2.75-inch unguided rockets and prepare to engage his assigned target.
2. TADS LRFD State. Displays the commanded state of the TADS Laser Rangefinder/Designator.
• NOT LASING. George has been commanded to stop firing the LRFD.
• LASING. George has been commanded to designate his assigned target with the LRFD.
3. TADS SLAVE State. Displays the commanded state of the SLAVE button when George is using the TADS.
• UNSLAVED. The TADS is not slaved to the CPG’s ACQ source.
• SLAVED. The TADS is slaved to the CPG’s ACQ source.
4. CPG’s Gun BURST LIMIT Setting. Displays the CPG’s BURST LIMIT setting when the gun has been
assigned to George (as the CPG). (See Area Weapon System for more information.)
o Weapons Hold. George will wait for a Consent to Fire command from the player. Once consent
has been given by the player, he will fire a single burst from the gun when firing parameters have
been met.
o Weapons Free. George will begin firing the gun after being assigned a target to track when firing
parameters have been met.
5. CPG’s Missile TYPE Setting. Displays the CPG’s missile TYPE setting when the missiles have been assigned
to George (as the CPG).
• SAL2. George will select semi-active laser-homing (SAL) AGM-114K missiles.
• RF. George will select fire-and-forget radio frequency (RF) AGM-114L missiles.
6. CPG’s SAL Missile Employment Method. Displays the employment method that George will utilize when
commanded to select AGM-114K SAL missiles. (See Hellfire Modular Missile System for more information.)
• LOBL. George will employ a Lock-On-Before-Launch method after being assigned a target to track.
o Weapons Hold. George will begin lasing immediately after being assigned a target to track and
wait for a Consent To Fire command from the player. Once consent has been given by the player,
he will launch a missile when acceptable launch parameters have been met.
o Weapons Free. George will begin lasing immediately after being assigned a target to track and
then fire a missile when acceptable launch parameters have been met.
• LOAL. George will employ a Lock-On-After-Launch method after being assigned a target to track.
o Weapons Hold. George will wait for a Consent To Fire command from the player. Once consent
has been given by the player, he will launch a missile when acceptable launch parameters have
been met. After the missile has been launched, he will begin lasing his assigned target.
o Weapons Free. George will fire a missile after being assigned a target to track and when
acceptable launch parameters have been met. After the missile has been launched, he will begin
lasing his assigned target.
NOTE: This option is only available when George has been commanded to utilize DIR for his TRAJ setting.
If the TRAJ option is set to LO or HI, the employment method will remain in LOAL and cannot be changed.
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[AH-64D] DCS
7. CPG’s SAL Missile TRAJ Setting. Displays the CPG’s TRAJ setting when the missiles have been assigned
to George (as the CPG) and he has been commanded to select AGM-114K SAL missiles.
NOTE: This option is only available when George has been commanded to utilize LOAL for his SAL missile
employment method. If the employment method is to LOBL, the TRAJ option will remain in DIR and cannot
be changed.
8. CPG’s Rocket INVENTORY Setting. Displays the CPG’s rocket INVENTORY setting when the rockets have
been assigned to George (as the CPG).
9. CPG’s Rocket QTY Setting. Displays the CPG’s rocket QTY setting when the rockets have been assigned
to George (as the CPG).
• HE. George will select M151 or M229 high explosive rockets.
• ILL. George will select M257 battlefield illumination rockets.
• SMK. George will select M274 target practice smoke rockets.
Player-as-PLT AI Helper Controls

The AI Helper Controls are contextual based on the current mode of the AI Helper Interface. The actions listed
below correspond with the commands issued by the player when occupying the Pilot crewstation.
MODE COMMAND ACTION
TARGET Left Short Cycles George’s weapon NO WPN→GUN→HELLFIRE→RKTS
DESIGNATION
/WEAPON Long HELLFIRE: toggles TYPE between SAL2 and RF.
CONTROL RKTS: cycles TYPE of HE→ILL→SMK.
(Only missile/rocket types that are loaded onboard will be displayed)
Right Short NO WPN: toggles between NOT LASING and LASING the target.
GUN: cycles BURST LIMIT of 10→20→50→100→ALL.
HELLFIRE: toggles between LOBL and LOAL. (If DIR is selected)
RKTS: cycles QTY of 1→2→4→8→12→24→ALL.
Long HELLFIRE: cycles TRAJ of DIR→LO→HI. (If LOAL is selected)
Up Short Commands George to slave the TADS to Pilot Helmet Sight (PHS)
and search along designated line of sight for targets.
If potential targets are detected, a Target List will be displayed.
Long Toggles George’s rules of engagement (ROE) between “Weapons

Hold” and “Weapons Free”. “Weapons Hold” is the default ROE
state.
Down Short Commands George to stop tracking the current target. George will
slave the TADS to Fixed Forward (FXD).
Long Commands George to repeat the previous search and regenerate the
Target List if applicable.
TARGET LIST Left Short Cancels Target List selection without assigning a target to George.
SELECTION/
TARGET ID Long Enables Target List filtering.
(Excludes friendlies if enemy or unknown contacts are detected)
Right Short Commands George to track the current target within the Target List.
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Long Disables Target List filtering.

(Displays all detected contacts, including friendlies.)
Up Short Moves Target List selection up.
Long Commands George to increase sensor magnification to the next

TADS Field-Of-View setting.
Down Short Moves Target List selection down.
Long Commands George to decrease sensor magnification to the previous

TADS Field-Of-View setting.
AI Target Acquisition & Tracking

The player uses the HMD LOS Reticle within the IHADSS Flight Symbology to direct George to an area on the
battlefield to scan for potential targets.
After looking at the desired area, the player presses Up-Short while the AI Interface is displayed. George will set
his ACQ source to Pilot Helmet Sight (PHS) and press SLAVE to slew the TADS to the location. Once the TADS
has aligned to the Pilot Helmet Sight, George will press SLAVE a second time and announce that he has “de-
slaved” the TADS. At this point, the player may move their head away from the desired area as necessary.
This process may take several moments, during which time the player must maintain their HMD LOS Reticle on
the location they are intending for George to scan for potential targets. If the player moves the HMD LOS Reticle
elsewhere before George has confirmed the TADS has been de-slaved, George will begin scanning in a different
location than originally intended. If George detects any targets with the TADS, he will generate a Target List.
NOTE: Any time George is commanded to scan an area for potential targets via Up-Short while the A/S button
on the Armament Panel is set to SAFE, he will set the button to ARM, which will permit the TADS LRFD to fire for
gaining accurate range to target. When commanded to stop tracking his target and slave the TADS back to fixed
forward via Down-Short, he will set the A/S button back to SAFE.
Weapon Employment
If George is assigned a weapon and is tracking a target, George will prepare the weapon system for engagement
against that target, in accordance with the directed weapon settings, up to actually firing the weapon. When
George is ready to fire the weapon, he will either wait for a Consent To Fire AI Helper Command from the player
(if ROE is set to Weapons Hold), or he will immediately begin engaging the target if acceptable weapon release
parameters have been met (if ROE is set to Weapons Free).
Pilot-Commanded Laser Designation

When George is tracking a target with NO WPN assigned, the player may order him to designate the target with
the TADS LRFD by pressing Right-Short while the AI interface is displayed. This may be used if the player intends
to employ AGM-114K laser-guided missiles from the Pilot crewstation while George provides laser guidance.
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[AH-64D] DCS
AI Combat Identification (CID)

While occupying the Copilot/Gunner crewstation, George is capable of identifying military units and equipment
on the battlefield and whether they are friend or foe. This process is known as Combat Identification, or CID.
The speed and accuracy at which George performs CID may vary based on the DCS mission settings, the distance
to the target, the target aspect, and whether the type of equipment is exclusive to one or multiple coalitions.
As is the case with many gameplay options within DCS, George’s CID ability level may be forced to adhere to a
specific type of behavior within the AH-64D Additional Properties tab of the Mission Editor, or it may be configured
based on a combination of F10 View Options and Label settings.
AI IFF Detection Mode. Sets the level of
Identification-Friend-or-Foe (IFF) that George will
utilize when detecting and identifying potential
targets.
• Auto. The ability of George to determine the type
of target and its coalition affiliation will be derived
from the combination of F10 View Options and
Labels settings. These settings themselves may
be enforced by the mission or may be determined
by the player’s personal preferences set on the
Gameplay tab within the DCS Options.
• Simple. No factors affect George’s ability to
determine the type of target or its coalition
affiliation. Upon detection of a target, George will
instantly determine (without error) the type of
target and whether the target is friendly or
hostile.
• Label Only. Identification logic factors affect
George’s ability to determine the type of target, Mission Editor – Additional Properties tab
but they do not affect his ability to determine the
coalition affiliation. Upon detection of a target, George will attempt to determine the type of target, which
is affected by the aspect and angular size of the target within the sensor field-of-view; and will then instantly
determine (without error) whether the target is friendly or hostile.
• Realistic. Identification logic factors affect George’s ability to determine the type of target and the coalition
affiliation. Upon detection of a target, George will attempt to correctly determine the type of target, which
is affected by the aspect and angular size of the target within the sensor field-of-view; and will then attempt
to determine whether the target is friendly or hostile, with the potential for a false identification.
When the AI IFF Detection Mode is set to Auto, George will use Simple, Label Only, or Realistic IFF modes
based on the matrix logic shown below.
F10 VIEW OPTIONS
All / Allies Only / Fog of War My A/C / Map Only
Full
Abbreviated Simple Simple
LABELS Symbol Only

SETTINGS
Simple Label Only
Dot Neutral
No Labels Simple Realistic
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DCS [AH-64D]
Combat Identification Process

George will perform the Combat Identification process in four steps. As each step is performed for a given contact,
the level of detail displayed within the Target List will be updated accordingly.
1. Contact Detection. A contact is detected and initially classified as either GROUND,
AIR, or NAVAL.
2. Unit Classification. A contact is further classified by the general type of unit, such as
ARMORED, AAA, HELICOPTER, etc.
3. Equipment Recognition. A contact is recognized by determining the type of
equipment, such as BMP-3, ZSU-23-4, Mi-24, etc.
4. Target Identification. The recognized type of equipment is compared to the list of
equipment used by each coalition to determine coalition affiliation.
If Simple IFF mode is used, all four steps are performed instantly and without error.
If Label Only IFF mode is used, identification factors will affect George’s ability in performing steps 1-3, but step
4 will be performed instantly and without error after steps 1-3 have been performed.
If Realistic IFF mode is used, identification factors will affect George’s ability in performing each step.
Combat Identification Factors

The following factors may affect George’s ability to identify a contact’s type or its coalition affiliation, depending
on the AI IFF Detection Mode.
Angular Size. Angular size of the contact is measured from the point of view of the CPG through the TADS. As
the range to the contact decreases, the greater the angular size of the contact within the TADS sensor, and the
easier it is for George to identify the equipment type.
Aspect. Angular size automatically includes aspect dependence. Vehicles that are head-on within the TADS
sensor will have a smaller angular size, hindering the ability for George to identify the contact compared to a
contact that is being viewed from the side at the same range.
Coalition Order Of Battle. When the type of equipment is determined (e.g., a BMP-3 vs an M2A1), the
equipment type is compared to the equipment known to be employed by either coalition, also known as the Order
Of Battle. If only one coalition uses the type of equipment, the contact is identified as friendly or enemy based
on the corresponding coaltion. If multiple coalitions use the type of equipment, there is a chance that the final
identification may be incorrectly identified as friendly or enemy.
Sensors
Currently, George will only use the TADS FLIR sensor, which carries no restrictions for target acquisition during
night missions. Any contacts of the required angular size within the TADS sensor video will be detected by George
when he is directed to scan an area for targets.
George AI will utilize multiple zoom levels as appropriate in an attempt to recognize each contact in the designated
area within a reasonable period of time. However, if there are enough contacts within the sensor field-of-view,
George may not be able to identify each of them before presenting the Target List to the player.
When the Target List is displayed, the player may select specific Target List entries to direct George to focus the
TADS at that contact. During this time, George will continue to perform Combat Identification and update the
Target List accordingly as he works through each step of the identification process, which may be further
enhanced by directing George to increase the TADS sensor magnification while focused on a given contact.
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[AH-64D] DCS
Target List
If George (as the CPG) detects any targets after being commanded to scan an area of the battlefield with the
TADS, he will generate a Target List. The list will be sorted according to target priority, with the highest priority
targets such as air defenses shown at the top of the list, and the lowest priority targets such as unarmed vehicles
and support equipment shown at the bottom.
As the player (as the Pilot) scrolls up or down through the
Target List, George will slew the TADS sensor turret to the
corresponding target location. If the target identification
process has not been completed for the target, George will
resume the process when the target is within the sensor
field-of-view. The player may monitor and even assist with
this process by commanding George to zoom in or out by
pressing Up-Long or Down-Long respectively via the AI
Helper Controls.
By default, the Target List will only display targets that have
been identified as enemies or as unknown types, or remove
unknown targets that are subsequently identified as friendly.
The player may display detected friendly units amongst the
list by pressing Right-Long via the AI Helper Controls while
the AI Interface is displayed; or may switch back to only
enemy/unknown targets by pressing Left-Long. If no
enemies or unknown targets are detected, friendlies will
automatically be displayed to aid in preventing fratricide
(friendly fire).
NOTE: The player may command George to engage a target that George has identified as friendly. Care should
be taken when operating areas near the frontline in which friendly and enemy positions are not well known, as
George has the potential to incorrectly identify a friendly unit as enemy or an enemy unit as a friendly.
When the Target List is presented to the player (as the Pilot), targets will be displayed using the AI Color Scheme
that is chosen on the Special tab within the DCS Options.
• NATO. Targets will be colored based on their hostility status, regardless of their coalition color.
o Unit belongs to Hostile Coalition
o Unit belongs to Friendly Coalition
o Unit belongs to Neutral Coalition
o Coalition affiliation is unknown.
• Coalition color. The Target List will display all targets in accordance with their assigned coalition.
o Unit belongs to Red Coalition
o Unit belongs to Blue Coalition
o Unit belongs to Neutral Coalition
o Coalition affiliation is unknown.
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DCS [AH-64D]
ADDITIONAL “GEORGE” AI FEATURES

