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DCS: AH-64D Mini-Updates


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  • 2 weeks later...


IHADSS Sneak peek.

The IHADSS, or Integrated Helmet and Designation and Sighting System, includes a monocle that sites over the right eye of the pilot and co-pilot gunner.

There are four IHADSS modes: cruise, transition, hover and bob-up, each with associated flight, navigation, weapon, sensor, and targeting information that follows the crew member’s line of sight.

The Modernized Pilot Night Vision System, or M-PNVS, can also be projected to the monocle for thermal night vision along the pilot’s line of sight.

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The Eagle Dynamics Team

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In this AH-64D sneak peak, we’ll look at the Tactical Situation Display, or TSD. The TSD can be displayed on either multipurpose display in the pilot or co-pilot/gunner cockpits, and it will be your primary source for navigation, situational awareness, storing points, and more.

 

The TSD can be interfaced with using the fixed and variable action buttons arrayed around the MPDs and the TSD cursor for hands on cyclic and collective TSD control. You can select between chart, satellite, and digital moving maps.

 

Both Navigation and Attack phases can be selected, and stored points can be created and set as an acquisition source.
 

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The Area Weapon System, or AWS, consists of the 30mm chain gun mounted below the front of the aircraft on an articulating mount. It can fire both high explosive dual purpose and training rounds to an effective range of approximately 1,500 to 1,700 meters at an average of 550 rounds per minute against unarmored and lightly armored vehicles.

 

By default, 1,200 round will be loaded, and the burst limit can be selected from the Weapons, Gun page. 

 

In addition to being fixed forward, the AWS can be slaved to the IHADSS or Target Acquisition and Designation System, or TADS, line of sight.

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The Eagle Dynamics Team

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In this sneak peek, we’ll look at the 2.75” Hydra rockets of the AH-64D. 19 high explosive, smoke, or illumination rockets can be loaded in each M261 rocket pod, and up to four rocket pods can be loaded on the stub wings. Additional rocket types like MPSM are planned for later.

 

Multiple rocket types can be loaded in a pod, and these will be preconfigured at release, but manual zone selection is planned for later.

 

Rockets can be employed independently using the IHADSS from either crew station, or cooperatively with the CPG providing range/bearing information to the pilot via the TADs. 

 

The rocket ripple amount can also be selected from the rocket’s weapon page.

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The Eagle Dynamics Team

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  • 2 weeks later...


 

In this final AH-64D sneak peak, we’ll look at the AGM-114K laser-guided Hellfire. This Hellfire guides on a laser designation from the Targeting and Designation System, or TADS, with ranges out to 8 km. It can also guide on a remote designation from another designation source. When the fire control radar is added, the AGM-114L radar-guided Hellfire will be added.

 

The laser-Hellfire can guide on a target being laser designated before launch, termed Lock On Before Launch, or LOBL, or after, termed Lock On After Launch, or LOAL.

 

Up to four Hellfires can be loaded on each of the four articulated weapon pylons. The Hellfire will be your best weapon against tanks but can be used against any target if needed. 

 

The next AH-64D video will begin the full lessons.

 

Thank you

The Eagle Dynamics Team

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Dear Pilots!

We are pleased to announce that DCS: AH-64D is now available to pre-order with a 30% discount!

Pre-Order now from: E-shop: https://www.digitalcombatsimulator.com/en/shop/modules/ah-64d/
Steam: https://store.steampowered.com/app/1770580/DCS_AH64D/

This is the most realistic simulation of the incredible AH-64D attack helicopter. It sets a new standard in fidelity and gameplay action.

Thank you for all your trust, passion and support. You make our dreams come true!

The Eagle Dynamics Team

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  • 2 weeks later...

In this DCS: AH-64D video, I will begin our video tutorial series with an introduction to this powerful attack helicopter. We are simulating the AH-64D as operated by the US Army between 2005 and 2010, which makes it a mid-Block II with the associated systems and paint schemes. The AH-64D proved itself to be a formidable force multiplayer over Iraq, Afghanistan, Syria, Libya, and Mali, and it will be a fantastic addition to the DCS battlefields.

