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GumidekCZ

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Posts posted by GumidekCZ

  1. COVERT selector knob - basicaly selects, which lights the pilot wants to be switched from "naked eye visible" into INFRARED SPECTRUM (same spectrun as LITENING pod IR designator) - VISIBLE THROUGH NVG (Reafuel, lower wingtip lights, low formation light are not capable of IR emission). By switching between BRIGHT and DIM the pilots can set intensity of Covert lights IR emission.

    On 10/23/2021 at 12:14 AM, Crptalk said:

    While we're on the subject, will we be getting covert IR external lighting for the DCS F-16? AFAIK it's not implemented yet in DCS.

    WHEN? ED, WHEN? we are waiting.... (:o)

    image.png   image.png

    • Like 1
  2. Bump

    We still don't have any tool how to setup fighter to fighter Tacan for AI pilot in mission editor with proper +63 channel difference rule.

    I still have to set same Tacan CH to get Yardstick on my AI lead aircraft. We all know that it's wrong. We are patiently waiting for this feature in ME since A-10C was released.

  3. 23 hours ago, Nealius said:

    On the current build I get no pitch up over the deck, and the sudden decrease in AoA bug also appears to be gone. However this is with the wake turbulence setting off.

    Thats because these two effects are STUPIDLY connected by single switch in DCS options.  Wake turbulence set to off = Badly modelled Burble off

  4. NOT IN SINGLE RW VIDEO of any airplane landing on carrier can be seen similar effect we STILL have now in DCS. THERE SHOULD BE NO, NOSE PITCHING UP near the end of the deck. ☹️

    I was hoping that yesterdays Hornet FM update would fix this idiotic behavior, but unfortunately not 😞
    Im still patiently waiting, for fix. Then, and only then I will turn Turbulence effect in settings back to ON - so stupid than vortex behind big aircraft and burble effect behind ship is bound together and not divided into 2 separated setting switches. 🤒

    • Like 3
  5. Generaly Rockeye (MK 20) have fron fuze modelled for every module here in DCS, not just F-15E.
    IRL for MK 339 MOD 1 fuze, you can load two separate values of Arming Delay corresponding to the primary (AD1 - NOSE) or secondary (AD2 - NSTL) option timers - both timers set on ground. As you cycle inflight between NSTL and NOSE, the function times change to reflect this. TAIL select = DUD.
    Rockeye was fitted only with a primary and secondary timed delay fuze, which had to be both preset on the ground. Settings from 1.2 to 100 seconds.
    The fuze is preset at 1.2 seconds for primary delay, and the option delay is preset at 4.0 seconds.

    M8tuseQc7EKstEF3N3YPIO1Rk3FheyQfdhnG6kHo

    If you want the munition to function at a particular burst altitude (BA) to optimize coverage, you  need only load that altitude in the SMS and the pull-up anticipation cue will function to let you know when you reach that (minimum) altitude. In this sense, the pull-up anticipation cue is not trying to satisfy a minimum fuze arm constraint, but is trying to indicate the optimum release point to ensure the correct function altitude.

    https://info.publicintelligence.net/USNavyRocketBombFuzeManual.pdf
     

  6. Because My June 2020 report still not solved and I found even more strange BUG behaviour, Im opening new report topic.
    Old one:
    Me flying MAG 270° (Caucasus map 276,2° TRUE), Harpoon set by UFC to fly MAG 270°, but instead of that, Harpoon fly its TRUE HDG 270°

    New find:
    Me flying MAG 260° (Caucasus map 266° TRUE), (Avionics set to MAG) Harpoon in BOL mode set by UFC to fly bearing 260°
    Than I switched avionics to TRUE and on HSI the line of Harpoon flightpath is correct ... 260° of TRUE, but after launch, the Harpoon will fly 254° TRUE.
    Thats radiculous! The missile should fly on type of bearing (MAG or TRUE) selected in avionics in time of bearing enterd in UFC. If MAG/TRUE changed in A/C HSI page after that, nothing should change - the bearing is already in memory of Harpoon INS. There is no command that should change it.