Some additional features and important notes regarding George are listed below.
• During a cold start, George will close his cockpit canopy when the player closes theirs, or after the APU is
powered on, whichever comes first. George will also power on the TADS and boresight the CPG IHADSS.
• George may be configured to automatically take over the flight controls when the player switches from the
Pilot seat to the Copilot/Gunner seat. (See the Special Tab in the DCS Fundamentals chapter for more
information.)
• When George assumes control of the aircraft, he will attempt to maintain the current flight parameters until
ordered to do otherwise.
• George will not ground taxi. When the player is occupying the Copilot/Gunner seat, George may be directed
to takeoff by increasing the Desired Altitude above zero, or order him to land by decreasing the Desired
Altitude to zero. Once airborne, the FLT and H-B modes may be used to direct George to fly, hover, or
translate in any direction. This can be useful to hover taxi around a FARP or airfield or maneuver the aircraft
within a battle position.
• When the player is occupying the Pilot seat and George is tracking a target, he will automatically laser
designate the tracked target if required for his assigned weapon within the engagement parameters.
• George is not immortal. If the player “dies”, George cannot occupy the player’s position to resume the
mission.
AI Mission Editor Options

Mission creators may configure several additional options that affect the behavior of George during a mission.
These options are displayed within the Aircraft Additional Properties tab for the AH-64D BLK.II.
AI IFF Detection Mode. Sets the level of Identification-
Friend-or-Foe that George will utilize when detecting,
acquiring, and identifying potential targets. Depending on Aircraft Additional
Properties tab
the selection, F10 View Options and Labels selections will
affect the level George is able to identify whether a contact
is friendly or enemy, and what type of target it is. (See AI
Combat Identification for more information)
Track Air Targets. When checked, George (as the CPG) will
include aircraft as potential targets when generating the
Target List. If this option is un-checked, George will ignore
helicopter and fixed-wing aircraft when performing sensor
scans of the battlefield.
AI Disabled. When checked, this option will disable all
George AI Interface functions.
• As the CPG, George will not scan for targets, will not
use the TADS laser rangefinder/designator, and will not
action any weapons.
• As the Pilot, George will not fly the aircraft.
If the player is flying the DCS AH-64D by himself or herself
in single-player, they will need to perform all duties as
necessary, which will usually require switching between seats.
532
[AH-64D] DCS
AI HELPER CONTROLS
S Increase Airspeed S Slave TADS to ACQ PHS

L Increase Altitude
W
L Toggle ROE Mode
W
S CMBT/H-B Mode* S Designate Turn S CPG WPN Cycle S WPN/Laser Setting
A
FLT D A D
L Turn Left L Turn Right L MSL/RKT Type L MSL TRAJ Select
S
S
S Decrease Airspeed S Slave TADS to ACQ FXD

L Decrease Altitude L Repeat Previous Search
S Increase Altitude 10 ft S Target Select Up

L Translate Forward L Next TADS FOV
W
W
S CMBT Mode S Designate Turn S Cancel Target Target S Track Target
A
H-B D A D
L Translate Left L Translate Right L Filter Friendlies List L Show All Units
S
S
S Decrease Altitude 10 ft S Target Select Down
L Translate Backward L Previous TADS FOV
S Align Heading to TADS

W
S CMWS Mode S Fly DIR/Route

A
CMBT D
L Break Left 90° L Break Right 90°

S
L 180° Evasion Turn
S CMWS Arm/Safe
W
S FLT Mode A
CMWS
S
S CMWS Auto/Bypass
S Short press (<0.5 sec) * H-B mode is not WEAPONS TIGHT (Default ROE; Player consent required)
L Long press (>0.5 sec) available >30 knots WEAPONS FREE (CPG will engage tracked target at will)
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DCS [AH-64D]
APPENDICES
APPENDICES
534
US Army photo
by SGT Richard Wrigley
[AH-64D] DCS
APPENDIX A – ABBREVIATED CHECKLISTS

Procedures
Aircraft Start Before Takeoff After Landing
Ground Taxi Before Landing Aircraft Shutdown
Navigation
Adding a Point on the TSD Creating a Route on the TSD Tuning the ADF to a Manual Frequency
Editing a Point on the TSD Editing a Route on the TSD Tuning the ADF to a Preset Frequency
Deleting a Point on the TSD Selecting a New Route Editing an ADF Preset
Storing a Point on the TSD Deleting a Route
Radio Communications
Tuning a Radio to a Preset frequency/network Tuning a Radio to a Manual frequency
Datalink Communications
Editing Ownship network settings Sending a TSD Point Sending a Text message
Editing a Preset network settings Receiving a TSD Point Receiving a Text message
Building a Datalink network Sending a BDA Report Sending a Misson File
Editing a Datalink network Sending a TGT Report Receiving a Mission File
Drawing/Assigning Fire Zones Sending a PP Report Sending an RF Handover
Sending Fire Zones Sending a FARM Report Receiving an RF Handover
Receiving Fire Zones Receiving BDA/TGT/PP/FARM Reports
Combat Employment
Performing Pre-Combat Checks Selecting an Acquisition Source
Engaging targets with AGM-114K Laser-guided Missiles Engaging targets with 2.75-inch Unguided Rockets
Engaging targets with AGM-114L Radar-guided Missiles Engaging targets with 30mm Area Weapon System
Performing Post-Engagement Procedures
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DCS [AH-64D]
Procedures
Abbreviated checklists for performing start-up, ground taxi, takeoff, landing, and shutdown procedures.
Aircraft Start
Once the interior checks are complete, perform the following:
1 PLT MSTR IGN switch – BATT (or EXT PWR if external power is to be used).
2 PLT TAIL WHEEL button – Verify locked; “UNLOCK” light is not illuminated.
3 PLT & CPG ICS system – Check to verify communications between crewstations.
4 PLT & CPG INTR LT PRESS-TO-TEST button – Press and hold; verify all signal lights illuminate.
5 PLT / CPG MSTR WARN, MSTR CAUT, and EUFD – Check for any malfunction indications.
6 PLT FIRE DET/EXTG TEST switch held to position 1 – Both crewmembers check for correct indications.
7 CPG FIRE DET/EXTG TEST switch held to position 2 – Both crewmembers check for correct indications.
8 PLT APU button – Press and release to initiate APU start sequence.
9 PLT EUFD advisory column – Verify “APU ON” message is displayed.
10 PLT MSTR IGN – BATT (if external power was used prior to APU start).
Once the APU has been started and the MPDs have initialized, perform the following:
11 PLT & CPG Canopy door – Close.

12 PLT / CPG DTU page – Select MASTER LOAD to upload DTC data to the aircraft systems. (N/I)
13 PLT & CPG Aircraft systems – Initialize and configure remaining options as appropriate for mission
14 PLT Standby Attitude Indicator – Uncage.
15 PLT RTR BRK switch – OFF (or LOCK if performing a Rotor Lock start).
16 PLT EXT LT ANTI-COL switch – WHT for day, or RED for night.
PLT First engine – Start as follows:
17 • ENG START switch – START.
• POWER lever – IDLE, at first indication of NG increase and if TGT is less than 80° C.
18 PLT Second Engine – Repeat the steps above after first engine start sequence is complete.
19 PLT RTR BRK switch – OFF.
20 PLT POWER levers – Advance both POWER levers smoothly to FLY.
21 PLT NP and NR – Verify 101%.
22 PLT MSTR WARN, MSTR CAUT, and EUFD – Monitor for any malfunction indications.
23 PLT APU button – Press and release to initiate APU shutdown sequence
536
[AH-64D] DCS
Ground Taxi
Prior to initiating ground taxi, perform the following:
1 PLT / CPG Chocks removed – Verify.

2 PLT / CPG Bleed Air – On.
3 PLT / CPG ANTI-ICE – As required.
4 PLT EXT LT panel – As required.
5 PLT & CPG Searchlight – As required.
6 PLT PARK BRAKE – Release by applying wheel brake pressure; ensure PARK BRAKE handle is inward.
During ground taxi, perform the following:
7 PLT / CPG TAIL WHEEL button – Unlock; “UNLOCK” light is illuminated.

8 PLT & CPG Wheel brakes – Check in each crew station.
9 PLT / CPG ENG page – Check; ensure NP and NR 101%, all indications green.
10 PLT / CPG FLT page – Check; update altimeter if necessary.
11 PLT Pilot standby instruments – Check; update standby altimeter if necessary
Before Takeoff
Perform the following prior to lifting up to a hover or initiating takeoff from the ground:
PLT & CPG Weapons systems – Check the following:

• A/S button – “SAFE” light is illuminated.
1
• GND ORIDE button – Off; “ON” light is not illuminated.
• Weapons not actioned – Verify.
2 PLT / CPG TAIL WHEEL button – Verify locked; “UNLOCK” light is not illuminated.
3 PLT PARK BRAKE – As desired (Ensure released unless operating on uneven or sloped terrain).
4 PLT & CPG POWER levers – Ensure both POWER levers are set to FLY.
PLT / CPG Systems – Check as follows:
• FUEL page – Verify options set as appropriate.
• Fuel quantity – Check; verify sufficient fuel is onboard the aircraft for the mission.
5 • EUFD – Check; clear of Warnings and Cautions.
• Engine and flight instruments – Check.
• ASE – As required.
• Avionics – As desired (Transponder/Radios on COM page; Navigation on TSD page).
6 PLT Hover Power Check – Perform. (see Hover Power Check for more information.)
EAGLE DYNAMICS 537

DCS [AH-64D]
Before Landing
Prior to landing, perform the following:
PLT & CPG Weapons systems – Check the following:

• A/S button – “SAFE” light is illuminated.
1
• GND ORIDE button – Off; “ON” light is not illuminated.
• Weapons not actioned – Verify.
2 PLT / CPG ASE – As required.
4 PLT PARK BRAKE – Ensure brakes are released, PARK BRAKE handle is inward.
After Landing
After landing, perform the following:
1 PLT / CPG TAIL WHEEL button – Unlock as necessary for ground taxi.
2 PLT EXT LT – Set exterior lighting in accordance with local procedures.
PLT / CPG Avionics – As desired (COM/TSD pages).
3 • Transponder – STBY.
• Communications – As appropriate; verify on EUFD.
538
[AH-64D] DCS
Aircraft Shutdown
Once stationary in designated parking location, perform the following:
1 PLT APU button – Press and release to initiate APU start sequence.
3 PLT PARK BRAKE – Brakes set; PARK BRAKE handle is pulled outward.
Prior to retarding the POWER levers to IDLE, verify the “APU ON” advisory message is displayed on the EUFD:
PLT POWER levers – Retard both POWER levers to IDLE; press EUFD Stopwatch button to start a timer
4
for a 2-minute engine cooldown.
5 PLT Standby Attitude Indicator – Cage.
6 PLT CMWS Power/Test knob – OFF.
7 PLT & CPG NVS Mode switch – OFF.
8 PLT ACM switch – OFF.
9 CPG ACM button – Disable ACM.
10 CPG TDU Mode knob – OFF.
11 PLT / CPG DMS SHUT DOWN page – MASTER OFF.
12 PLT POWER levers – OFF after 2 minutes have elapsed on EUFD stopwatch.
13 PLT RTR BRK switch – BRK after NR has decreased below 50%.
14 PLT Stabilator – Manually set the stabilator angle to 0°.
15 PLT Searchlight – STOW.
16 PLT RTR BRK switch – OFF after main rotor has stopped.
17 PLT EXT LT – All exterior lighting to OFF.
18 1.
PLT & CPG INTR LT – All interior lighting to OFF.
19 PLT APU button – Press and release to initiate APU shutdown sequence.
20 PLT MSTR IGN – OFF.
EAGLE DYNAMICS 539

DCS [AH-64D]
Navigation
Abbreviated checklists for adding/editing/deleting/storing points, selecting a point for direct navigation,
selecting/editing/deleting a route, tuning the ADF to an NDB, or editing an NDB preset.
Adding a Point on the TSD

To quickly add a point using the “cursor drop” method, perform the following:
1 TSD Fixed Action Button – Press.

