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I posted this elsewhere, but it kinda fits here, too, so... Sorry in advance for what must seem like a dissertation, but this is what I've learned about coaxial rotor flight dynamics. It may help to have a picture or model of the Ka50 in front of you while you read this. In a hover, the two rotor disks of the Ka-50 contra-rotating coaxial rotor helicopter are designed so that they produce the same amount of torque (due to drag) in opposite directions. The lower rotor actually produces less lift/drag than the upper rotor for the same relative airspeed, but since it is working in the higher airspeed downwash of the upper rotor, they match torque production at a hover setting (at sea level on a standard day, <yawn>). This designed so that minimal (ideally NO) yaw input is needed at a hover. During forward flight, this difference in lift production capability results in the upper rotor generating more lift than the lower rotor. The upper rotor rotates clockwise, so you get a net counter-clockwise torque from drag, thus the left yawing tendency at airspeed. This yawing tendency, left uncorrected, will result in uncoordinated flight which is messy and unprofessional. So, in a Kamov contra-rotating coaxial rotor helicopter, like the Ka-50, a Good Pilot, interested in maintaining steady-state coordinated level forward flight, will apply right rudder to counter the left-turning tendency of the upper rotor disk. In a conventional helicopter, applying pressure to a rudder pedal increases (or decreases) the pitch on the blades of the tail rotor, increasing (or decreasing) the lift they generate. The mounting of the tail rotor is such that lift from the blades directly translates to turning moment. So, pressing a pedal directly affects turning moment (aka torque) on the chopper. Unlike conventional helicopters, however, there is no tail rotor on the Ka-50. While removing moving parts from a design is usually a good thing, the function those parts served must be replaced by other parts, or else thrown out of the design. Yaw control is most certainly not an optional "feature" of a combat helicopter and the solution implemented in the Ka-50, while complicated, is quite elegant. In the Ka-50, yaw torque is controlled by varying the pitch of the blades of the two rotor disks. To yaw to the right, the pitch of the blades in the upper rotor disk is decreased which decreases lift which decreases drag which decreases the counter-clockwise (i.e., left-turning) torque it produces. If nothing else was done, the helicopter would yaw to the right due to the excess torque generated by the lower rotor disk, but it would also start sinking due to the loss in total lift. To counteract this, the pitch of the lower rotor blades is increased at the same time, increasing lift which increases drag which increases the clockwise (i.e., right-turning) torque it produces. The total change in lift is zero while the total change in torque is to the right. The process happens in the opposite for yawing to the left. This is all accomplished automatically by the helicopter control systems when the pilot stomps on a rudder pedal. This technique was apparently pioneered by Mr. Kamov, by the way. Unfortunately, that's not the end of the story. Due to a number of factors, including the fact that rotor blades are not infinitely stiff and thus flex a little, rotor blades slope upwards away from the rotor mast when the produce lift. This causes the rotor disk, which is essentially flat while making no lift, to form a cone shape, or rotor cone. In forward flight these cones are asymmetrical, even in single rotor disk helicopters, because of a phenomenon called "dissymmetry of lift". Dissymmetry of lift is caused by the fact that, on a helicopter that is moving, the rotor blades on the side of the disk that is moving in the same direction as the helicopter are moving faster through the air and thus generate more lift than the blades on the other side of the cone. More lift means more force pulling up on the blade, which means a steeper cone angle. Less lift means less force pulling up, which means a shallower cone angle. From the outside it looks like the cone is leaning away from the side of the rotor disk that is headed in the helicopter's direction. This side of the cone is generating more lift than the other (hence the handy-dandy "dissymmetry of lift" moniker) which creates a banking torque on the helicopter. In the Ka-50 contra-rotating coaxial rotor, the upper rotor is producing more lift overall, so although the lower rotor is producing a banking moment in the opposite direction, there is net banking moment to the right. So, in addition to the right rudder needed due to the differing torque production of the two rotor disks at airspeed, left cyclic is also needed to counter the dissymmetry of lift effect. Hence the left stick and right rudder we keep finding ourselves using to maintain straight and level coordinated forward flight. It's natural. And it's right. Now for the Dark Side: One of the cons of this design is that the cones of the two rotor disk system lean in opposite directions. This is because the two rotor disks spin in opposite directions. Although the upper rotor is a bit higher than the lower rotor, at a high enough airspeed, the two cones can cross, which, if you remember from Ghostbusters, is a bad thing: Dr. Egon Spengler: There's something very important I forgot to tell you. Dr. Peter Venkman: What? Dr. Egon Spengler: Don't cross the streams. Or rotor cones. Dr. Peter Venkman: Why? Dr. Egon Spengler: It would be bad. Dr. Peter Venkman: I'm a little fuzzy on the whole "good/bad" thing here. What do you mean, "bad"? Dr. Egon Spengler: Try to imagine all life as you know it stopping instantaneously and every molecule in your body exploding at the speed of light. Or your rotor blades clashing at high speed and breaking off your helicopter, sending you spiraling to the ground! Dr. Ray Stantz: Total protonic reversal! Or rotor clashing! Dr. Peter Venkman: That's bad. Okay. All right, important safety tip. Thanks, Egon. To make things worse, since the lower rotor disk is working in the downwash of the upper rotor disk, its coning angle is more severe than the angle of the upper disk's. In forward flight the top rotor cones a little to the right, and the lower rotor cones severely to the left, bringing the tips of the lower rotor closer and closer to the blades of the upper disk. This is not an unanticipated aspect of the design. Mr. Kamov didn't have a maximum indicated airspeed warning system put in his attack helicopter to keep pilots from getting speeding tickets - he put it there to prevent the pilot from reaching airspeeds that cause intersecting cones. The system doesn't, however, take into account rapid increase of the collective at high airspeed (increased pitch = increased lift = increased coning = see Egon's saftey warning above). Stomping on the right rudder makes the upper rotor disk cone less, but the lower disk cones way more, further reducing the distance between the two cones. Throw in some cyclic controls in just the right direction and voila, rotor blade salad and lots of paperwork! The solution is simple: avoid high airspeeds! If you have to move fast, limit climbing to very gentle rates and avoid strong cyclic or rudder inputs in any direction. If you have a need to climb, pull back on the cyclic first while holding the collective steady. The helicopter will pitch up and start climbing without significantly increasing the rotor coning angles. As airspeed bleeds off slowly introduce collective to maintain your climb rate, but keep the total collective input low until the airspeed bleeds down. There's probably a table somewhere to help real pilots figure out what sort of climb rates they can get at high airspeeds before the rotors clash, but experimentation in DCS: Black Shark suggests you can comfortably climb/maneuver at speeds up to 225 km/hr without coning problems. At 225 km/hr and above, more and more caution is needed with the cyclic, collective, and rudder inputs!