Initially fielded to the US Army in 1997 and serving as the backbone attack helicopter operations in combat since 2003, the “Delta” is crewed by a pilot in the back seat and a co-pilot gunner, or CPG, in the front seat. Both pilots can fly the aircraft, but only the CPG can operate the Target Acquisition and Designation Sight, or TADS, which includes the Laser Range Finder Designator and the Laser Spot Tracker. They very much work as a coordinated team. You’ll be able to do this in both single player using our new “George” AI or online with friends.

The tail-wheel style landing gear allows the helicopter ground taxi operations, and it is designed to collapse into the aircraft in case of a crash to attenuate the vertical impact.

The AH-64 is armed with a 30mm chain gun below the front of the aircraft that can be slaved to the line of sight of either crewmember's helmet display unit or to the TADS. Mounted on articulating pylons below the two stub wings are the M261 Rocket Pods capable of loading nineteen 2.75” Hydra un-guided rockets and the M299 Hellfire Launchers capable of carrying up to four AGM-114 Hellfire guided-missiles. The aircraft can also be loaded with external fuel tanks.

Powered by two T700-GE-701C engines and four main rotor blades, the AH-64D is a fast and agile attack helicopter that is easy to fly and ideal for nap of the earth flying. The AH-64D uses a traditional anti-torque tail rotor and chaff and flare dispensers are mounted along the tail boom. Sitting atop the main rotor hub, the optional fire control radar sits.

The front of the aircraft is dominated by the lower sensor turret that consists of the TADS optics and laser designator, and the upper sensor turret mounts the Pilot Night Vision System, or PNVS.

Let’s move into the cockpits now.

Here in the back seat, we are looking through the Helmet Display Unit, a component of the Integrated Helmet and Display Sighting System, or IHADSS. Within this display flight, sensor, and weapon information is presented to the pilot’s right eye. The PNVS and the TADS can also be projected to the to the HDU for night operations.

Dominating the instrument panel are two multi-purpose displays, or MPDs, that can display a wealth of information. Above is the Enhanced Up-Front Display, or EUFD, with the fire panel to the left. To the left is the Keyboard Unit, or KU, and to the right are the backup flight instruments. Below are the anti-torque pedals, between your knees is the cyclic, and to our left is the collective. On the right canopy frame is the bolt-on Common Missile Warning System, or CMWS ("see-moss").

On the left console are the lighting controls, the selective jettison panel, the engine power lever quadrant, the emergency panel, and the Night Vision select switch and tail wheel unlock light. On the right console we just have the communications panel volume knobs and squelch switches.

We’ll come back to the functionality of these systems in later instruction videos.

Let’s jump to the CPG or “Front Seat” now. 

As with the “back seat”, we have two, large MPDs in the crewstation that can mirror the same functions as the pilot’s displays. Between them is the TADS Electronic Display and Control, or TEDAC. The 5 x 5-inch screen displays imagery from the TADS in both TV and infrared modes, or PNVS. It has hand grips on either side to work the sensors to locate, identify, target, and engage hostiles. Only the CPG can work the TADS in this manner. 

As with the pilot cockpit, we have the fire control panel and the EUFD on the instrument panel. Below the instrument panel is the cyclic, which can be folded away.

Along the left console is the selective jettison panel, the lighting panel, NVS and tail wheel unlock light panel, the engine power levers, and the emergency panel. Further up is the KU, and inboard is the collective. Along the right console are the communications panel volume knobs and squelch switches, windshield wiper control panel, and the processor control panel. 

This concludes this introduction to our AH-64D, and next, we’ll start digging into instruction.

 

Thank you for watching.

The Eagle Dynamics Team

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  • 2 weeks later...

NOTE: This is based on a pre-release, development build and some elements may change at release or later during the early access period.

In this DCS: AH-64D video, we’ll discuss the symbology projected to the Helmet Display Unit, or HDU, that is part of the larger Integrated Helmet Display and Sighting System, or IHADSS. The HDU can be worn by either the pilot or Co-Pilot Gunner, or CPG, and it can display important navigation, sensor, and weapon system data to the crew member’s right eye. We will discuss the HDU early in this tutorial series as we’ll be referring to it in later lessons.


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The Eagle Dynamics Team

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  • 3 weeks later...

In this DCS: AH-64D video, we’ll explore the engine, flight, and fuel MPD pages.

Perhaps not as exciting as weapons and sensors, these pages can be critical for operations of this helicopter, and a good understanding of their functionality is important.