2 POINT (VAB B6) – Select.
3 ADD (VAB L2) – Select.
4 Point Type (VAB L3-L6) – Select WP, HZ, CM, or TG as desired.
5 MPD Cursor Controller/Enter – Slew to desired location on TSD.
6 MPD Cursor Controller/Enter – Press.
To add a point using the Keyboard Unit, perform the following:

4 ABR (T4) – Select, as required to review point abbreviations.
5 Point Type (VAB L3-L6) – Select WP, HZ, CM, or TG as desired.
6 IDENT> (VAB L1) – Select.
7 Input identifier data using the KU, and press ENTER on the KU.
8 Input free text data using the KU, and press ENTER on the KU.
9 Input location data using the KU, and press ENTER on the KU.
10 Input altitude data using the KU, and press ENTER on the KU.
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[AH-64D] DCS
Editing a Point on the TSD

To edit a point using the Keyboard Unit, perform the following:

POINT> (VAB L1) – Select and input the point index of the point to be edited into the KU.
3 or
MPD Cursor Controller/Enter – Select the point to be edited on TSD.
4 EDIT (VAB L3) – Select.
5 FREE> (VAB L1) – Select.
If the existing free text is desired, simply press ENTER on the KU. If different free text data is desired,
6
input new free text, and press ENTER on the KU.
If the existing location is desired, simply press ENTER on the KU. If different location data is desired,
7
input new location, and press ENTER on the KU.
If the existing altitude is desired, simply press ENTER on the KU. If different altitude data is desired,
8
input new altitude, and press ENTER on the KU.
Deleting a Point on the TSD

To delete a point, perform the following:

POINT> (VAB L1) – Select and input the point index of the point to be edited into the KU.
3 or
MPD Cursor Controller/Enter – Select the point to be edited on TSD.
4 DEL (VAB L4) – Select.
YES (VAB L3) – Select to confirm deletion.
5 or
NO (VAB L4) – Select to abort deletion.
Storing a Point on the TSD

To store a point at the current aircraft position, perform the following:

3 STO (VAB L5) – Select.
4 TYPE (VAB L6) – Select WP or TG as desired.
5 NOW (VAB L1) - Select.
EAGLE DYNAMICS 541

DCS [AH-64D]
To store a point at the CPG’s HMD line-of-sight using an Automatic range, perform the following:
1 Sight Select switch – HMD.

2 WPN Fixed Action Button – Press.
3 MANRNG (VAB B6) – Select, enter “A” on the KU, and press ENTER.
8 Position the HMD LOS Reticle over the desired location.
9 STORE/UPDT switch – STORE.
To store a point at the CPG TADS line-of-sight using a laser range, perform the following:
1 NVS Mode switch – OFF, if applicable.

2 Sight Select switch – TADS.
3 Sight Manual Tracker – Position the TADS LOS Reticle over the desired location.
8 ARM/SAFE button – ARM.
9 LRFD trigger – 1st detent for ranging.
To store a point at the CPG TADS line-of-sight using an Automatic range, perform the following:
1 NVS Mode switch – OFF, if applicable.

2 Sight Select switch – TADS.
3 WPN Fixed Action Button – Press.
4 MANRNG (VAB B6) – Select, enter “A” on the KU, and press ENTER.
5 Sight Manual Tracker – Position the TADS LOS Reticle over the desired location.
542
[AH-64D] DCS
Creating a Route on the TSD

To add points to a new route, perform the following:

2 RTE (VAB B5) – Select.
POINT> (VAB L1) – Select and input the point index of the point to be added into the KU.
4 or
MPD Cursor Controller/Enter – Select the point to be added on TSD.
Route Point (VAB R5) – Select the button adjacent to the route “END” identifier to place the point at the
5
start of the route.
POINT> (VAB L1) – Select and input the point index of the next point to be added into the KU.
6 or
MPD Cursor Controller/Enter – Select the next point to be added on TSD.
Route Point (VAB R2-R5) – Select the button adjacent to the route “END” identifier to place the next
7
point at the end of the route.
To create a direct route to a point, perform the following:

3 DIR (VAB L5) – Select.
or
4 MPD Cursor Controller/Enter – Select the point to be removed on TSD.
or, if the point is part of the current route,
Route Scroll (VAB R1/R6) – Select, as necessary.
Route Points (VAB R2-R5) – Select the button that corresponds with the point desired for creating a
5
direct route.
EAGLE DYNAMICS 543

DCS [AH-64D]
Editing a Route on the TSD

To insert a point into the current route, perform the following:

4 or
MPD Cursor Controller/Enter – Select the point to be added on TSD.
Route Points (VAB R2-R5) – Select the button that corresponds with the desired location within the route
5
to which the point will be inserted.
To remove a point from the current route, perform the following:

3 DEL (VAB L4) – Select.
MPD Cursor Controller/Enter – Select the point to be removed on TSD.
4 or
Route Scroll (VAB R1/R6) – Select, as necessary.
5 Route Points (VAB R2-R5) – Select the button that corresponds with the point that to be removed.
544
[AH-64D] DCS
Selecting a New Route

To select a new route for navigation, perform the following:

3 RTM (VAB B6) – Select.
4 NEW (VAB L4) – Verify boxed.
5 Paging Controls (VAB B2/B3) – Select as necessary to view the available route sequences.
6 Route Select (VAB T1-T5) – Select the desired route sequence.
REVERSE ROUTE (VAB R5) – Select as necessary, depending on the direction the route is intended to
7
be flown.
Deleting a Route
To select a route for deletion, perform the following:

3 RTM (VAB B6) – Select.
4 DEL (VAB L4) – Verify boxed.
5 Paging Controls (VAB B2/B3) – Select as necessary to view the available route sequences.
6 Route Select (VAB T1-T5) – Select the route sequence that is intended for deletion.
YES (VAB L4) – Select to confirm deletion.
7 or
NO (VAB L5) – Select to abort deletion.
EAGLE DYNAMICS 545

DCS [AH-64D]
Tuning the ADF to a Manual Frequency

To tune the ADF to a manual frequency, perform the following:

2 INST (VAB L1) – Select.
3 FREQ> (VAB L3) – Select and input the manual frequency using the KU.
Tuning the ADF to a Preset Frequency

To tune the ADF to a preset frequency, perform the following:

3 UTIL (VAB T6) – Select.
4 Preset (VAB L2-L6, R2-R6) – Select as desired.
5 TUNE (VAB T5) – Select.
Editing an ADF Preset

To edit an ADF preset using the KU, perform the following:

3 UTIL (VAB T6) – Select.
5 ID> (VAB B4) – Select and input the desired 3-character identifier on the KU.
6 FREQ> (VAB B5) – Select and input the desired preset frequency on the KU.
546
[AH-64D] DCS
Radio Communications
Abbreviated checklists for tuning radios to preset or manual frequencies, via the EUFD or the MPD COM page.
Tuning a Radio to a Preset frequency/network

To assign a preset frequency/network to a radio using an MPD, perform the following:
1 COM Fixed Action Button – Press.

3 RADIO (VAB T1-T5) – Select as desired.
4 TUNE Mode (VAB B2) – Set as PRI or STBY as desired.
5 TUNE Select (VAB B6) – Select SC.
To assign a preset frequency/network to a radio using the EUFD, perform the following:
1 EUFD Preset button – Press to display the preset list

2 EUFD RTS rocker switch – Select radio to tune.
3 EUFD WCA rocker switch – Select preset frequency from preset list.
4 EUFD Enter button – Press.
Tuning a Radio to a Manual frequency

To manually tune a VHF, UHF, or FM frequency, perform the following:

2 MAN (VAB B2) – Select.
VHF> (VAB L1) – Select and input the frequency on the KU.
or
UHF> (VAB L1) – Select and input the frequency on the KU.
3 or
FM1> (VAB L1) – Select and input the frequency on the KU
or
FM2> (VAB L1) – Select and input the frequency on the KU
To manually tune an HF frequency, perform the following:

2 MAN (VAB B2) – Select.
3 HF RECV – FREQ> (VAB R1) – Select and input the receive frequency on the KU.
4 HF XMIT – FREQ> (VAB R3) – Select and input the transmit frequency on the KU.
EAGLE DYNAMICS 547

DCS [AH-64D]
Datalink Communications
Abbreviated checklists for configuring datalink networks and transmitting/receiving/reviewing datalink messages.
NOTE: Tuning a datalink network is performed by tuning the COM Preset to which the network is associated,
using the MPD COM page or the EUFD. (See the Radio Communications checklists above.)
Editing the Ownship network settings

To edit the ownship Originator Identification using the Member Directory, perform the following:

2 ORIG ID (VAB B4) – Select.
3 ORIG DIR (VAB L6) – Select.
4 Directory Member (VAB L1-L4, R1-R4) – Select as desired.
REPLACE (VAB T5) – Select to replace the existing ownship originator information with the selected
5
directory member.
To edit the ownship Originator Identification using the Keyboard Unit, perform the following:

2 ORIG ID (VAB B4) – Select.
3 DATALINK ORIG ID> (VAB R1) – Select and input the ownship’s originator ID number on the KU.
Editing a Preset network settings

To enable a COM Preset to use a Datalink network, perform the following:

3 PRESET EDIT (VAB B6) – Select.
4 MODEM (VAB R6) – Select.
5 PROTOCOL (VAB L1) – Select.
6 DATALINK (VAB L1) – Select.
548
[AH-64D] DCS
Building a Datalink network

To build a COM Preset’s network of Subscribers from the Member Directory, perform the following:

3 NET (VAB B4) – Select.
4 MBR DIR (VAB L6) – Select.
5 Directory Member (VAB L1-L4, R1-R4) – Select as desired.
ADD (VAB T6) – Select to add the selected directory member into the first available subscriber entry.
or
6
REPLACE (VAB T5) – Select to replace and existing subscriber entry with the selected directory
member.
Network Member (VAB L1-L5, R1-R5) – Select the network member to replace with the selected
7
directory member.
Editing a Datalink network

To edit a COM Preset’s network of Subscribers using the Keyboard Unit, perform the following:

3 NET (VAB B4) – Select.
4 Network Member (VAB L1-L5, R1-R5) – Select.
5 C/S> (VAB T5) – Select and input the network member’s callsign on the KU.
6 SUB> (VAB T6) – Select and input the network member’s subscriber ID number on the KU.
7 TEAM (VAB T3) – Set to enable the network member to receive Team datalink messages.
8 PRI (VAB T4) – Set to enable the network member to receive Primary datalink messages.
EAGLE DYNAMICS 549

DCS [AH-64D]
Sending a Text message

To send a pre-composed Text message to all Team members within a datalink network, perform the following:
1 DL rocker switch – Select radio with the corresponding datalink network.

3 MSG – SEND (VAB T6) – Select.
4 TEXT (VAB T6) – Select.
5 TEXT MSG – MPS (VAB T3) – Select.
6 Message Select (VAB L1-L5, R1-R5) – Select as desired.
7 SEND (VAB R6) – Press.
To send a custom Text message to all Team members within a datalink network, perform the following:

4 TEXT (VAB T6) – Select.
5 TEXT MSG – FREE (VAB T4) – Select.
6 CLEAR (VAB T5) – Select to clear existing text entries if necessary.
7 TEXT 1> (VAB L1) – Select and input the first line of text on the KU.
8 TEXT 2> (VAB L1) – Select and input the second line of text on the KU, if desired.
9 TEXT 3> (VAB L1) – Select and input the third line of text on the KU, if desired.
10 TEXT 4> (VAB L1) – Select and input the fourth line of text on the KU, if desired.
Receiving a Text message

To review a text message received through the datalink, perform the following:

2 MSG – REC (VAB B5) – Select.
3 Message Select (VAB L1-L6, R1-R6) – Select FREE TEXT message.
4 RVW (VAB T2) – Select.
550
[AH-64D] DCS
Sending a Mission File

To send a Mission File, or all Mission Files, to all Team members within a datalink network, perform the following:

4 CURRENT MISSION (VAB R1) – Select.
Mission File Select (VAB L1-L3, L4, L5, or R2) – Select as desired to send an individual mission file.
5 or
ALL (VAB B4) – Select to send all mission files in the aircraft memory.
To send a Route, or the Route file, to all Team members within a datalink network, perform the following:

4 CURRENT MISSION (VAB R1) – Select.
5 ROUTE (VAB B3) – Select.
Route Select (VAB L1-L6, R2-R5) – Select as desired to send n single route.
6 or
ALL (VAB B4) – Select to send all routes within the Route file.
Receiving a Mission File

To store a Mission File received through the datalink, perform the following:

Message Select (VAB L1-L6, R1-R6) – Select WPT/HZD FILE, CLTRM FILE, TGT/THRT FILE,
3
LASER CODES, ROUTE, or ROUTE FILE.
4 STORE (VAB T2) – Press.
EAGLE DYNAMICS 551

DCS [AH-64D]
Sending a TSD Point

To send an individual TSD Point to selected Primary members, perform the following:

4 XMIT (VAB L6) – Select
POINT> (VAB L1) – Select and input the point index of the point to be transmitted into the KU.
5 or
MPD Cursor Controller/Enter – Select the point to be transmitted on TSD.
6 Primary Member(s) (VAB T5, T6, R1-R5) – Select as desired.
Receiving a TSD Point

To store a TSD Point received through the datalink from the TSD page, perform the following::

2 REC (VAB L2) – Select.
3 Message Select (VAB L2-L5) – Select WPT/HZD, CTRLM, or TGT/THRT.
To store a TSD Point received through the datalink from the COM page, perform the following:

3 Message Select (VAB L1-L6, R1-R6) – Select WPT/HZD, CLTRM, or TGT/THRT.
552
[AH-64D] DCS
Sending a BDA Report

To send/request a Battle Damage Assessment Report to selected Primary members, perform the following:

3 RPT (VAB T1) – Select.
4 BDA (VAB L1) – Select.
MSG (VAB B2) – Set to SEND to send a BDA Report.
5 or
MSG (VAB B2) – Set to RQST to request a BDA Report.
OWN (VAB L4) – Select to include ownship SHOT file in the BDA report.
6 or
ALL (VAB L5) – Select to include ownship and datalink-received SHOT files in the BDA report.
7 Primary Member(s) (VAB T5, T6, R1-R5) – Select as desired
Sending a TGT Report

To send an FCR Target Report to selected Primary members, perform the following:

ALL (VAB L4) – Select to include all FCR targets in the TGT report.
or
4 PRI (VAB L5) – Select to include 16 high-priority FCR targets in the TGT report.
or
MPD Cursor Controller/Enter – Select individual FCR targets to be transmitted within the TGT report.
EAGLE DYNAMICS 553

DCS [AH-64D]
Sending a PP Report
To send/request a Present Position Report to selected Primary members, perform the following:

