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scrtagnt69

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Posts posted by scrtagnt69

    Which chopper to start with?

    in DCS: Ka-50 Black Shark

    Posted · Edited by scrtagnt69

    Hands down the Huey will teach you the fundamentals of actually having to maintain control of your aircraft none of the flight stabilization aids found in KA-50.

     

    The real question is do you want to be in control and be a true PIC or do want to sit back and enjoy the ride ?

     

    The Old Girl will aggravate you to the point of no return and then one day you find her sweet spot and you will not want to be without her.

     

    Best wishes

    • Like 1

    Building mod

    in Utility/Program Mods for DCS World

    Posted

    Since I am sure most if not all of those files reside in zip files, you might want to look at this post if you have not seen it.

     

    Modding zip files an easier way

     

    How can I find the root structure of the terrain mods to be able to use this method ,I know it works because I used it to install the Gauges mod for the UH-1 yesterday.

    The terrain mods are confusing because of the different seasons and I am not sure if each season needs it's own folder.

    Celebrate 50 years of the huey being in service

    in DCS: UH-1H

    Posted

    58 years of service.

    22 October 1956: Bell Aircraft Corporation Chief Pilot Floyd W. Carlson and Chief Experimental Test Pilot E.J. Smith, make the first flight of the Bell Model 204, XH-40-BF, serial number 55-4459, at the Bell factory at Hurst, Texas.

     

    She is currently is in non display storage at the Army Aviation Museum at Fort Rucker,Alabama

     

    [/img]

     

    XH40coldstorage_zps2361424d.jpg' alt='XH

    Some Huey Questions

    in DCS: UH-1H

    Posted · Edited by scrtagnt69

    Like Cibit said there are many great missions and full campaign/ops,, and mods that gifted folks have blessed us with.

    Bonus is the capability to create your own missions ranging from free flight to HEMS/MEDEVAC all the way to making gun runs and wreaking havoc on the enemy as your cannons glow red from the insane amount of firepower you or your crew can deliver , to massive online ops with diehard rotor heads.

     

    IFR/VFR navigation is fully operational and very simple to use.

    With many tutorials available on YT.

     

    Your getting on board at a good time with all the kinks worked out of the flight model , us poor souls who have been flying since the beta release in the first quarter of 2013 have experienced death many times over..current FM is much more user friendly.

     

    I can guarantee you that you will not be disappointed , get the Huey and beat the air into submission.

    See ya out there ! :thumbup:

     

    " There are two kinds of pilots..

    Those who flew the Huey and Those who wish they did "

    Manual Use of Governor for Overloaded Takeoff?

    in DCS: UH-1H

    Posted · Edited by scrtagnt69

    I also asked Bookie about the bounce and flex of skid.

    His reply:

     

    I do not know about flex and other scientific stuff designed in, but we would sometimes be so overloaded that we would have to make a running take off with the CE & gunner running along side the bird to reduce weight. We could hover just a bit as we moved forward and would bounce several times before getting enough air speed to reach translational lift. The crew would jump aboard at the last moment and we would be airborne.

     

    bookie_1_zps04d31b4b.jpg' alt='bookie_1_

    Manual Use of Governor for Overloaded Takeoff?

    in DCS: UH-1H

    Posted · Edited by scrtagnt69

    I asked my buddy Steve "Tooth" Bookout what situations he had been in that warranted flipping the GOV off (beeped'er)

    His reply...

     

    Yes, I have beeped’er up to get out of a hole.....I graduated as a Warrant Officer 1 in May of 1969 from helicopter flight school and wound up in Viet Nam a month later. My first duty assignment as a helicopter pilot was with Charlie Company, 158th Aviation Battalion, 101st Airborne Division located in I Corps. My call sign was Phoenix 62. Charlie Co. flew ash & trash (passengers & misc. supplies), combat assaults, supported ARVNs and Special Forces/SOG teams. We also "jumped the fence" on a regular basis into Laos and once in a while, North Viet Nam.

     

    My first mission came the next day after signing in at the orderly room. A Special Forces team was in very heavy running fire fight about nine miles into Laos. They had suffered dead and wounded and were running low on ammo. I was grabbed to fly co-pilot as everyone else was out flying. The unwritten law of Phoenix was: “If Americans were on the ground, Phoenix would get them out". Upon arrival, it looked like some photograph of the Argonne Forrest in WWI. The LZ was at the edge of a cliff. The LZ had trees knocked down, shattered into grotesque shapes, no leaves at all, and others standing with their tops blown off and limbs severely damaged. LaosSmoke was rising here and there. We were required to hover down thru the remains of those trees still standing in order to get the troops on board. This required us to swing the tail rotor one way or the other several times to avoid striking limbs and branches. Crikey, I was not prepared for what was occurring in such a short span of time….and this was only my second day with Phoenix!