lmao :D

This was posted in the lock on forums months ago, but it works for blackshark as well, since both have the same problem in vista. It worked great for me on my Creative Xfi and my onboard Realtek sound. Hopefully this will help some people out, figure i'd post it! http://forums.eagle.ru/showthread.php?t=33394&highlight=Vista+sound+issue

DL ModMan Package: http://www.checksix-fr.com/bibliothe...p?Fichier=5827 (Huge Thanks to SkyPat for assembling and uploading the package ! ) Readme: "SharkPit" Beta For DCS Black Shark About ===== Cockpit replacement Textures for DCS Black Shark Note, that this release is for testing purposes only & to get input from the community. If you plan to host the mod on your site, despite it being beta, please add a remark indicating it's not final. Please use this forum for feedback. Compatibility ============= Tested with the german DVD Release of DCS Black Shark Contents/ Changelog ============= KA-50 DEVICES.BMP KA-50 DEVICES ENG.bmp KA-50 DEVICESNIGHT.BMP KA-50 DEVICESNIGHT ENG.bmp KA-50 DOP AGD.BMP KA-50 DOP AGD NIGHT.BMP KA-50 ELEMENTS.BMP KA-50 ELEMENTS ENG.bmp KA-50 INSCRI_DO_NIG_ENG.bmp KA-50 INSCRIPTS.BMP KA-50 INSCRIPTS DOP.BMP KA-50 INSCRIPTS DOP ENG.bmp KA-50 INSCRIPTS DOP NIGHT.BMP KA-50 INSCRIPTS ENG.bmp KA-50 INSCRIPTS NIGHT.BMP KA-50 INSCRIPTS NIGHT ENG.bmp KA-50 INSCRIPTSD_ENG.bmp KA-50 INTERIOR.BMP KA-50 INTERIOR2.BMP KA-50 INTERIOR ENG.bmp KA-50 PANEL L.BMP KA-50 PANEL L ENG.bmp KA-50 PANEL R.BMP KA-50 PANEL R ENG.bmp KA-50 RES AGD.BMP KA-50 RIGHTTOPPAN.BMP KA-50 RIGHTTOPPAN ENG.bmp KA-50 SCALE AGD.BMP KA-50 SCALE RES AGD.BMP KA-50 TABLE.BMP KA-50 TABLE ENG.bmp KA-50 BUTTONS.TGA KA-50 BUTTONS ENG.tga KA-50 DASH-BOARD.TGA KA-50 DASH-BOARD ENG.tga KA-50 DASH-BOARDNIDE ENG.tga KA-50 DASH-BOARDNIGHTDEV.TGA KA-50 DOP DEV.TGA KA-50 DOP DEV ENG.tga KA-50 DOP DEV NIGHT.TGA KA-50 DOP DEV NIGHT ENG.tga KA-50 FONT LAMP ENG.TGA KA-50 FONT LAMP RUS.TGA KA-50 HUD.TGA KA-50 HUD ENG.tga KA-50 KI-13.TGA KA-50 PANEL_R_BAC_INSCR ENG.tga KA-50 PANEL_R_BACK_INSCRIPT.TGA KA-50 PANEL_R_BACK_LIGHT.TGA KA-50 PANEL_R_BACK_LIGT ENG.tga KA-50 PNP.TGA KA-50 PNP ENG.tga INSTALLATION ============ Unzip SharkPitBeta.rar into your DCS Black Shark Directory. All files must go into the Bazar/TempTextures folder.