Note: This video is based on a pre-release version which may be different than the release and later updated versions.

In this DCS: AH-64D video, we’ll explore the engine, flight, and fuel MPD pages. Perhaps not as exciting as weapons and sensors, these pages can be critical for operations of this helicopter, and a good understanding of their functionality is important.

Before we dive into these three pages, let’s first talk about how we manipulate them. Around each of the four Multi-Purpose Displays, or MPDs, are bezel buttons. There are 24 variable action bezel buttons on each MPD, with the top left to right being labeled T1 to T6, right top to bottom being R1 to R6, bottom left to right being B1 to B6 with B1 being labeled ‘M’, and on the left from top to bottom being L1 to L6. I’ll be using these bezel button designations in this and later videos.

There are also fixed action bezel buttons near the bottom that have a single function, these include the FCR, weapon, TSD, aircraft, communications, and video.

There are also controls for display brightness, video brightness, and a day-night, mono display option.

When on a page, you can most often interact with the page using these bezel buttons. You can also interact using your MPD cursor controller. This is slewed with the cursor controller switch on the collective and the cursor display select button can instantly toggle the cursor between the two MPDs of a pilot. To move the cursor between two MPDs, you can also slew the cursor to the side nearest the other display and slew again in that direction to move it over. When the cursor is over a cursor-selectable action, indicated by the bezel option being "bolded", you can press the cursor controller enter button to action the selection. The cursor controller enter button is available as a depress on the slew switch, on the underside of the collective, and on the right handgrip.

Pressing the fixed action “M” bezel button at B1 displays the MENU page, and we can select engine at B2, flight at B3, and fuel at B4.

Let’s now talk about the engine page.

The most visible aspect of the page are the vertical bars that indicate torque, temperature, and rotor and power turbine speeds.

Left-most are the torque values of the number 1, or left and number 2, or right, engine.  As collective is added, the bars will grow, and the digital indication will indicate the percentage of torque. There is also a red bar that will dynamically change position based on rotor speed to indicate the max torque limit, as well as yellow bars that will appear under single-engine conditions to indicate single-engine torque limitation sub-ranges. When the bars pass one of these levels, the bar color changes to match. Torque values can range from 1 to 130 percent.

You can think of the torque values as the amount of lift and thrust that the main rotors are generating before you over-stress the powertrain system. During dual engine flight, the continuous torque range is 0 to 100% torque, with a 6 second transient of 101 to 115% torque. Exceeding 101 to 115% torque for six seconds, or 115% torque for any length of time will result in possible aircraft damage and an exceedance being written to the fault, exceedance page.

To the right is the turbine gas temperature, or TGT, of the number 1, or left and number 2, or right, engine. These behave the same as the torque bars with visual bars, a digital value, and limitation sub-ranges displayed based on conditions. This can range from 0 to 999 C. While the bars are helpful, two numbers should be committed to memory: 867 deg Celsius and 896 deg Celsius. These numbers correspond to the engine’s dual engine and single engine TGT limiters. Exceeding these TGT values will result in a loss of main rotor speed, or droop, which will greatly affect lift. These TGT values correspond to the aircraft maximum torque available, which can be found on an ENG, PERF page. We will discuss this later.

Right of that is the power turbine RPM, or Np, of the number 1, or left, engine and ranges from 0 to 120 percent. Power output from the engines into the powertrain is managed by the engine Digital Electronic Control Units, or DECUs [pronounced "deck-you"], which automatically regulate the Np values to keep the rotor speed at 101 percent. This can be adjusted using the engine power levers on the left console. In normal flight conditions, you’ll simply keep these at the FLY position and leave them there.

To the right of that is the main rotor RPM, or Nr, and ranges from 0 to 130 percent. This indicates how fast the main rotor blades are spinning. Regardless of how fast the rotor is spinning though, no lift can be generated until collective is applied, which causes an increase in the aircraft torque indication. As previously stated, the engine DECUs will automatically keep this value at 101 percent. Reducing torque below approximately 12% with both engines operating will result in an increase in main rotor speed. If 106% Nr is exceeded, a voice warning “ROTOR RPM HIGH” will be annunciated. Gently increasing the collective will assist in maintaining main rotor RPM during with low torque settings.