4 PP (VAB L3) – Select.
MSG (VAB B2) – Set to SEND to send a PP Report.
5 or
MSG (VAB B2) – Set to RQST to request a PP Report.
Sending a FARM Report

To send/request a Fuel/Ammunition/Rockets/Missiles Report to selected Primary members, perform the following:

4 FARM (VAB L4) – Select.
MSG (VAB B2) – Set to SEND to send a FARM Report.
5 or
MSG (VAB B2) – Set to RQST to request a FARM Report.
554
[AH-64D] DCS
Receiving BDA/TGT/PP/FARM Reports

To store BDA, TGT, PP, or FARM Reports received through the datalink from the TSD page, perform the following:

Message Select (VAB L2-L5) – Select BDA REPORT, FCR TGT RPT, PP REPORT, or FARM
3
REPORT.
To store BDA, TGT, PP, or FARM Reports received through the datalink from the COM page, perform the following:

Message Select (VAB L1-L6, R1-R6) – Select BDA REPORT, FCR TGT RPT, PP REPORT, or FARM
3
REPORT.
EAGLE DYNAMICS 555

DCS [AH-64D]
Drawing/Assigning Fire Zones

To draw Priority Fire Zones on the TSD page, perform the following:

2 BAM (VAB B3) – Select.
3 TYPE (VAB L1) – Set to PF.
4 OPT (VAB L2) – Select AUTO, MAN, or TRP as desired.
#Z (VAB L5) – Select desired number of zones if OPT is set to AUTO or MAN.
5 or
KM (VAB L5) – Select zone size (in kilometers) if OPT is set to TRP.
6 DR (VAB L6) – Select BX or LN as desired.
7 MPD Cursor Controller/Enter – Draw each zone in sequence as necessary.
To assign Priority Fire Zones to selected Primary members on the TSD page, perform the following:

3 TYPE (VAB L1) – Set to PF to draw Priority Fire Zones.
4 ASN (VAB T4) – Select.
Primary Member(s) (VAB T5, T6, R1-R5) – Select for each zone in sequence as desired.
5 or
OWN (VAB B6) – Select to assign ownship to the selected zone.
To draw No Fire Zones on the TSD page, perform the following:

3 TYPE (VAB L1) – Set to NF.
4 SEL (VAB L2) – Select as desired.
5 Zone Select (VAB T1, T2, L1-L6) – Select an empty (white) zone as desired.
6 DR (VAB L6) – Select BX or LN as desired.
7 MPD Cursor Controller/Enter – Draw each zone in sequence as necessary.
ACT (VAB L3) – Select to accept and activate the NFZ.
8 or
ACCEPT (VAB L4) – Select to accept but not activate the NFZ.
556
[AH-64D] DCS
Sending Fire Zones

To send Priority Fire Zones and/or No Fire Zones to selected Primary members, perform the following:

TYPE (VAB L1) – Set to PF or NF, if intending to send only one type of zones
3 or
XMIT BOTH (VAB B5) – Select, if intending to send both types of zones.
Receiving Fire Zones

To store Fire Zones received through the datalink from the TSD page, perform the following:

3 Message Select (VAB L2-L5) – Select PF ZONE or NF ZONE.
To store Fire Zones received through the datalink from the COM page, perform the following:

3 Message Select (VAB L1-L6, R1-R6) – Select PF ZONE or NF ZONE.
EAGLE DYNAMICS 557

DCS [AH-64D]
Sending an RF Handover
To send an RFHO to selected Primary members, perform the following:
Sight Select switch – FCR, if FCR is not the selected sight.

1 or
FCR Fixed Action Button – Press, if FCR is the selected sight.
NTS (VAB L1) – Select NTS target for RF Handover.
2 or
MPD Cursor Controller/Enter – Select NTS target for RF Handover.
3 RFHO (VAB R4) – Select.
4 Primary Member(s) (VAB T5, T6, R1-R5) – Select as desired.
Receiving an RF Handover
To store an RFHO received through the datalink from the TSD page, perform the following:

3 Message Select (VAB L2-L5) – Select RFHO.
To store an RFHO received through the datalink from the COM page, perform the following:

3 Message Select (VAB L1-L6, R1-R6) – Select RFHO.
558
[AH-64D] DCS
Combat Employment
Abbreviated checklists for performing pre-combat checks, selecting acquisition sources, engaging targets with
each weapon system, and post-engagement procedures.
Performing Pre-Combat Checks

When approaching the Forward Edge of Battle Area (FEBA), the following should be considered:
1 Weapons – Set Armament panel to ARM and ensure weapons are properly configured for the mission.
2 ASE – Arm defensive systems on the ASE page and CMWS control panel.
3 IFF (N/I) – Ensure Identification Friend-or-Foe transponder settings are configured.
4 Lights – Off (or set Formation lighting as appropriate).
5 Recorder (N/I) – Configure and set appropriately.
6 MPDs – Select TSD phase and pages as desired.
Selecting an Acquisition Source

To select an Acquisition source from the ACQ expanded menu, perform the following:
1 TSD, FCR, or WPN Fixed Action Button – Press.

2 ACQ (VAB R6) – Select.
3 Select desired ACQ source from expanded menu options.
To select a TSD Point as an Acquisition source directly from the TSD page, perform the following:

2 CAQ (VAB R5) – Select.
3 MPD Cursor Controller/Enter – Select the desired point on TSD.
To select a TSD point as an Acquisition source from the COORD page database, perform the following:
1 TSD or WPN Fixed Action Button – Press.

2 COORD (VAB T5) – Select.
3 WPTHZ (VAB T1) or CTRLM (VAB T2) – Select if necessary.
Use paging controls (VAB B2/B3) – Select.
4 or
SRCH> (VAB B4) – Select and enter desired point index on the KU.
5 Point select (VAB L1-L6) – Select the desired point.
EAGLE DYNAMICS 559

DCS [AH-64D]
Engaging a Target with 30mm Area Weapon System

To engage a target with the 30mm Area Weapon System (AWS), perform the following:
1 Sight select – TADS, FCR, or HMD as desired and verify in HAD Sight Select Status field.
2 Weapon Action Switch (WAS) – Forward to GUN.
3 ARM/SAFE button – ARM (Performed by crewmember not on the controls).
4 Range – Set as desired or verify in the HAD Range/Range Source field.
Messages – Verify no Weapon Inhibit messages are displayed.
5
Verify “ROUNDS ####” is displayed in the HAD Weapon Status field.
6 Fire – Squeeze weapon trigger to 1st detent (2nd detent to override performance inhibits).
Engaging a Target with 2.75-inch Unguided Rockets

To independently (HMD) engage a target with 2.75-inch unguided rockets, perform the following:
1 Sight select – TADS, FCR, or HMD as desired and verify in HAD Sight Select Status field.
2 Weapon Action Switch (WAS) – Left to RKT.
4 Range – Set as desired or verify in the HAD Range/Range Source field.
Messages – Verify no Weapon Inhibit messages are displayed.
5
Verify “RKT NORM” is displayed in the HAD Weapon Status field.
6 Fire – Squeeze weapon trigger to 1st detent (2nd detent to override performance inhibits).
To cooperatively (COOP) engage a target with 2.75-inch unguided rockets, perform the following:
1 PLT Sight select – HMD and verify in HAD Sight Select Status field.
2 CPG Sight select – TADS or FCR and verify in HAD Sight Select Status field.
3 PLT Weapon Action Switch (WAS) on Cyclic – Left to RKT.
4 CPG Weapon Action Switch (WAS) on TEDAC Left Handgrip – Left to RKT.
5 PLT / CPG ARM/SAFE button – ARM (Performed by crewmember not on the controls).
6 CPG Range – Set as desired or verify in the HAD Range/Range Source field.
PLT & CPG Messages – Verify no inhibit messages are displayed. Verify “COOP” is displayed in HAD
7
Weapon Control field and “RKT NORM” is displayed in the HAD Weapon Status field.
8 PLT Fire – Squeeze weapon trigger to 1st detent (2nd detent to override performance inhibits).
560
[AH-64D] DCS
Engaging a Target with AGM-114K Laser-Guided Missile

To engage a target with an AGM-114K laser-guided missile, perform the following:
1 CPG Sight select – TADS and verify in HAD Sight Select Status field.
2 CPG Weapon Action Switch (WAS) – Right to MSL.
3 CPG ARM/SAFE button – ARM.
4 CPG Range – Set as desired or verify in the HAD Range/Range Source field.
5 CPG (If launching LOBL) Designate – Pull and hold LRFD trigger, 2nd detent.
CPG Messages – Verify no Weapon Inhibits are displayed.
6 (If launching LOBL) Verify “PRI CHAN TRK” is displayed in the HAD Weapon Status field.
(If launching LOAL) Verify trajectory and mode is displayed as desired in HAD Weapon Status field.
7 PLT Maneuver as necessary to ensure aircraft is within missile launch constraints).
8 CPG Fire – Pull weapon trigger to 1st detent (2nd detent to override performance inhibits).
Engaging a Target with AGM-114L Radar-Guided Missile

To engage a target with an AGM-114L radar-guided missile, perform the following:
(PLT/CPG) Sight select – FCR and verify in HAD Sight Select Status field.
1 or
(CPG only) Sight select – TADS and verify in HAD Sight Select Status field.
2 Weapon Action Switch (WAS) – Right to MSL (and set TYPE to RF on WPN page, CPG only).
4 Range – Verify in the HAD Range/Range Source field.
(CPG only, if TADS is selected sight) Designate – Pull and hold LRFD trigger, 2nd detent, until “TARGET
5
DATA?” is removed from HAD Sight Status field.
Messages – Verify no Weapon Inhibits are displayed.
6
(If launching LOBL) Verify “RF MSL TRACK” is displayed in the HAD Weapon Status field.
7 (PLT only) Maneuver as necessary to ensure aircraft is within missile launch constraints).
8 Fire – Pull weapon trigger to 1st detent (2nd detent to override performance inhibits).
Performing Post-Engagement Procedures

Following an engagement, the crewmember engaging the target with a weapon system should:
1 Ensure finger is off the weapon trigger.

2 Ensure weapon is de-actioned.
3 ARM/SAFE button – As desired (Performed by crewmember not on the controls).
EAGLE DYNAMICS 561

DCS [AH-64D]
APPENDIX B – ASE THREAT SYMBOLS

The Tactical Situation Display (TSD) and Aircraft Survivability Equipment (ASE) pages provide the crew with
warning indications of radar and laser threats in azimuth, accompanied by audio alerts.
The threat symbols under the “ASE” column correspond with how the radar or laser threat will appear on the
Tactical Situation Display (TSD) and Aircraft Survivability Equipment (ASE) pages.
The quoted words or phrases under the “AUDIO” column correspond with the associated audio alert that will be
heard over the ICS when the radar or laser threat is detected.
Air defense radar systems are further identified by their type in small font under the “RADAR SYSTEMS” column.
The table below lists the definition of each type abbreviation following the radar system’s designation/name to
identify the radar’s function within their respective air defense units.
TYPE DESCRIPTION TYPE DESCRIPTION

CWAR Continuous-Wave Acquisition Radar STR Search and Tracking Radar
EWR Early Warning Radar TAR Target Acquisition Radar
FCR Fire Control Radar TI Target Illumination
RR Ranging Radar TTR Target Tracking Radar
SR Surveillance Radar
Air Defense Radar Systems

ASE AUDIO THREAT TYPE AIR DEFENSE SYSTEM RADAR SYSTEMS
1L13 “BOX SPRING” SR/EWR

“Radar” Surveillance radar 5G66 “TALL RACK” SR/EWR
AN/FPS-117 “SEEK IGLOO” SR/EWR
S-75, S-125, S-200 P-19 “FLAT FACE B” SR/TAR

“Radar” Target acquisition radar S-200, S-300 ST-68U “TIN SHIELD” TAR
PPRU-M1 9S80M1 “DOG EAR” TAR
SNR-75 “FAN SONG” TTR
“SA-2” SA-2 air defense battery S-75
RD-75 Amazonka RR
“SA-3” SA-3 air defense battery S-125 SNR-125 “LOW BLOW” TTR
“SA-5” SA-5 air defense battery S-200 5N62 “SQUARE PAIR” TTR/TI
“SA-6” SA-6 air defense battery 2K12 Kub 1S91 “STRAIGHT FLUSH” TAR/TI
HQ-7 ACU TAR

“HQ-7” CSA-7/HQ-7B air defense unit Hóng Qí-7
Type 345 TTR
“SA-8” SA-8 air defense unit 9K33 Osa “LAND ROLL” TAR/TTR
64N6E “BIG BIRD” TAR

“SA-10” SA-10 air defense battery S-300PS 5N66M “CLAM SHELL” TAR
30N6E “FLAP LID” TTR
9S18M1 “SNOW DRIFT” TAR
“SA-11” SA-11 air defense battery 9K37M Buk-M1
9S35 “FIRE DOME” TTR
“SA-13” SA-13 air defense unit 9K35 Strela-10M3 9S86 “SNAP SHOT” RR
562
[AH-64D] DCS
“SA-15” SA-15 air defense unit 9K331 Tor-M1 “SCRUM HALF” TAR/TTR
“2S6” SA-19 air defense unit 2S6M Tunguska 1RL144 “HOT SHOT” TAR/TTR
“ZSU” ZSU-23-4 air defense gun unit ZSU-23-4 Shilka RPK-2 “GUN DISH” FCR
“Gun” Air defense gun battery S-60, KS-19 SON-9 “FIRE CAN” FCR
Flakpanzer Gepard MPDR-12 TAR / Albis FCR

