Furia

You do not fly "magnetic" headings here, you should fly a "magnetic track", but actually what you must do is to fly directly to the IAF on this case LU NDB using your navigation equipment. If you fly using magnetic headings inestad, those do not take into account wind so you will drift and miss the station and the appropiate angle to intercept it. So the proper procedure in NEDEK 1B is that after overflying NEDEK, fly directly to the NDB using your navigation equipment. If you do it right you will fly a "magnetic track" of 173º for 24 NM. The IAF of for the NEDEK 1B is not a TACAN but Batumi NDB (LU).

Thank you for the nice comments guys. I am just trying to be of help and share the little bit I may know about this thing we all love that is flying!! :joystick::pilotfly:

Hi Loz. It happens to me the same :D I had to read again the Flight Manual of the UH-1H because I have forgoten a lot of stuff. I have flown many types of helos since then and the only one I remeber correctly is the one I am flying now. For the rest I should get back to study again if I had to fly them again. :doh: As an Instructor you surely know autos in and out. :smartass: Nice having another rotorhead around. :thumbup:

I think here is the key of the issue. You are mentioning the entry into the landing phase. I was talking about the glide path descent attitude and speed before that phase. So I guess we are talking about diferent phases of the autorotation. If you see the video again you will see that I keep around 80 knots until the "level off" before the flare. That gentle level off at 200 feet is what I guess you can call the entry into the landing phase but not the flare itself. Please correct me if I am missunderstod that During that level off the helicopter decelerates smoothly passing through the 60 knots mark before entering into the flare itself. On the video I made the final flare at around 30-40 knots and as you can see the Huey did not skided more than a few meters and contacted smoothly the runway so thos 80 knots on the glide path didn't forced me to make a heavy flare or use much ground in stoping the aircraft. This 5 minute video is a simple, and basic demonstration of a normal autorotation with the Huey so the non profesional pilots could get an idea of how it is. I failed to add in the video that in the event of a full engine failure and before landing you have to secure the engine, close fuel, call mayday, switch off batery. ;) As you know the art of autorotation is complex and requires much practice and knowledge of the helicopter aerodynamics and that was out of the scope of the little video. But I am confident that if our Huey pilots face an engine failure and lower the collective promptly and seek an attitude of 80 knots they are in the safe side to perform it. I have a question for you because this has called my attention. I have never flown a Chinook and the heaviest helicopter I have flown was the Ka-32 however I found those 60 knots you mentioned pretty low for such a heavy helicopter. I just happened to have access to the US Army Technical Manual CH-47D Manual TM 1-1520-240-10 and found out this there: I guess you mean to get the 60 knots just right before the flare at 50 to 75 feet. Did I undertood it right? By the way I have to say I have the outmost respect for the RAF, one of the finnest in the world so if they did it that way that means it was well done. :)

Yeah, because I though the actual Hellfire range was classified

I am not sure where this info comes from. In 20 years flying career and with multiple types of helicopters I still have to see the "usual autorotation speed" golden number In the helicopter I flying now the AW-139 the recomended autorotation descent attitude produces around 80 knots Maybe you are confusing it with the speed of minimum rate of descent and this does not mean it is the "usual" one Every helicopter have different autorotation speeds for a given glide ratio and rate of descent so there is not a "common" airspeed for all types of helicopters. It is posible to safely autorrotate at 60 knots, that would give you a reduced rate of descent and more time in the air....however if for some reason you need more rpm on your flare you will not get them as much as if you had some extra speed to trade for On the UH-1H model with composite blades that is the DCS UH-1H module the Best rate of descent speed is 59 KIAS while the Speed for maximum glide distance is 94 Kias. In the real UH-1H Flight manual the Autorotation Glide charts use 80 knots as example Anything between 60 kots (Best rate of descent) and 94 knots (best speed for maximum glide distance) is OK. There are many conditions that make a pilot choose one or another speed. The most important is the rotor Rpm, the distance and glide path angle to the selected landing point....... An one very important consideration, the more airspeed you have above those 60 Knots( but not exceeding more than thos 94 knots) can be nicely traded by rotor Rpm in the flare and this is a very convenient comodity to have in your pocket because in a real autorrotation if you make the slight mistake on your flare, on in the glide path angle to your landing point, if you miscalculate the surface head wind, ground obstacles, if you are heavy and have a higher rate of descent than anticipated in the flare.... having some extra speed that you can trade for some extra rpm (rpm = lift) that would mean the difference of being able to "do something" or not. For this reason if possible, it is advisable, conditions permiting, to keep up some extra knots that you can trade for extra energy in your rotor in case you need it. In the video we had a nice runway ahead and the proper conditions for an autorotation. I had not to worry about landing in a confined area so given the option by default that 80 knots allowed me to land safely and keep the extra energy reserve. Surely if the conditions are such that involve the need to keep that minimum rate of descent, I can nicely do it. However given the choice I prefer to keep some extra speed to trade in case it is needed. If the conditions allows you (rpm, helicopter weight, density altitude, wind and position of the suitable landing zone) I would recomend you keep those few extra knots in your "pocket" Maybe one day you will need them. :thumbup:

This is a cool video!! :thumbup:

So far it works great for me. No crashes and records all MP time and kills so far. Got no new medals yet with the Mod so I cannot tell about that issue. Thanks for the MOD, it is really nice to have!