Finally, to the right of the Nr tape is the number 2, or right, engine power turbine RPM.

On the right side of the engine page are the digital Np RPM values, and the engine gas generator RPM values, known as Ng, in percentage scales for engines 1 and 2.

At B2 we have the ENGine, SYS sub-page. When selected by either pressing the bezel button or cursor selecting it, we have five windows and the ability to turn off generators 1 and 2 from L5 and L6. The ENGINE window is in the top left and displays engine OIL pressure values for the engines 1 and 2, as well as nose gear box, NGB 1 and 2, oil pressure and temperatures. In the upper right corner is the HYDRAULIC window which displays PSI values for the primary and utility hydraulic systems and the utility hydraulic accumulator. It is important to point out that the utility hydraulic accumulator provides 30-41 seconds of emergency hydraulic pressure in the event of a dual hydraulic failure.  In the middle of the page is the XMSN OIL window and displays transmission oil pressures and temperatures for the number 1 and 2 sides of the transmission. Below the XMSN OIL window is the ECS TEMP window and displays the temperatures both crewstations and extended forward avionics bays, or EFABs. The STAB POS window indicates the stabilator position and the nominal airspeed based on the stab position. It’s important to note that exceeding this value will result in a loss of pitch control of the aircraft.

Because there is a FLT page selection on our currently selected page, we’ll use that instead of returning to the Menu to view the FLT page by selecting T2. Much of this will look familiar to the HDU cruise mode.

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Along the top is the heading scale, lubber line, command or bob-up heading, and the alternate pilot or CP/G sensor bearing. Directly below it is the bank angle indicator or triangle. To the right is the barometric altitude and to the left is the torque value. If the engine temperature is in a caution or warning state, it’s temperature will be listed below.

Centered on the flight page is the attitude indicator, waterline, and indications like the navigation fly to cue, or Homeplate symbol, flight path vector, and others.

Along the right side is the radar altitude and vertical velocity scale.

On the left side is the airspeed, and below that at L5 is the bezel button to toggle a waterline bias of -5 degrees, or remove a manual bias entered on the Flight Set page. We'll discuss the bias function further in a moment.  Below is the waypoint status window with the selected waypoint, distance to it, ground speed, and time to go to reach the waypoint.

Centered in the bottom is the turn rate indicator with each vertical element indicating a one-half standard rate turn and a full standard rate turn when the box is centered under the left or right triangle, more commonly known as “the dog house”. Below this is the trim ball.

We’ll now drill a bit deeper into the set sub-page by selecting B6. While much of the page stays the same, there are several changes.

At the top of the page at T1, the HI bezel button allows you to set the desired radar altitude at which the HI indication on the right side of the page will trigger when exceeded and the radar altimeter is on. Click on the bezel button, enter the altitude in feet on the KU, and press enter.

To the right at T3, the LO option operates the same, but will trigger a LO indication when the altitude is below the set value. This will also trigger an audio message from Betty warning of "Altitude Low". This audio warning will go off at the set altitude when less than 10ft AGL, 10% below the set altitude when between 11ft and 999ft AGL, and 100ft below the set altitude when between 1000ft and 1428ft. For this reason, the LO bug is typically set to 55ft during training so that it will go off at 50ft, thus reminding students to align the nose of the helicopter with the landing direction, rather than maintaining the aircraft in aerodynamic trim. In combat this should be set as low as the crew is comfortable with to allow the crew to avoid a meeting engagement with the ground.

At T4 we can set the air pressure value to be either in inches or millibars, and to the right at T5 you can manually edit the barometric altitude using the KU. At T6 you can use the KU to edit the barometric pressure. The window below shows the barometric altitude and barometric pressure. Editing either of these values will automatically update the other as appropriate.  A practical example of this would be if I don't know the altimeter setting at your location, but you know the airfield elevation, you can enter the elevation into the barometric altitude window, and it will automatically adjust the barometric altimeter setting.

Below the altitude and vertical velocity scale at R6, the radar altimeter can be toggled on and off, and along the bottom at B2 the unit of distance can be toggled between kilometers and nautical miles.

The arrows at L5 and L6 allow you to manually set the bias of the waterline against the attitude indicator. As airspeed is a function of aircraft attitude, this can be adjusted to match an airspeed to a level pitch attitude along the FLT page artificial horizon. If adjusted from the default, a BIAS indication will appear.