“Gun” Self-propelled air defense gun unit
M163 Vulcan ADS AN/VPS-2 RR
Rapier PU SR
“Rapier” Rapier air defense unit Rapier FSA
DN 181 Blindfire TTR
Roland TÜR MPDR-3002S SR

“Roland” Roland air defense unit
Marder Roland MPDR-16 TAR / DOMINO-30 TTR
AN/MPQ-50 TAR
“Hawk” Hawk air defense battery MIM-23B I-Hawk AN/MPQ-46 TTR
AN/MPQ-55 CWAR
“Patriot” Patriot air defense battery MIM-104C Patriot PAC-2 AN/MPQ-53 STR
“SAM” NASAMS air defense battery NASAMS 2 AN/MPQ-64F1 Sentinel STR
“Radar” Naval air defense system
Airborne Radar Systems

ASE AUDIO AIRCRAFT ASE AUDIO AIRCRAFT ASE AUDIO AIRCRAFT
“Fixed Wing” MiG-19 “Fixed Wing” JF-17 “Fixed Wing” F-4
“Fixed Wing” MiG-21 “Fixed Wing” J-11 “Fixed Wing” F-5
“Fixed Wing” MiG-23 “Fixed Wing” KJ-2000 “Fixed Wing” F-14
“Fixed Wing” Su-24 “Fixed Wing” F-15
“Fixed Wing” MiG-25 “Fixed Wing” Mirage F1 “Fixed Wing” F-16
“Fixed Wing” MiG-29 “Fixed Wing” Mirage 2000 “Fixed Wing” F/A-18
“Fixed Wing” Su-27 “Fixed Wing” Tornado GR4 “Fixed Wing” E-2
“Fixed Wing” Su-33 “Fixed Wing” E-3
“Fixed Wing” Su-30
“Fixed Wing” MiG-31
“Fixed Wing” Su-34
“Fixed Wing” A-50
EAGLE DYNAMICS 563

DCS [AH-64D]
Other Threat Symbols

ASE AUDIO TYPE THREATS
“Fixed Wing, Launch” Air-to-air missile radar detected Active radar-homing (ARH) air-to-air missiles
“Laser Ranging” Laser rangefinder detected Tank/IFV guns, electro-optical fire control sensors
“Laser Designating” Laser designator detected ATGMs, electro-optical fire control sensors
“Laser Beaming” Laser beam-rider guidance detected ATGMs, electro-optical missile guidance sensors
564
[AH-64D] DCS
APPENDIX C – ABR PAGE POINT TABLES

The Abbreviation (ABR) sub-page provides the crew a library of aircraft point symbols that can be added to the
TSD for the purposes of navigation, increasing situational awareness, or as a method of cueing sensors. This
page can be accessed via the TSD Point or TSD Utility sub-pages and can provide a quick look-up of required
IDENT codes for inputting new points.
In the tables below, icons with “AAA” associated with the point symbol will display the three-character free text
of that point directly on the TSD itself; whereas other points will only display the point’s index within the database.
Waypoints (WPTHZ)
SYMBOL IDENT NAME DESCRIPTION
CC Communications Check Point A radio message should be sent upon arrival/crossing
LZ Landing Zone Helicopter landing or pickup location of ground troops
PP Passage Point Passage across friendly front line positions
RP Release Point Final point of navigation route
SP Start Point First point of navigation route
WP Waypoint Point used for navigation or routing
Hazards (WPTHZ)
TO Tower, Over 1000’ Vertical tower hazard >1000 feet AGL
TU Tower, Under 1000’ Vertical tower hazard <1000 feet AGL
WL Wires, Power Tall linear wire hazard
WS Wires, Telephone/Electric Short linear wire hazard
General Control Measures (CTRLM)

AP Air Control Point Point used for control or timing of aircraft movement
AG Airfield, General Large airfield without navigational aids
AI Airfield, Instrumented Large airfield with navigational aids
AL Lighted Airport Small lighted airfield
F1 Artillery Firing Point 1 1st portion of Artillery Firing Point (i.e., AB1___)
F2 Artillery Firing Point 2 2nd portion of Artillery Firing Point (i.e., ___234)
EAGLE DYNAMICS 565

DCS [AH-64D]
AA Assembly Area Rear area for assembly of friendly forces
BN Battalion Battalion echelon, below Brigade but above Company
BP Battle Position Position used for engaging enemy forces
BR Bridge/Gap Bridge across an obstacle or a passable gap in terrain
BD Brigade Brigade echelon, below Division but above Battalion
CP Checkpoint Reference point used for maneuver and orientation
CO Company Company echelon, below Battalion but above Platoon
CR Corps Corps echelon, above Division but below U.S. Army
DI Division Division echelon, above Brigade but below Corps
FF FARP, Fuel only Forward Arming & Refueling Point with fuel
FM FARP, Ammo only Forward Arming & Refueling Point with munitions
FC FARP, Fuel and Ammo Forward Arming & Refueling Point with fuel/munitions
FA Forward Assembly Area Forward area for assembly of friendly forces
GL Ground Light/Small Town Visual reference point used for navigation/orientation
HA Holding Area Brief holding area while enroute to/from mission area
NB NBC Area Nuclear, Biological, or Chemical contaminated area
ID Datalink Subscriber ID and position of datalink network subscriber
BE NDB Symbol Non-Directional Beacon navigational aid
RH Railhead Point Location for loading/unloading cargo from trains
GP Regiment/Group Regiment echelon, above Battalion but below Division
US U.S. Army U.S. Army echelon, above Corps
Friendly Control Measures (CTRLM)

AD Friendly Air Defense Friendly air defense unit/command position
AS Friendly Air Assault Friendly helicopter-borne infantry unit position
AV Friendly Air Cavalry Friendly scout/cavalry helicopter position
AB Friendly Airborne Friendly paratrooper unit position
AM Friendly Armor Friendly armor unit position
CA Friendly Armored Cavalry Friendly recon/cavalry ground unit position
566
[AH-64D] DCS
MA Friendly Aviation Maintenance Friendly helicopter maintenance unit position
CF Friendly Chemical Friendly chemical unit position
DF Friendly Decontamination Friendly decontamination site
EN Friendly Engineers Friendly engineer unit position
FW Friendly Electronic Warfare Friendly electronic warfare unit position
WF Friendly Fixed Wing Friendly fixed-wing airbase/staging area
FL Friendly Field Artillery Friendly artillery/MLRS firing position
AH Friendly Attack Helicopter Friendly attack helicopter position
FG Friendly Helicopter, General Friendly cargo/utility helicopter position
HO Friendly Hospital Friendly medical facility/trauma care station
FI Friendly Infantry Friendly infantry unit position
MI Friendly Mechanized Infantry Friendly mechanized infantry/motor rifle unit position
MD Friendly Medical Friendly medical unit position/aid station
TF Friendly Tactical Operations Center Friendly headquarters/command unit position
FU Friendly Unit Generic friendly unit position/marker
Enemy Control Measures (CTRLM)

ES Enemy Air Assault Enemy helicopter-borne infantry unit position
EV Enemy Air Cavalry Enemy scout/cavalry helicopter position
ED Enemy Air Defense Enemy air defense unit/command position
EB Enemy Airborne Enemy paratrooper unit position
EC Enemy Armored Cavalry Enemy recon/cavalry ground unit position
AE Enemy Armor Enemy armor unit position
ME Enemy Aviation Maintenance Enemy helicopter maintenance unit position
CE Enemy Chemical Enemy chemical unit position
DE Enemy Decontamination Enemy decontamination site
EE Enemy Engineers Enemy engineer unit position
WR Enemy Electronic Warfare Enemy electronic warfare unit position
EF Enemy Field Artillery Enemy artillery/MLRS firing position
EAGLE DYNAMICS 567

DCS [AH-64D]
WE Enemy Fixed Wing Enemy fixed-wing airbase/staging area
EK Enemy Attack Helicopter Enemy attack helicopter position
HG Enemy Helicopter, General Enemy cargo/utility helicopter position
EH Enemy Hospital Enemy medical facility/trauma care station
EI Enemy Infantry Enemy infantry unit position
EM Enemy Mechanized Infantry Enemy mechanized infantry/motor rifle unit position
EX Enemy Medical Enemy medical unit position/aid station
ET Enemy Tactical Operations Center Enemy headquarters/command unit position
EU Enemy Unit Generic enemy unit position/marker
Target (TGT/THRT)
TG Target Point Target reference point
Threats (TGT/THRT)
AX AMX-13 Air Defense Gun
AS Aspide SAM System
AD Friendly Air Defense Unit Generic 8 km threat ring
GP Gepard Air Defense Gun Flakpanzer Gepard 30mm SPAAA vehicle
G1 Growth 1 Generic 1 km threat ring
SD Spada SAM System
83 M1983 Air Defense Gun
U Unknown Air Defense Unit Insurgent technical vehicle w/ 23mm AA gun
S6 2S6/SA-19 Air Defense Unit 2S6M Tunguska SAM/SPAAA vehicle
AA Air Defense Gun S-60 57mm AA battery w/ SON-9 fire control radar
GU Generic Air Defense Unit Generic 5 km threat ring
568
[AH-64D] DCS
MK Marksman Air Defense Gun
SB Sabre Air Defense Gun
GS Self-Propelled Air Defense Gun ZSU-57-2 57mm SPAAA vehicle
GT Towed Air Defense Gun ZU-23-2 23mm AA emplacement
ZU ZSU-23-4 Air Defense Gun ZSU-23-4 23mm SPAAA vehicle
NV Naval Air Defense System
SR Battlefield Surveillance Radar Early warning/search radar, 100km threat ring
TR Target Acquisition Radar PPRU-M1 Sborka air defense coordination radar
70 RBS-70 SAM System
BP Blowpipe SAM System
BH Bloodhound SAM System
CH Chapparal SAM System M48 SAM vehicle
CT Crotale SAM System HQ-7 SAM battery
C2 CSA-2/1/X SAM System
HK Hawk SAM System MIM-23B SAM battery
JA Javelin SAM System
PT Patriot SAM System MIM-104C SAM battery
RE Redeye SAM System
RA Rapier SAM System Rapier FSA SAM battery
RO Roland SAM System Marder Roland SAM vehicle
1 SA-1 SAM System
2 SA-2 SAM System S-75 SAM battery
4 SA-4 SAM System
6 SA-6 SAM System 2K12 Kub SAM battery
7 SA-7 SAM System
8 SA-8 SAM System 9K33 Osa SAM vehicle
9 SA-9 SAM System 9K31 Strela-1 SAM vehicle
EAGLE DYNAMICS 569

DCS [AH-64D]
10 SA-10 SAM System S-300PS SAM battery
11 SA-11 SAM System 9K37M Buk-M1 battery
12 SA-12 SAM System
13 SA-13 SAM System 9K13 Strela-10M3 SAM vehicle
14 SA-14 SAM System
15 SA-15 SAM System 9K331 Tor-M1 SAM vehicle
16 SA-16 SAM System Igla/Igla-S MANPADS position [used for SA-18 threat]
17 SA-17 SAM System
SM SAMP SAM System
SC SATCP SAM System
SP Self-Propelled SAM System
SH Shahine/R440 SAM System
SS Starstreak SAM System
TC Tigercat SAM System
ST Stinger SAM System Avenger SAM vehicle/Stinger MANPADS position
SA Towed SAM System NASAMS 2 SAM battery
VU Vulcan Air Defense Gun M163 Vulcan SPAAA vehicle
570
[AH-64D] DCS
APPENDIX D – FREQUENTLY ASKED

QUESTIONS (FAQ)
What version of the AH-64D does the DCS: AH-64D simulate?
DCS: AH-64D simulates an AH-64D Block 2 in service with the United States Army between the years of 2005-
2010, with a specific equipment configuration that was common (but not exclusive) within that time period. The
specific avionics version that is being modeled is Lot 9.1, which was fielded to U.S. Army AH-64D Block 2 aircraft
in 2005, along with additional equipment that was fielded to the U.S Army fleet between 2005 and 2007.
What is the difference between an AH-64D equipped with a mast-mounted Fire Control
Radar and an AH-64D without the FCR?
There is very little difference between these aircraft configurations. The presence (or absence) of the FCR mast-
mounted assembly does not denote a different model of AH-64 but is simply a removeable sensor system (much
like a targeting pod on a strike fighter). When the FCR system is removed, the aircraft will still perform and
operate the same, albeit with less overall gross weight and more limited sensor/targeting options to the crew.
Further, while the U.S. Army has operated AH-64D's with a mixed fleet of FCR and non-FCR aircraft, some
countries have operated exclusively FCR-equipped AH-64D variants (such as the United Kingdom's Army Air
Corps), or exclusively non-FCR-equipped variants (such as the Royal Netherlands Air Force).
What is the difference between the Pilot Night Vision System (PNVS) and the Target
Acquisition Designation Sight (TADS)?
The PNVS is a FLIR-only steerable turret that is designed to aid the Pilot in the back seat while flying in total
darkness. The TADS is a multi-sensor steerable turret that allows the Copilot/Gunner in the front seat to target
and designate enemy locations and vehicles for the aircraft’s weapon systems. The TADS can also be used to fly
in total darkness and serves as a backup to the PNVS in this regard. Either crewmember can select either the
PNVS or the TADS FLIR sensors for flying, but neither sensor can be used by both crewmembers at the same
time.
(See Night Vision Systems for more information.)
Can the PNVS be used to aim weapons?

The PNVS is simply a Forward-Looking Infrared (FLIR) sensor that provides a video underlay to the crewmember
using it for flying at night; it is not a sight and it does not perform targeting nor aim any weapon systems. In
such an instance where the Pilot is using the PNVS, the Pilot can be sight-selected to HMD while using the PNVS,
and the HMD does aim weapon systems while the PNVS provides video imagery of the surroundings.
Can the TADS be used by the Pilot in the backseat?