     

    NVA (North Vietnamese Army) were at the edge of the woods running towards us like demons and firing AK-47s. We had punctured the belly of the Huey with a stump without getting the skids on the ground and had to work ourselves off of it. The Green Berets were throwing their dead and wounded on board as quickly as possible, all the while returning fire at the advancing enemy. Even though all our weapons were working overtime, the PAVN (People’s Army of Viet Nam) kept coming. (I was no help because there were only six rounds for my .38.) We attempted to bring her up, but the ship was overloaded. Every unessential thing, helmets, packs, chicken plates, cans of oil, and etc. were tossed overboard trying to lighten her. The old girl was carrying six more passengers than what she was designed to carry, but ever so slowly we arose. I had beeped the engine up to MAX. RPM, but it started to decay as did rotor rpm about half way out of the hover hole. I was pulling the guts out of the turbine engine. Rounds had hit our bird in several places and the temperature gauges started to climb. Our main rotor blades chopped through branches and limbs and a pretty good vibration had set in before we climbed over the twenty foot tree stumps. After clearing the trees, we pedal turned, dropped our nose over the cliff and took a roller coaster ride down the mountain side rebuilding rpms and began our run towards the A Shau valley and home. Both of us pilots had sweat rings in our armpits, nerves were really frayed, engine and transmission temps still climbing, the rotor vibrations getting worse, and the smell of the dead were making the idea of getting back home seem remote. Somehow, we made it back to Camp Evans and shut down at the surg hospital. Upon inspecting our aircraft, we discovered about 2 feet of each main rotor blade had been sheared off in the trees. Our transmission had taken a hit and the engine had two bullet holes. While walking back to my hooch, I was thinking this had been one Hell of an initiation.

    The company was kept very busy for the next several days. A thirty ship combat assault had just been completed one afternoon and my aircraft commander, who was also our instructor pilot, said "Mr. Bookout, you haven't had your standardization check ride and the local area orientation ride to show you the boundaries of our area of operations yet." He gave me an autorotation upon arrival at Evans and I greased her onto the runway. We were both laughing as we hovered over to the "nest", because the two rides were supposed to be the very first flights I took---well over two weeks earlier.

     

    When we'd go to Quang Tri for a SOG mission (you can read about us in 'The Price Of Exit' by Tom Marshall, and CW2 by Layne Heath, both ex- Phoenix pilots) we'd be told that if we went down, we'd be listed as missing in action-presumed dead. No one was coming after us and we accepted it as it was our job. Sometimes we weren't allowed a map to get us to the drop off point and we'd have to rely on one of our pax (passenger) to guide us to the insertion point. We knew how to get home, though. Once we made the insertion, Marshal Dillon's sage advice to "get out of Dodge" was quickly followed.

     

    Laos_zpsd2503a0e.jpg' alt='Laos_zpsd2503

    Manual Use of Governor for Overloaded Takeoff?

    in DCS: UH-1H

    Posted · Edited by scrtagnt69

     

    FF to 13:00 min mark for statement and actually demo of the "bounce"

     

    I do know that in the early 60's a single UH-1B loaded 36 people on a single mission and was able to evac the full load + crew will look for actual article and pics in US Army Aviation Digest to cite and post.

     

    Also the first firefly mission flown by my good friend 3-3 w/ the 120 AHC Razor Backs he flew at treetop level 25-30 kts GOV off for the entire mission battling to maintain ETL and avoiding VRS.

     

    Keep in mind that most chopper pilots in VN broke every rule in the book while flying.

     

    1654302_382073915265823_841416037_n_zps9

    Manual Use of Governor for Overloaded Takeoff?

    in DCS: UH-1H

    Posted

    In RL the VN chopper pilots used the Gov,running,bounce..even resorting to some crew members running along side of the AC during a running start (dragging skids) and jumping/diving in after a 1.5-3' lift was obtained..The bounce was the most common used.

     

    I would have to say lowering the throttle after flipping the GOV would defeat the purpose all together.

     

    http://www.dynamicflight.com/flight_maneuvers/running/

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