Along the left side is the G-status and accelerometer. The center of the scale indicates 1 G and the solid triangle indicates the current G. Each mark indicates 1 G. The hollow triangles indicate the maximum position and negative G attained, since the G was reset at L2.  The red circles indicate the maximum position and negative G limitations based on the current gross weight, airspeed, and environmental conditions.

Last, let’s look at the fuel page by going back to the MAIN menu and selecting B4. In this example, I have four external fuel tanks loaded. Not something you’d normally do.

In the center of the page is a graphic representation of the aircraft with the forward fuel tank in the front with its current amount, the internal, “Robbie” tank in center with its amount, and the aft fuel tank at the bottom with its amount. The external fuel tanks are indicated as ellipses on the wings, but do not display their remaining fuel amount since they don't have fuel probes inside to measure the quantity.

The left and right auxiliary bezel buttons at R1 and L1 toggle fuel transfer from the external tanks to the internal tanks. If more than one fuel tank is loaded on a wing, only the lines from the inboard tanks will be drawn to the internal tanks as fuel will automatically transfered from the outboard tanks to the inboard tanks.

The center auxiliary tank can be enabled or disabled with bezel button L2. Unlike the external fuel tanks, the remaining fuel quantity is depicted. It will feed both the forward and aft fuel tanks. Remember to enable the center Robbie fuel tank during the first fuel check. If forgotten, the aircraft will remind you when you have approximately 1100lbs of fuel remaining by presenting FWD FUEL LOW and AFT FUEL LOW master cautions.

The fuel boost pump can be enabled or disabled from the R2 bezel button. This pump is commanded on automatically by the aircraft systems during each engine start sequence; however, it may need to be manually enabled by the crew during flight in extreme cold climate conditions. The crossfeed is automatically set to AFT when the boost pump is engaged because the boost pump is only mounted on the aft fuel cell.

 The three crossfeed bezel buttons at R3 to R5 allow you select which fuel cells supply which engines. With FWD selected, the forward fuel cell will supply both engines; when AFT selected, the aft fuel cell will supply both engines; and with NORM selected, the forward fuel cell will supply the left engine and the aft fuel cell will supply the right engine. The crossfeed valve can be used in an emergency to transfer fuel between fuel cells to keep the balanced. This should ONLY be used if the fuel transfer system has failed.

 At L4 is the fuel transfer bezel button, and this allows fuel to be balanced between the forward and aft fuel cells. Setting to FWD moves fuel from the aft to the forward fuel cell; OFF inhibits fuel transfer between the cells; AFT transfers fuel from the front to the aft cell; and AUTO automatically levels the fuel between the cells throughout the flight.

 Along the bottom of the page are three windows.

The right-most window indicates the flight endurance time in hours and minutes for both just internal fuel and total fuel, which also includes the “Robbie” tank and any external tanks.

To the left are the fuel flow rates for engines 1 and 2 and total fuel flow rate in pounds per hour.

The left-most window shows the amount of internal fuel and total fuel, which also includes the “Robbie” tank and any external tanks, in pounds.

The external fuel tanks do not have any fuel monitoring equipment, so you need to manually enter their fuel quantity with the AUX GALLONS EXT bezel button at L5. Upon pressing it, enter the total fuel quality of the external fuel tanks into the KU and press enter. This will then allow the total fuel and total endurance windows to be accurate. It is worth noting, that each gallon of JP-8 fuel weighs 6.7 pounds, so that should be taken into consideration when doing fuel calculations.  Fortunately, the KU has built-in calculator functions that provide an in-cockpit solution.

Last, at B6 we have the fuel check option. Pressing CHECK at B6 results in a START bezel button at R5 and the fuel check window appearing in the top left corner. Above the START bezel button are options at R2 to R4 to determine how long to run the fuel test. Pressing start then runs the test for the selected time with the run timer, start time, and fuel burn rate in the check window. Once complete, an advisory will appear on the EUFD to alert the crew that the fuel check is complete.  Burnout, or fuel exhaustion, visual flight fuels fuel reserve, and instrument flight rules fuel reserve time are displayed in an upper right window. The check can be terminated by pressing the STOP bezel button at R5.

Thank you for watching.

The Eagle Dynamics Team

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