The TADS can be used in one of two ways: as a sight for targeting or as a sensor for flying. In the case of the
former, only the Copilot/Gunner in the front seat can directly control the TADS for the purposes of targeting and
aiming of weapon systems. In the case of the latter, the TADS FLIR can also be used as a night-flying sensor
using the NVS Sensor Select switch on the Collective Flight Grip. Because of this, either crewmember can select
the TADS as their NVS sensor, but only the Copilot/Gunner can select the TADS as their sight for targeting.
(See Night Vision Systems for more information.)
EAGLE DYNAMICS 571

DCS [AH-64D]
What is the difference between the Pilot Night Vision System (PNVS) and night vision
goggles?
The PNVS is a steerable Forward-Looking Infrared (FLIR) turret that follows the helmet movements of the Pilot
and transmits a thermal-based video of the environment to the Pilot's Helmet Display Unit (HDU). This system
displays the thermal environment through various shades of brightness to distinguish varying levels of heat
emissions from objects within the FLIR's field of view. Night vision goggles on the other hand amplify light sources
and reflected light from the environment to allow a human eye to distinguish detail and contrast.
Why can I see IR pointers when using night vision goggles, but I cannot see them when
using the TADS or PNVS?
Typical night vision goggles (such as the AN/AVS-6 goggles simulated in the DCS: AH-64D) amplify visible and
near-infrared light to a level that can be used by the human eye to distinguish detail and contrast. Because of
this, devices that transmit light in the near-infrared spectrum (such as IR beacons or IR pointers) can be seen by
individuals wearing NVG's; whereas some FLIR systems that operate on different portions of the IR spectrum,
such as the AH-64D PNVS and TADS turrets, cannot.
Why can’t night vision goggles be used at the same time as the Helmet Display Unit
(HDU)?
The HDU itself physically interferes with the proper wear of the AN/AVS-6 night-vision goggles. However, more
importantly, the use of NVG’s and the HDU simultaneously can often present circumstances where the two devices
are not properly aligned and can incur aiming errors when employing the helicopter sensors or weapon systems.
For this reason, use of the two devices in such a manner is a prohibited practice for U.S. Army crewmembers.
Is an IR pointer and a laser designator the same?

No, an IR pointer is a tightly focused beam of light that continuously emits in the near-infrared spectrum, whereas
a laser designator employs a coded pulse of laser energy that can be detected by compatible sensors or weapon
systems that are scanning for that precise laser pulse sequence.
Why does the horizon line in the IHADSS symbology not coincide with the real horizon?
The IHADSS allows the crewmembers to maintain situational awareness of the majority of the AH-64D's flight
state, sensors, and weapon systems, regardless of where the crewmember is looking at any given time. Either
crewmember can look independently of the helicopter's flight path or nose direction without losing key pieces of
data necessary to fly and fight. This allows the Pilot on the controls to be looking back over his/her shoulder
while in a steep pitch-back turn and still have full awareness of the aircraft's attitude and flight state; or be
scanning out to either side for threats or obstacles while flying slowly at nap-of-the-earth altitudes just feet over
the treetops.
When viewing the horizon line (and/or pitch ladder in Cruise mode), the Line-Of-Sight (LOS) Reticle – or central
crosshairs – within the symbology represents the nose of the aircraft, much like the watermark on a cockpit
attitude indicator. If the artificial horizon line bisects the LOS reticle, the helicopter's pitch attitude is level with
the horizon.
(See Symbology Elements for more information.)
572
[AH-64D] DCS
Why is the AH-64D’s gun called the Area Weapon System?

The AWS was designed primarily as a close-in defensive weapon system when directed by a crewmember’s
helmet sight to provide suppression against immediate threats to the aircraft or the team. However, the AWS can
also be effectively used as an offensive weapon against light armor, soft-skinned vehicles, or personnel; especially
when directed by the TADS as the sight.
Why does my range source keep switching to a Manual range when I action the gun?
As described above, the gun is designed to be used as a close-in defensive weapon system when employed by
the aircrew’s helmet sights. As such, when a crewmember’s selected sight is HMD (Helmet Mounted Display), the
range source will automatically revert to the Manual range (as set on the WPN page) whenever that crewmember
actions the gun. This prevents an un-intended ranging value from being used when hasty, close-in fires are
needed. As an example, if the crewmember had a Nav range to a target 4 kilometers away, the gun would
attempt to elevate for a ballistic solution of 4,000 meters, and the rounds would impact a location much further
than anticipated. For this reason, it is wise to set a Manual range value on the WPN page that you are proficient
with in engaging targets at close range.
However, this does not prevent the crewmember from setting a different range source such as an Automatic or
Navigation range after the gun is actioned.
Why does the Rocket Steering Cursor not behave as a conventional Continuously
Computed Impact Point (CCIP) reticle?
The Aerial Rocket Sub-system on the AH-64D was designed to be employed as "aerial rocket artillery", making a
team of AH-64D's akin to a hovering MLRS battery. Because unguided rockets can only be employed using ballistic
trajectories (like bullets), the accuracy of the weapon is heavily determined by what sighting method is used to
generate a targeting solution. With CCIP targeting methods, the target must not only be visible to the naked eye,
but any adjustments made to the aimpoint must also be precise enough and distinguishable to the crew in order
for such corrections to unguided munition trajectories to be effective. At longer ranges, the very thickness of any
symbology elements of a CCIP reticle itself on a HUD or helmet display may be the difference of several hundred
meters. For this reason, CCIP reticles are only effective at relatively close ranges, and within visual range of the
naked eye.
In order to engage ground targets with unguided rockets beyond normal visual ranges on the battlefield, and
with such aimpoint accuracy that can be distinguishable at such ranges, the Rocket Steering Cursor is employed
to enable the crew in aligning the helicopter with the required targeting solution for rocket delivery. While used
in Cooperative mode, a secondary advantage to the Rocket Steering Cursor is that the Pilot can use the symbology
to align the helicopter with the required targeting solution provided by the Copilot/Gunner while the Pilot
continues to scan the surrounding terrain for immediate threats, without ever looking in the direction the aircraft
nose is pointed for rocket delivery. Further, since the TADS itself can be slaved to a set of three-dimensional
coordinates, the Rocket Steering Cursor allows the crew to deliver rockets to an area target from behind cover
without having a direct line-of-sight (LOS) to the target.
Why doesn’t the DCS: AH-64D have Stinger or Sidewinder air-to-air missiles?
The DCS: AH-64D is simulating a U.S. Army AH-64D. U.S. Army AH-64’s have never been equipped or capable of
firing Stinger or Sidewinder missiles, despite a small number of weapons tests conducted with such missiles.
There are several “growth” provisions within the AH-64D cockpit controls (such as an Air-To-Air weapon select
position and a missile Cage button) to support future additions of such capability to the AH-64D, however the
avionics of AH-64D’s in U.S. Army service have never supported such weapon systems.
EAGLE DYNAMICS 573

DCS [AH-64D]
What is a “sight” and how do I determine which one I should use in a tactical situation?
There are three possible “sights” that can be selected to directly aim a weapon or generate a targeting solution
in the AH-64D. These selections are the Helmet-Mounted Display (HMD), the Target Acquisition Designation Sight
(TADS), or the optionally-mounted Fire Control Radar (FCR). Any of these three sight selections can be used by
the Copilot/Gunner, but only HMD and FCR are available to the Pilot. The sight currently selected by the
crewmember will be displayed in the bottom-left corner of the IHADSS symbology.
Each sight used by the AH-64D has both advantages and disadvantages that must be known and evaluated for
any given tactical situation. For example, the TADS is very useful for long-range target identification and
designation for Hellfire missiles, however it may not be the quickest method for engaging a target that is at close-
range. On the other hand, the HMD is very useful for rapidly engaging targets at close-range simply by using the
crewmember’s helmet-tracking capabilities, but the HMD is less accurate than the TADS and cannot designate
targets for missile engagement.
(See Sights and Sensors for more information.)
What is an “acquisition source” or “ACQ” and how do I determine which one I should use
in a tactical situation?
An acquisition source can quickly orient a crewmember’s selected sight to either a point in space relative to the
aircraft nose or a set of three-dimensional coordinates on the battlefield. The purpose of the acquisition source
is to reduce the time needed to manually search and acquire a target with any given sight. In the case of the
TADS or FCR, these sights will physically slew to the location of the selected acquisition source. In the case of
the HMD, the crewmember will receive cueing indications in their helmet symbology of where they should look
to point their head toward the selected acquisition source (in lieu of a robotic arm physically grabbing their head
and forcibly turning it in the correct direction).
As is the case with sight selections, choosing the best acquisition source in any given situation is key to reducing
the time it takes to search, acquire, and engage enemy targets.
How do I enter a set of MGRS coordinates if a JTAC or other ground unit gives me MGRS
in 4-, 6- or 10-digit formats?
The AH-64D will only accept MGRS coordinates in an 8-digit format. If coordinates are entered using a 4-, 6- or
10-digit MGRS format, the Keyboard Unit (KU) will not accept this entry and the KU display will simply flash to
indicate an invalid data entry. If given a 4-digit or 6-digit MGRS location, simply append zeros to the easting and
northing to achieve the number of required digits, such as 12001200 when given “1212” or 12301230 when given
“123123”. Conversely, when given a 10-digit MGRS coordinate, simply remove the 5th digit from both the easting
and northing to achieve the required 8-digit format, such as 12341234 when given “1234512345”
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APPENDIX E – GLOSSARY OF TERMS