We see a lot of aircraft and terrain mods created by the community for LockOn, which is great. Though, I think the sounds in lockon stay behind. In my opinion, sounds make the sim for a big part and are at least as important as nice looking terrain or 3d model. There are quite some limitations regarding the sound system of lockon but there is still room for improvement, also over previous sound mods. I've created two ALPHA versions of the Su27 and F16 project. LockOnSoundsProject_Su27_AV1 (Read the README please) LockOnSoundsProject_F16_AV1 The idea is to create a sound mod for every aircraft, this may seem a bit odd but if you want the most realistic sounds possible within lockon, this is the only way to do it. The reason for this is easy, there are simply not enough sound files in lockon (multiple aircraft use the same sounds). The following aircraft are planned for the first official release. Su27 / Su33 Mig29 F15 F16 F18 To make this project work out as good as possible I need help from the community though. Every one of you has aviation videos on their hard drive and I need those, rare high quality ones without music or other environmental noises (like people chatting, blowing winds and so on). If you have movies like that, please contact me by PM or email so that I can give you the FTP address for uploading. Greatly appreciated.

http://www.youtube.com/watch?v=jjF4tK7P840 "Holy #$*%" does not do this video justice. A 650 mph rocket collides into a car. That second stage of the rocket is pure insanity.

Just made another Screenie....:thumbup: “Success in battle is measured in blood. Yours and your enemy´s” Attached

Никак - в коде.

This is gonna to be new necro record :D

Hmmm so if it is for me too.... I take both :D

wow...for me too? :D Thanks Viper... likewise :)

I think, at some time during the last 3 years, he solved the problem.... :smartass:

Nicely detailed write up Grimes. A lot of perspective from an all around stand point. Not that I know/fly this sim as well as many other outstanding V-pilots that post in these threads but to me and IMO it is exactly those things that are hard to learn and require at least some repetition that make me love Black Shark so much. The sense of accomplishment achieved from having learned something is directly proportional to the difficulty in having persevered to do so. Out

But that's not where the vast majority of people coming to this will start - sure all the already hard core simmers will - but not the "oh - a helicopter game - I might give that a go" crowd (not suggesting that's where you're standing Grimes). I think that the tutorials/manual/producers' notes videos that have been put together are great, but that doesn't preclude thinking about what other things could be done to make entry into the series easier in the future - especially if the aids are selectable. Scalability is good. while I understand where you're coming from Distiller, discouraging an easier learning curve doesn't progress the genre :-)

LockOn Как то так вышло

http://www.f15sim.com/f15_oper.html

Well there is no way to stop people from rearmin unfortunately =(. "I mean we can make it like, if you rearm you must taxi to parking and then back to runway, else you cannot take off again, " but there is no way to cancel rearm like there is cancel refuel. Or if you are really evil : "If you rearm anywhere else but parking area, you eject"... but that kind of sucks :P About screenshots, I have not yet found a way to ask lua how many files there are in the screenshots folder... or more correctly, I have found several ways, but none seem to work with lockons lua implementation

I wish DCS engine had global map, as subs17 mentioned. With 3rd party help DCS could replace FS9/FSX and CFS2 someday...

The big Ross 'The Boss" Brawn amazed me. Great car of Brawn team. It even looks fast while standing. Kudos goes to Jenson too. I've always believed he's a potentional champion. Maybe his time has come...

mmmmmmmm... Does somebody remember this?? I really hope A-10A someday. It shouldn't be any hard after A-10C, at the end both have the same systems. Regards!!

things change... move with the program..

I believe the original plan was for DCS to have A10A and not A10C, but that changed due to the contracts that gave them the ability to properly model the A10C.

No more Truffles to that "guy"... Viper LMAO, cut it off, it's only morning... I'll need my butt latter in the day :D

Addicted to Truffles, eh? :P

simple... create one new username for yourself... use your friends info if you want... then buy the download version then give your friend login info for that username and he/she'll be able to download it.

I just add a few new mods and Groundpounder terrain Beta 1.01 APR 2008 SIMMOD A-10A Model. Both of which are EXE files. After installing I have a silve A 10 with the longest list od skins I have ever seen each with a country name attached to it. Can any one tell me how the un-install the 2 EXE files or do I have to re-install the whole program???

спасибо