    track attached
    Harpoon_BOL_bearing_BUG.trk

  7. Well, this document for Mi-8 describes in more detail everything I tried to explain above.

    Aerodynamics_Mi8.docx

    Особенностью работы НВ является инерционность его лопастей. Поэтому начало взмаха лопасти отстаёт от начала изменения угла установки на угол азимута приблизительно 90° −σк, где σк − характеристика регулятора взмаха. Это создаёт неудобство управления, так как не обеспечивается независимость каналов управления  вертолетом.
         Конструкция системы  продольно- поперечного управления вертолетом включает в себя так называемое опережение управления, назначение которого:
         -обеспечить полное соответствие наклона равнодействующей НВ Rн отклонению ручки циклического шага (РЦШ);
         -исключить взаимовлияние продольного и поперечного каналов управления, вызванное инерционностью лопастей.
         Опережение обеспечивается: смещением пальцев крепления тяг продольно-поперечного управления на 21° против вращения НВ (рис. 32), а также подбором характеристики регулятора взмаха (угла σ).

    TRANSLATED:
    A special feature of the main rotor operation is the inertia of its blades. Therefore, the beginning of blade sweep lags behind the beginning of attitude angle change by an azimuth angle of approximately 90° -σk, where σk is the characteristic of the sweep regulator. This creates inconvenience control, as it does not provide independence of helicopter control channels.

    The design of the system of longitudinal and transverse control of the helicopter includes the so-called control advance, the purpose of which:
         - provide a full correspondence of the slope of the equinoctial force of main rotor disc Rn to the deviation of the cyclic pitch stick;
         - exclude mutual influence of longitudinal and transverse control channels caused by blade inertia.

    The advance is provided by: shifting the longitudinal-transverse control linkage pins by 21° against main rotor rotation (Fig. 32), as well as by selecting the sweep regulator characteristic (angle σ).
    obrazek.png
    Fig. 32 Control advance mechanism

  8. Drawing from which I measured the angle of pitch horns 36° (Tau) and falp stiffening angle 26° (Sigma)

    HOW THE ANGLE σ1 BETWEEN PITCH HORN AND HORIZONTAL (FLAPPING) HINDGE IS AFFECTING THE BLADE ANGLE ф :
    (ΔΨупр - is the offset angle of swash plate control = for Mi-8/24 it is the 21° )

    Угол  опережения  изменения  циклического  шага  лопасти  определяется коэффициентом  компенсатора взмаха лопасти (к),  углом  поводка  лопасти  σ11 и  средним  углом  поворота  (отставания)  С0  лопасти  относительно  вертикального шарнира [6]:    ΔΨупр =< σ11 - С0 -  arctg(k)  (1)
    Компенсатор  взмаха  в  системе  управления  лопастями  несущего  винта (рис.29) -  это особая кинематическая связь угла установки лопасти  ф  от угла взмаха лопасти  β НВ при ее вращении в своей плоскости, обеспечивающая автоматическое уменьшение угла установки лопасти при взмахе вверх и увеличение его при опускании лопасти.  Это нужно для регулирования и ограни чения взмаха лопасти в плоскости ее вращения.

    obrazek.png  obrazek.png

    DeepL translation:
    The advance angle of the blade cyclic pitch change is determined by the blade sweep compensator coefficient (k), the blade leash angle  σ11 and the average angle of rotation (lag) Сof the blade relative to the vertical joint [6]:     ΔΨупр =< σ11 - С0 -  arctg(k)  (1)
    The blade sweep compensator in the main rotor blade control system (Fig.29) is a special kinematic link between the blade setting angle ф and the blade sweep angle β HB during its rotation in its plane, which provides automatic reduction of the blade setting angle during upward sweep and its increase during blade descent.  This is necessary to regulate and limit the blade sweep in the plane of rotation.

    obrazek.png

  9. obrazek.png   in attached doc on page 28 (this graphic not representing Mi-8 control)
    Рис. 8.18. Угол опережения автомата перекоса:
    Величина угла опережения автомата перекоса у разных вертолетов различна и находится в пределах 20-26° (у вертолета Ми-8 dАП =21°).
    При отклонении ручки продольно-поперечного управления, например, вперед наружное кольцо с тарелкой ввиду наличия угла опережения отклонится вперед и влево, а конус вращения несущего винта в результате циклического изменения установочного угла лопастей отклонится строго вперед.
    Translation:
    Fig. 8.18. The advance angle of the automatic skew control unit:
    The value of the advance angle of the automatic tilt control unit varies from helicopter to helicopter and is in the range of 20-26° (Mi-8 helicopter dAP =21°).
    When the longitudinal-transverse control handle is deflected, for example, forward, the outer ring with the plate, due to the presence of an advance angle, will deflect forward and to the left, and the cone of rotation of the main rotor will deflect strictly forward as a result of a cyclic change in the installation angle of the blades.
    Source:
    8. Управление вертолетом Ми-8.doc