AA Anti-Aircraft.
AAA Anti-Aircraft Artillery.
A/C Aircraft; MPD fixed action button or COLOR BAND option on the TSD>MAP page.
ACK Acknowledge; regarding the automatic acknowledgement that is transmitted by the datalink
modem to the originator of a datalink message after reception.
ACM Automatic Control Mode; automatic gain control of the FLIR sensors.
ACQ Acquisition source; method of cueing sensors or sights to locations on the battlefield.
ADF Automatic Direction Finder; a receive-only radio antenna for determining relative bearing to
radio transmissions.
ADU Air Defense Unit.
AGL Above Ground Level; altitude above the surface directly underneath the aircraft as indicated
by the radar altimeter.
ALT Alternate missile channel; the laser code to which the follow-on SAL missile is scanning when
missile system is set to RIPL mode of operation.
APC Armored Personnel Carrier.
APU Auxiliary Power Unit; a small gas turbine engine that powers the accessory section of the
main transmission (which provides generator power and hydraulic pressure) and provides
pneumatic pressure to the air turbine starter of each main engine.
ARH Active Radar-Homing missile.
ARS Aerial Rocket Subsystem; the M261 rocket launchers and associated aircraft interface
systems.
ASE Aircraft Survivability Equipment; the suite of sensors and external components designed to
enhance the survivability of the aircraft.
ASN Assign; format of the BAM sub-page of the TSD in which a crewmember assigns other AH-
64D Primary members to specific Priority Fire Zones (PFZ).
ATGM Anti-Tank Guided Missile.
ATM Air Targeting Mode; a mode of the APG-78 Fire Control Radar.
AWS Area Weapon System; the M230 gun, its turret, the ammunition handling system, and
associated aircraft interface systems.
AWT Air Weapons Team; the smallest fighting echelon of AH-64’s within a unit, comprising two
AH-64 helicopters.
AZ Azimuth; regarding angular direction along the horizontal plane, either in relative azimuth
from the aircraft nose or relative azimuth from North.
BAM Battle Area Management; sub-page of the TSD which provides a means of creating, editing,
and deleting Priority Fire Zones (PFZ) and No Fire Zones (NFZ), or transmitting them to other
flight members.
BDA Battle Damage Assessment; a tactical report in which the SHOT files of the ownship are
transmitted to other Primary members across the datalink network.
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BIT Built-In Test; self-diagnostic test that can provide indications to equipment or system
malfunctions.
BL Boundary Line; a linear maneuver control measure that delineates sectors of the battlefield
to facilitate coordination and deconfliction between adjacent units, formations, or areas.
BP Battle Position; a maneuver control measure within which units are positioned to fire into a
designated Engagement Area (EA) or engage targets of opportunity.
BRU Boresight Reticle Unit; scope-like device mounted on top of the glareshield in each
crewstation that provides a reticle to align the HMD LOS crosshairs during an IHADSS
boresight procedure.
B-SCOPE A type of radar display that presents a rectangular, top-down view of the area being scanned
by the radar, with radar contacts projected in relative azimuth and range.
C/S Callsign; the 3- to 5-character alphanumeric designation of a datalink subscriber within a
network.
CG Center-of-Gravity; the average location of the weight of an aircraft, around which the force
of gravity appears to act.
CHAN Channel; one of four possible missile channels set on the WPN page for SAL missile guidance,
of which at least one needs to be set as the PRI channel, and another may be set as ALT;
corresponds to one of 16 laser code presets.
COM Communications; MPD fixed action button.
COOP Cooperative; a mode of rocket employment in which the CPG uses the TADS to provide a
targeting solution for the PLT during a rocket engagement.
COORD Coordinate; an MPD sub-page accessed via the WPN or TSD pages to view detailed
information of any Point, Line, Area, Shot-At or FARM files stored within the database.
CPG Copilot/Gunner; the crewmember occupying the front crewstation.
C-SCAN Continuous Scan; a scan mode of the APG-78 Fire Control Radar.
C-SCOPE A type of radar display that presents a forward-looking view of the area being scanned by
the radar, with radar contacts projected in azimuth and elevation relative to a central line-
of-sight.
CTR Center; regarding the TSD option to center or de-center the TSD relative to the ownship
position.
CTRLM Control Measure; a Point type within the database used to control the positioning of the
flight, aid in navigation, or provide situational awareness on the battlefield.
DE Dual Engine power or Dual Engine operations.
DEL Delete; an option to remove data corresponding with the page, format, or data field to which
the option pertains.
DIR Direct; LOAL trajectory option on WPN page in MSL format, or a method of navigation directly
to a Point within the database independent of the currently selected route (accessed via the
TSD>RTE page).
DL Datalink; a modem-based communications network that relays digital data between aircraft
using radio transceivers.
DTED Digital Terrain Elevation Data; stored data within the aircraft memory of the surface elevation
above sea level of any location or set of coordinates at ground level.
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DTV Day Television; a passive sensor within the TADS for electro-optical-based targeting at
medium- to long-ranges.
DVO Direct View Optics; a passive sensor within the TADS for optical-based targeting, but was
removed from the AH-64D fleet and is not present in aircraft equipped with the M-TADS
upgrade, despite the switch option being present on the LHG.
EA Engagement Area; a maneuver control measure within which an enemy force is planned to
be contained and destroyed using the massed effects of multiple weapon systems.
ECS Environmental Control System; provides temperature management for the EFAB
compartments, TADS and PNVS turrets, and crewstations.
EFAB Extended Forward Avionics Bays; equipment bays that run alongside the fuselage from just
aft of the TADS turret to underneath each stub wing and provide storage and mounting to
much of the aircraft avionics.
EGI Embedded GPS/INS; a navigational device that uses a combination of inertial measurement
devices coupled with a Global Positioning System for enhanced accuracy and calibration
correction.
EL Elevation; regarding angular direction within the vertical plane, either in relative elevation
from the aircraft nose or relative elevation above or below the horizon.
ELEV Elevation; regarding the COLOR BAND option on the TSD>MAP page.
ENDR Endurance; indication of the flight time remaining based on fuel quantity on board and
current burn rate.
ENG Engine; regarding Engine 1 or Engine 2 on the cockpit panels and displays.
ETA Estimated Time of Arrival; the clock time (Local or Zulu) at which the aircraft will arrive at
the designated reference point.
ETE Estimated Time Enroute; the amount of time (duration) it will take the aircraft to travel to a
reference point or a certain distance.
EUFD Enhanced Up-Front Display; LED display under the glareshield of each crewstation that
displays active Warnings, Cautions and Advisories; radio, transponder and modem
configurations; total fuel quantity; system time; and a stopwatch function.
FARM Fuel/Ammo/Rockets/Missiles; a tactical report in which the fuel and munitions onboard the
ownship are transmitted to other Primary members across the datalink network.
FARP Forward Arming and Refueling Point; a location relatively close to the combat area or
objective that can provide rearming and/or refueling services.
FAT Free Air Temperature; an indication of the ambient air temperature as directly read by probes
outside the aircraft unaffected by nearby component heating.
FCR Fire Control Radar; sight selection option, acquisition source option, MPD fixed action button,
or the FCR component of the MMA.
FEBA Forward Edge of the Battle Area; a linear maneuver control measure that marks the forward
most point of the main battle area in which combat units are deployed, not including units
that are performing screening or covering operations.
FLET Forward Line of Enemy Troops; a linear maneuver control measure that marks the forward-
most positions of enemy units, either based on intelligence estimates or direct observation.
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FLIR Forward-Looking Infrared; a passive sensor within the PNVS and TADS for navigating under
darkness/low-visibility conditions, or thermal-based targeting at short- to long-ranges (TADS
FLIR only).
FLOT Forward Line of Own Troops; a linear maneuver control measure that marks the forward-
most positions of friendly units, including units that are performing screening or covering
operations, but excluding small, long-range reconnaissance units.
FMC Flight Management Computer; provides enhanced aircrew control of the aircraft via the
SCAS.
FOR Field-Of-Regard; the large box within the High Action Display (HAD) that indicates the slew
limits of the crewmember’s selected sight or NVS sensor, as well as the relative direction of
the crewmember’s acquisition source.
FOV Field-Of-View; the small box within the FOR that indicates the current azimuth and elevation
of the crewmember’s selected sight or NVS sensor.
FPV Flight Path Vector; airplane-shaped symbology within the HMD flight symbology that
indicates the three-dimensional flight direction of the aircraft when above 5 knots of 3D
ground speed.
FSCL Fire Support Coordination Line; a linear fire support coordination measure that marks the
forward-most limit of a unit’s own organic weapon systems, beyond which any air- or surface-
based fires must be coordinated with other units that may be affected.
FTR Force Trim Release; when pressed, the magnetic brake system on each crewstation cyclic
and pedals releases; suspends any active hold mode inputs to the flight control servos.
FXD Fixed; acquisition source option, AWS mode of operation, or NVS mode of operation.
GRBX Gearbox; regarding the Intermediate Gearbox (IGB) or the Tail Rotor Gearbox (TGB), both
of which are mounted to the vertical stabilizer.
GEN Generator; regarding Generator 1 or Generator 2 on the cockpit panels and displays.
GHS Gunner Helmet Sight; acquisition source option.
GPS Global Positioning System; constellation of United States Government-owned satellites that
provide radio-based precise navigation and timing signals to receivers anywhere in the world.
G-S Ground Stow; regarding the “RKT G-S” indication of the weapon pylons manually selected to
GND STOW on the WPN>UTIL page when a crewmember actions rockets.
GTM Ground Targeting Mode; a mode of the APG-78 Fire Control Radar.
GWT Gross Weight; the current total weight of the aircraft to include fuel, munitions, expendables
such as chaff and flares, and crew.
HAD High Action Display; the bottom portion of each crewmember’s HMD, TADS or FCR
symbology that provide key information regarding sight and acquisition source selection,
range data, sight and weapon data, and any messages that affect successful engagement
using the currently actioned weapon.
HDD Head Down Display; button on RHG that has no function on TEDAC-equipped aircraft.
HDU Helmet Display Unit; the physical device that is clipped to the crewmember’s IHU that
projects symbology and video onto a combiner lens in front of the right eye.
HIT Health Indicator Test; regarding a check of an engine’s expected performance by comparing
its current TGT at a set torque output to a baseline TGT for a given pressure altitude (PA)
and free air temperature (FAT).
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[AH-64D] DCS
HMD Helmet Mounted Display; sight selection option to utilize the IHADSS for sensor cueing or
weapon aiming.
IAFS Internal Auxiliary Fuel System (aka “Robbie tank”); an assembly manufactured by Robinson
Fuel Systems that can be mounted in place of the standard ammunition magazine; can hold
100 gallons of fuel along with 242 rounds of 30x113mm ammunition.
IAS Indicated Airspeed or Knots Indicated Airspeed (KIAS); airspeed measured directly within
the pitot-static system.
IAT Image Auto Track; an automatic tracking mode of the ASQ-170 TADS that uses image
contrast to control turret slew.
ICS Inter-Communication System; regarding the audio communication system between each
crewstation.
ID Identification; the 1- or 2-character alphanumeric address of a datalink subscriber within a
network.
IDENT Identification; regarding the button on the communications panel that highlights the aircraft
position to air traffic controllers via an additional signal via the transponder Mode 3A.
IFF Identification Friend or Foe; a series of coded replies sent via the transponder antennas to
interrogating IFF transmitters to indicate that the aircraft is friendly.
IFV Infantry Fighting Vehicle.
IGN ORIDE Ignition Override; motors the T701C engines using the air turbine starters but inhibits the
ignitors from firing to prevent combustion.
IHADSS Integrated Helmet And Designation Sight System; the entire system that tracks the position
of each crewmember’s IHU, generates symbology for display on the HDU, and processes
weapon solutions based on sighting through the HMD.
IHU Integrated Helmet Unit; the crewmember’s flight helmet with integrated helmet position
tracking sensors.
IMC Instrument Meteorological Conditions; weather conditions exist in which visual separation
from terrain, obstacles and other aircraft cannot be achieved through visual means; requires
navigational aids to fly safely.
IN Inches; regarding the UNIT setting on the FLT page that displays the barometric pressure
setting in inches of Mercury.
INU Inertial Navigation Unit; a navigational device that uses inertial measurement devices to
output attitude, velocity, and position information.
KM Kilometer; regarding the UNIT setting on the FLT page that displays navigational distances,
TSD range scale, and TSD grid-lines in kilometers.
KU Keyboard Unit; device in each crewstation for inputting data into the avionics; includes
calculator functions for basic arithmetic.
LAT Latitude; regarding the North/South portion of a set of Lat/Long coordinates.
LB Pound; regarding the unit of weight measurement in determining the aircraft gross weight
and/or fuel quantity on board.
HMMS Hellfire Modular Missile System; the M299 missile launchers and associated aircraft interface
systems.
LD Line of Departure; a linear maneuver control measure that marks the starting location of
friendly units when performing an attack, used for coordination of maneuvering units.
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DCS [AH-64D]
LHG Left Handgrip; the CPG left TEDAC handgrip.

