I am a qualified AH-1F Cobra pilot and have worked extensively with AH-1's in three divisional aviation assignments. I tried like a dog to get AH-64 qualified but luck was against me.
First the picture. That is an AH-1G with the reflex sight installed. It was an attempt to give the pilot in the back seat some accuracy with 2.75" rocket engagements. See http://tri.army.mil/LC/CS/csa/aahist2.htm#AH1G for more details. Anyway, the reflex site wasn't that good and took up much of the pilot's forward field of view. The markings on the gunner's forward canopy served several functions. The crosshairs on the front were "field expedient" markings to help line up shots. We took the reflex site out and the pilot would have the copilot mark the front windscreen with a greasy “X” to replicate a boresight. Pilots would shoot a pair of rockets from a hover or running fire mode, observe impact, then apply “Kentucky windage” to adjust follow-on engagements. I found that this “low tech” approach worked well. The other markings are notes the copilot is making concerning the tactical fight. We would write grid coordinates and call signs on the canopy for quick reference vice jotting notes on a small kneepad that often ended up being covered by a map. There would be days we’d return from training or REFORGER flights where the Cobra and OH-58’s front windows were completely covered in scribble. Crew chiefs would make us clean up our “office” area if we went a bit overboard.
Flying the Cobra is FUN. There is something about having the backseat and enjoying the feel of being alone. Since all Army aircraft were “side-by-side” seating, you flew with another person right there next to you; not the same feeling in a Cobra. I enjoyed the responsibility of being in charge of my area and the mission it involved. No one covered your tasks; you had to know your job. I will agree that forward visibility was constrained but you developed techniques to overcome that problem. Front seat was the best area for me by flying was a bit harder since the flight controls were not as smooth. The short leverage of the cyclic and collective made you work a bit harder but in time you could fly nap of the earth (NOE) with minimal problems. You could control most of the weapon systems from the front seat and that was a blast. Nothing like being down in the TOW Sight Unit (TSU) and having a TOW go off the rail or having your feet shake as the 20mm was engaging. The original AH-1 was a good system and technology improved the weapon platforms. Sadly the additional technology made the aircraft a real pig to fly. Max gross weight for the AH-1F was around 10,000 pounds and when we got ours in Germany in 1982 they sat on the ramp at around 9,000 to 9,500. Put two pilots and gas on board and you were really close to your limits. You had to burn gas off if you were going to do some serious NOE work.
AH-64 guys may say “skids are for kids” but at least Cobras didn’t need training wheels.