  10. I´ve got it!

    I have found explanation in Czech Technical University Bachelor thesis (Google translator or any other comes handy):
    https://core.ac.uk/download/pdf/30291859.pdf
    There is an angle between axis of (flapping) horizontal hindge and pitch horn (point A) - in picture angle designated as Delta
    According to Mi-8 aerodynamic manual 0,5 = tan(Delta) , so the Delta = 26,6°
    This angle decrease desired 90° angle. As measured by myself from drawing, it equals roughly to 36°
    So well known Mi-8 swash plate offset angle 21°(Delta) + Angle of pitch horns 36° (Tau) + above described lag angle 26,6° (Sigma) = 83° almost our desired 90°
    Note: my angular measure were dony only on my laptop screen with help of some tools and probably have some errors.


    image.png?ex=6580008d&is=656d8b8d&hm=e1c

    SWASH PLATE BUG - fix axis of movement for lateral and longitudal tilt by 21° CCW. Keep rotor disc animation as it is now.
    Mi-24 Hind have identical main rotor hub and swash plate machinsm with same angles as described above.

     

    • Like 1
  11. 22 hours ago, AeriaGloria said:

    Rotors don’t behave like an exact gyroscope though, most helicopters have different then 90 degrees for precession. Do you know how much it is for Mi-8/24? I might have a source somewhere, but I believe it’s considerably less then 90 degrees 

    Swash plate never have 90 degree tilt offset because part of 90 degree angle will account to pitch horn angle offset. At Apache and Blackhawk it's exactly 45 degree swash plate +45 degree pitch horn.

    Gyroscopic momentum Always act in axis perpendicular to rotation and force applied.

    The swash plate have most common tilt offset of 180 divided by # of blades. Look at 3, 4 or 5 blades rotors and you will see that it's matches.

  12. Simply, the swash plate is controlled so its tilted 90° precceding the tilt of rotating blade disc due to compensation of Gyroscopic precession effect.

    !!! EDIT: NOT EXACTLY TRUE - SOLUTION IS DESCRIBED BY ME IN THE TOPIC DOWN BELLOW !!!

    In DCS the movement of swash plate and rotor blade disc is in same plane - WRONG.
    SIKORSKY_HELICOPTER_FLIGHT_THEORY FOR PILOTS AND MECHANICS - ADA119096 - starting at page 27

    Mi8_swash_plate_BUG.trk

    Mi-24_swash_plate_BUG.trk

    Main_Rotor_mechanics.png

    In the video bellow, when the swash plate tilted to the side, the blade disc in flight will be tilted forward or aft - controlling the PITCH.

  13. I think, that it is still a BUG, proper way how it should work can be now achieved only by selecting WP FSK - then STEERPOINT - then WP FSK again - and now WAYPOINT ... here the created mark points and waypoints can be cycled as they should from the start, not only by going through here described process.
    In my track, Im again trying cycle to saved waypoints, but without success, but then I use the above described process and voala, CDU WAYPOINT page working like it should be.

    A-10C_CDU_WP_page_BUG.trk

  14. @Lord Vader My problem is, that when STEER PT dial set to MISSION, than when markpoint created then the CDU screen somehow (bug) switch like if the STEER PT dial is set to MARK, without abylity se cycle there by +/- rocker between waypoints, only markpoints can be selected there. Now switching STEER PT dial between MISSION and MARK show the same and have same behaviour - acts as identical page. No waypoints shown.
    I've been going through the Baltics TEW 3.0 campaign for the past few months and I'm pretty sure this behavior wasn't there before the 2.9 update. I had been able to cycle through all waypoints AND markpoints.

    As RW and DCS manual says:
    obrazek.png
    - Not able to do so, after markpoint created.

  15. I have found NO evidence, of LITETING pod ability to Auto adjust the Gain & Level like Im experiencing today in DCS A-10C.
    When Im working on targets and clouds near by, Im about to Quit the mission, because this bug will spoil my enjoy from the mission.
    A-10C_LITENING_IR_BUG.trk

    This bug can be found across entire range of DCS IR sensors.

     EDGE OF CLOUD (Black&White BUG ):                                                    THEN I SLEW UP A LITTLE (now without the cloud its correct again):
    obrazek.png              obrazek.png

     

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