LMC Linear Motion Compensation; a toggleable slew logic within the ASQ-170 TADS that allows
the CPG to adjust and maintain continuous turret slew rates instead of using raw MAN TRK
controller inputs.
LN Line; a method of drawing PF or NF zones on the BAM sub-page of the TSD.
LOAL Lock-On After Launch; the AGM-114 Hellfire missile will lock on to a target designation or
achieve a target track after the missile has been launched.
LOBL Lock-On Before Launch; the AGM-114 Hellfire missile will lock on to a target designation or
achieve a target track prior to the missile being launched.
LONG Longitude; regarding the East/West portion of a set of Lat/Long coordinates.
LRFD Laser Rangefinder/Designator; an active ranging sensor within the TADS; designates targets
for weapons utilizing SAL guidance.
LST Laser Spot Tracker; a passive sensor within the TADS for detecting laser designations from
other platforms.
MAN Manual; missile management mode of operation.
MANPADS Man Portable Air Defense System.
MANRG Manual Range; regarding the option to set a manual range value for ballistic solutions using
the WPN page MANRG option.
MB Millibars; regarding the UNIT setting on the FLT page that displays the barometric pressure
setting in millibars.
MBR DIR Member Directory; COM sub-page in which all pre-planned network subscribers are listed.
MBT Main Battle Tank.
MGRS Military Grid Reference System; a UTM-derived coordinate system that divides each UTM grid
zone into a series of square identifiers that measure 100 kilometers wide, and is in
widespread use by various military services in many nations.
MMA Mast-Mounted Assembly; the entire assembly that includes the FCR, RFI and de-rotational
mount on top of the main rotor mast.
MPD Multi-Purpose Display; one of two primary displays in each crewstation.
M-PNVS Modernized PNVS; an upgraded version of the AAQ-11 PNVS that includes a next-generation
FLIR (part of the M-TADS upgrade).
MPS Mission Planning System; a type of text message that has been pre-composed prior to a
mission through the use of a mission planning computer.
MSG Message; COM sub-pages in which messages or files may be sent or received across a
datalink network.
MSL Missile or Mean Sea Level; WAS option of the HMMS or altitude above Mean Sea Level as
indicated by the barometric altimeter.
M-TADS Modernized TADS; an upgraded version of the ASQ-170 TADS system that includes a next-
generation FLIR along with enhanced tracking, processing and boresighting functions.
MTT Multi-Target Tracker; regarding the ability to set automatic tracking onto multiple targets
using the ASQ-170 IAT function.
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[AH-64D] DCS
NAK No Acknowledgement; an advisory displayed on the EUFD that indicates the ownship’s
modem did not receive an acknowledgement of reception from the modems of all network
subscribers to which a datalink message was addressed.
NDB Non-Directional Beacon; an omni-directional radio navigational aid that can be tuned by the
ADF receiver.
NET Network; COM sub-page that permits crewmembers to add, edit, or delete individual
subscribers from the selected datalink network.
NF No Fire; format of the BAM sub-page of the TSD that allows a crewmember to create, delete,
or activate individual No Fire Zones on the TSD.
NFZ No Fire Zone; a geographical area set on the BAM sub-page of the TSD that precludes target
prioritization by the APG-78 Fire Control Radar.
NG RPM speed of the gas generator stage (sometimes referred to as N1 stage or gas producer
stage) as measured from the accessory gearbox of each T701C engine.
NGB Nose Gearbox; regarding the gearbox mounted to the front of each engine that redirects
shaft horsepower into the main transmission.
NM Nautical Mile; regarding the UNIT setting on the FLT page that displays navigational
distances, TSD range scale, and TSD grid-lines in nautical miles.
NOE Nap-Of-the-Earth; a mode of terrain flight in which the aircraft flies as close to the ground
as possible with varying airspeeds and altitudes.
NORM Normal; missile management mode of operation, gun mode of operation, or NVS mode of
operation.
NP RPM speed of the power turbine stage (sometimes referred to as N2 stage) as measured
from the power turbine shaft of each T701C engine.
NR RPM speed of the AH-64D powertrain system as measured from the main transmission.
NTS Next-To-Shoot; the current target being engaged when using the APG-78 Fire Control Radar
as the selected sight.
NVG Night Vision Goggles; AN/AVS-6 aviator night vision goggles.
NVS Night Vision System; the PNVS or TADS being utilized as an aided pilotage system to a
crewmember.
OPER Operate; sets the selected system or device to operational status.
ORIG DIR Originator Directory; COM sub-page in which all pre-planned originator identification
configurations are listed.
ORIG ID Originator Identification; COM sub-page in which the digital identification settings may be
configured to uniquely identify the ownship on a datalink network.
PA Pressure Altitude; the altitude above the standard datum plane, which is the point where the
atmospheric barometric pressure is 29.92 inches of mercury or 1013.2 millibars (not to be
confused with true altitude as reported by the barometric altimeter when corrected for non-
standard temperature/pressure via the Kollsman window).
PEN Penetration; time delay setting on the WPN page for the M433 fuze when used in conjunction
with the 6RC rocket type selection.
PERF Performance page; provides key performance-related data of the helicopter given current or
predicted pressure altitude (PA), free air temperature (FAT) and gross weight (GW).
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DCS [AH-64D]
PF Priority Fire; format of the BAM sub-page of the TSD that allows crewmembers to create,
delete, or activate PFZs on the TSD.
PFZ Priority Fire Zone; a geographical area set on the BAM sub-page of the TSD that increases
target prioritization by the APG-78 Fire Control Radar.
PHS Pilot Helmet Sight; acquisition source option.
PL Phase Line; a linear maneuver control measure that facilitates control and coordination of a
military operation, typically coinciding with a visually identifiable terrain feature.
PLRT Polarity; toggles FLIR sensor between White-Hot and Black-Hot brightness scales.
PLT Pilot; the crewmember occupying the aft crewstation.
PNVS Pilot Night Vision System; the top sensor turret on the nose consisting of a FLIR sensor.
PP Present Position; the 3-dimensional position of the ownship or a tactical report in which the
present position of the ownship is transmitted to other Primary members across the datalink
network.
PPI Plan Position Indicator; a type of radar display that presents a circular, top-down view of the
area being scanned by the radar, with the position of the radar antenna in the center and
radar contacts projected around the radar antenna in true azimuth and range. A “Sector PPI”
display is limited to an area less than 360°.
PRI Priority missile channel or Primary member; the laser code to which the next to fire SAL
missile is scanning or a datalink network subscriber that is designated to receive Primary
datalink messages.
RPSI Pounds per Square Inch; unit of measurement of pressure within the various oil and hydraulic
systems of the AH-64D.
PTT Push-To-Talk; initiates radio transmission when activated.
RAD ALT Radar Altimeter; uses radar pulses transmitted by a ventral-mounted radio antenna below
the aircraft to measure absolute altitude above ground level (AGL).
REC Receive; option presented on the main TSD page to receive a report, a point, or a file residing
in the datalink buffer.
RF Radio Frequency missile; the AGM-114L air-to-surface missile that utilizes active radar
guidance.
RFHO RF Hand-Over; method of receiving a target location for an AGM-114L missile engagement
via the datalink.
RFI Radar Frequency Interferometer; acquisition source option or the RFI component of the
MMA.
RHG Right Handgrip; the CPG right TEDAC handgrip.
RIPL Ripple; missile management mode of operation.
RJAM Radar Jammer; regarding the ALQ-136 electronic countermeasure (ECM) device.
RKT Rocket; WAS option of the ARS.
RMAP Radar Mapping Mode; a mode of the APG-78 Fire Control Radar.
RLWR Radar/Laser Warning Receiver; regarding the combined components and functions of the
APR-39 Radar Signal Detecting Set and the AVR-2 Laser Detecting Set.
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[AH-64D] DCS
RPT Report; sub-page of the TSD for sending or requesting reports to/from flight members via
the datalink.
RQST Request; a datalink message in which the ownship sends a query for a tactical report to be
transmitted from Primary members across a datalink network.
RST Reset; regarding the generator reset switches in the Pilot cockpit, which permits the Pilot to
reset generator power when the MPDs are not operational due to lack of DC power.
RTE Route; sub-page of the TSD within which the crew can edit routes or set direct routes to
individual points.
RTM Route Menu; sub-page of the TSD within which the crew can select or delete routes.
RTS Radio Transmit Select; voice radio controls on the cyclic and EUFD.
RVW Review; regarding the review of data, messages or points that reside within the aircraft
memory.
SAL Semi-Active Laser missile; the AGM-114 family of air-to-surface missiles (excluding the AGM-
114L) that utilize semi-active laser guidance.
SAM Surface-to-Air Missile; individual missile or SAM-equipped air defense emplacement/battery.
SCAS Stability and Command Augmentation System; the system that enhances the stability of the
aircraft for weapons delivery, increases the maneuverability of the aircraft at lower airspeeds,
and provides hold mode functionality for decreased pilot workload.
SE Single Engine power or Single Engine operations.
SFR Specific Fuel Range; a calculation of speed across the surface divided by the fuel flow rate.
SHOT Shot-At; a TSD sub-page that displays the locations of all AGM-114 missile engagements
conducted by the ownship in addition to any SHOT files within BDA reports received from
Primary members across a datalink network.
SINC SINCGARS; Single Channel Ground and Airborne Radio System family of radios used by
militaries of the United States and NATO members that permit secure voice and data radio
transmissions between a wide number of military units.
SKR Seeker; acquisition source option utilizing a SAL missile tracking a laser designation matching
the PRI missile channel or an RF missile tracking a target in LOBL mode.
SMDL Secure Modem Datalink; a modem-based datalink network which exchanges short bursts of
data across voice radios onboard the aircraft.
SP System Processor; commands all subsystem initiated tests, monitors system status and
faults, and processes information for display.
SPAAA Self-Propelled Anti-Aircraft Artillery.
SPQ Super Quick; minimal time delay setting on the WPN page for the M433 fuze when used in
conjunction with the 6RC rocket type selection.
SQL Squelch; a function that suppresses the audio output of a radio system until a signal is
received that exceeds the set squelch threshold.
S-SCAN Single Scan; a scan mode of the APG-78 Fire Control Radar.
STAB Stabilator; regarding the movable horizontal tail plane mounted to the end of the tailboom
that provides additional attitude control in the pitch axis.
STBY Standby; sets the selected system or device to standby status.
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DCS [AH-64D]
STO Store; regarding the STO format of the TSD POINT sub-page to perform a position store of
a location designated by the CPG HMD or TADS line-of-sight, or a fly-over store using the
aircraft position.
SUB Subscriber; a network member that has been designated to receive datalink messages from
the ownship.
SYM Symbology; regarding any characters, shapes or symbols that are displayed to the crew to
represent quantifiable data, provide feedback regarding system status, or indicate current
settings/selections/modes of operation.
TADS Target Acquisition Designation Sight; sight selection option, acquisition source option, or the
bottom sensor turret on the nose consisting of FLIR, DTV, LST, and LRFD.
TAS True Airspeed or Knots True Airspeed (KTAS); the speed of the aircraft through an air mass,
corrected for air density that affects the measurement of indicated airspeed.
TDU TEDAC Display Unit; the video screen component of the TEDAC assembly.
TEDAC TADS Electronic Display And Control; the assembly that includes both TEDAC grips (LHG and
RHG) and the TDU.
TGT Turbine Gas Temperature or Target; temperature of the hot expanding gases entering the
power turbine stage of the T701C as measured between the 2 nd stage of the gas generator
section and the 1st stage nozzle of the power turbine section; or a tactical report in which
FCR target data is transmitted to other Primary members across the datalink network.
TGT/THRT Target/Threat; a Point type within the database used to designate targets for engagement,
or locations of air defense threats.
TOF Time Of Flight; the duration of time a munition is in the air toward its intended ballistic
solution, target or impact point.
TPM Terrain Profile Mode; a mode of the APG-78 Fire Control Radar.
TQ Torque; the measurement of engine power applied to the transmission as measured from
the power turbine shaft of each T701C engine.
TRAJ Trajectory; regarding the selection of DIR (Direct), LO (Low), or HI (High) LOAL trajectory
options on the WPN page in MSL format.
TRK Track; regarding the Hellfire missile tracking in LOBL mode.
TRN Terrain; acquisition source option via the TSD page.
TRP Target Reference Point; a geographic location (that can typically be identified through visual
or optical means) from which fires can be referenced and, if necessary, adjusted.
TSD Tactical Situation Display, MPD fixed action button.
TSE Target State Estimator; processing logic that provides lead angle ballistic compensation
against moving ground targets when using TADS as the selected sight while employing a
continuous laser designation.
UPDT Update; regarding the STORE/UPDT button on the CPG left TEDAC grip pressed to perform
a navigational position update.
UTM Universal Transverse Mercator; a grid coordinate system from which the Military Grid
Reference System (MGRS) is derived.
VID Video; MPD fixed action button.
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[AH-64D] DCS
VMC Visual Meteorological Conditions; weather conditions exist in which visual separation from
terrain, obstacles and other aircraft can be achieved through visual means; does not require
navigational aids.
VNE Velocity Never Exceed; an airspeed that, if exceeded, may cause structural damage to the
AH-64D.
VSSE Velocity Safe Single Engine; the minimum airspeed at which the AH-64D can maintain level
flight with one engine inoperative.
WAS Weapon Action Switch; pronounced “Woz” or “Wahz”, or used as a verb as “WASing”, a
crewmember selects or “actions” one of the three available weapon systems for engaging
their intended target.
WCA Warnings, Cautions, Advisories.
WPN Weapon; MPD fixed action button.
WPTHZ Waypoint/Hazard; a Point type within the database used for navigation, routing or to
designate locations of hazards to flight such as towers and wires.
WSPS Wire Strike Protection System; assortment of devices mounted to the external fuselage to
guide wires around key portions of the airframe and into sharp blades to aid in severing the
unseen wire obstacles that may be encountered during low-altitude flight.
XMIT Transmit; regarding the FCR transmitting while performing scans of the surrounding
battlespace or transmitting a datalink message.
XMSN Transmission; regarding the main transmission.
XPNDR Transponder; regarding the APX-118 transponder.
ZN Zone; sets the number of PFZs to be drawn on the BAM sub-page of the TSD when in PF
format.
EAGLE DYNAMICS 585

DCS [AH-64D]
APPENDIX F – FORMULAS
Use these calculation and conversion formulas for pre-mission planning or while in flight. Desired resultants are
bolded.
Speed/Time/Distance Calculations
Ground Speed Required (knots) = (Distance ÷ Minutes) × 60
Time of Flight (mins) = (Distance ÷ Ground Speed) × 60
Fuel/Endurance Calculations
Bingo Fuel (lbs) = (Time of Flight ÷ 60) × Fuel LB/HR
Objective Time (mins) = ([Total Fuel − Bingo Fuel] ÷ Fuel LB/HR) × 60
Fuel/Range Calculations
Specific Fuel Range (SFR) Factor = Ground Speed ÷ Fuel LB/HR
Flight Range (NM) = SFR × Total Fuel
Distance Conversion
km to NM = [km] ÷ 1.85
NM to km = [NM] × 1.85
Altitude/Elevation Conversion
Feet to Meters = [ft] ÷ 3.281
Meters to Feet = [m] × 3.281
Latitude/Longitude Conversion
DDD-MM-SS.SS to DDD-MM.MMM
SS.SS ÷ 60 = .MMM
DDD-MM.MMM to DDD-MM-SS.SS
.MMM × 60 = SS.SS
586
[AH-64D] DCS
Good hunting!
The Eagle Dynamics SA team
EAGLE DYNAMICS SA © 2022
EAGLE DYNAMICS 587
US Army photo
by SGT Richard Wrigley

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DCS AH-64D

Early Access Guide

Updated 11 March 2024

Utility (UTIL) Page .......................................................................................................................... 143

Force Trim & “Breakout” Values ...................................................................................................... 182

Hold Modes .................................................................................................................................... 182

Navigation .......................................................................................................................................... 224

Terrain Flight Modes ....................................................................................................................... 289

Datalink Communications .................................................................................................................... 363

Gun Engagement using HMD (FXD Mode) ........................................................................................ 441

“GEORGE” AI ................................................................................................................................. 517

“George” AI ........................................................................................................................................ 518

AH-64D AI Controls Structure .......................................................................................................... 519

Player-as-CPG “George” AI Controls ..................................................................................................... 521

Player-as-PLT “George” AI Controls...................................................................................................... 525

AI Target Acquisition & Tracking ..................................................................................................... 528

Additional “George” AI Features .......................................................................................................... 532

AI Mission Editor Options ................................................................................................................ 532

Appendix A – Abbreviated Checklists .................................................................................................... 535

Appendix B – ASE Threat Symbols ....................................................................................................... 562

Air Defense Radar Systems ............................................................................................................. 562

Waypoints (WPTHZ) ....................................................................................................................... 565

Appendix D – Frequently Asked Questions (FAQ) .................................................................................. 571

Appendix E – Glossary of Terms ........................................................................................................... 575

Appendix F – Formulas ........................................................................................................................ 586

Speed/Time/Distance Calculations ................................................................................................... 586

INSTALLATION AND LAUNCH

Module Manager Options

Configure Your Game

Aircraft Control Mode Input Functions

Action column Category column

Input Command Entry

Add button Axis Tune button

AXIS TUNE PANEL

Force Trim in DCS

1) Establish a stable 2) Press and release the 3) The helicopter will

• INSTANT ACTION. Simple missions that place you in the task of

• CREATE FAST MISSION. Set various mission criteria to allow a

Note about this manual

Mission Editor Options

having a specific purpose in preparing the aircraft for the Radio

Route. Allows the mission creator to program a series of

Just as fixed-wing aircraft use the physics of opposing forces

Cyclic Pitch Control Axis

Parking Brake Handle Indicator

IDLE Detent Marker

Attitude Hold sub-mode

Altitude Hold Engaged

Velocity Hold sub-mode

Position Hold sub-mode

Heading Hold Engaged

Hover Cruise Dash Dive

Hover Level flight

Engine Torque Heading Tape

Navigation Fly-To Cue Flight Path Vector

Vertical Speed Indicator

True Airspeed Radar Altitude

LOS Reticle Horizon Line

Advanced Aerial Fire Support System