I have the same trouble. Does anyone have found a solution for this?

Hi. Can we use TARS with CA units or with the SU-25T from DCS World? On the TARS control pannel I see on the bottom some lines for User Frequency. Can we use that to comunicate with Combined Arms players or with the SU-25T? Thanks!:thumbup:

I really like this Mod and the option to records the online flight time, in my case about 95% of my DCS time. However I have a compatibility problem with this mod and the Multiplayer Message Removal Mod since both use a modified version of the Events.lua file. Would it be possible to have one version of the MP Logbook that includes the Multiplayer Message removal lines on the "events.lua" ? Thanks a lot :thumbup:

Very good video. Thanks!!

My first impressions are REAL GOOD!!!!!!!! :thumbup:

Is this a bad joke??? :doh:

On the meantime they release one, we can always see this one.

Bignewy is quite right. If you like missions like a shooting range for A2G you can select some of those avalaible in some servers although for that pourpose you can also fly it SP most of the time The air war and aplication of air power is far more complex than just bombing some harmless AI from 25000 feet with guided ammunition. The good thing about having FC3 units is that you cannot longer hover with your untouchable A-10C droping bomb after bomb. That can only represent low intensity theater of operations. Many of us enjoy the challenge of providing CAS to our AI troops with the A-10C while the enemy has human fighters in the air. It is hard, more dificult and more challenging but as you can see in most popular MP public servers, this is what the people likes and thoseservers are always full. Of course the scenario must be made properly to prevent enemy fighters to do the same rhing we were doing before with the A-10C that is hovering on top with no risk or danger. If both sides have fighters, the enemy most of the time needs to worry about our CAP. Place some powerful SAM defences near the FLOT and let everybody sweat and enjoy the challenge. :thumbup:

Thanks for the link of Robert Mason page. Very interesting pics :thumbup::thumbup:

Gentlemen I do not know if you have heard about this book. I do own a lot of books about helicopter operations in Vietnam and along Chickenhawk, this one is my very favourite. Real good. I highly recommend it. Must be well valued, look at the price in Amazon :cry: If you can find it somewhere, buy it. It is really worth.

This thread helped me a lot. If you have a TM WH, here is your solution:smilewink: http://forums.eagle.ru/showpost.php?p=1581780&postcount=6

I have CA and I also run a server on a dedicated maxhine. Since I only have one CA license, that one is on my game PC. The server only has DCS World installed. On the server I can not see any CA slot because it has not this module installed although it can nicely host the game with CA players in the mission. Strangely I can see a-10 , KA-50 and any other slots despite not having those modules installed either on the server. I proudly own all DCS modules in my game PC. This just happens with CA

Here you can see again the value of a DCS C-130. With the same Airframe you can have very exciting variants that will allow us to do many different roles andif one day the AC-130 is delevolped I will be very happy. The 130 can do a lot of tasks from transport, refueling, "spec ops", gunner..... We are happy because we are going to have the wonderful UH-1. The Herky is its fixed wing brother. :smilewink: Plus being a tanker.:D

Those curves worked just nice Jorge. Gracias

You can see the approach here in video although be advised I was intentionally busting the minimums (Visibility and ceiling was ( 0/0) just for testing. :music_whistling:

The issue is that we have the tools to make it realistic or not. It was not realistic before when a pair of helos could wipe out a full tank battalion without a sweat, neither it is realistic now if the CAP can do as pleased unopposed. To lock and engage succesfully a low level helo, the CAP must fly relatively low on the FEBA and that involves a lot od risks unless the mission has no Air Defence units neither enemy fighters. So if the mission is "realistic" the tanks will have their own Air defences, and even some CAP The helos will have their own Air defences on their side of the FEBA and probably their own CAP. That makes things realistic. So if if one side is able to neutralize the other side CAP and the other side Air Defences, then it will be realistic sittuation that the helos would be so exposed. I cannot imagine myself going hunting for helos with an F-15C when the helos are operating in an area with SAM other Air defences and with an enemy CAP nearby. So it is not the helo that has lots its magic but as it has been said here, the quality of the mission. There are great server out there with no F2 and with Fog of War activated including a realist deployment of Air defence forces that make the experience for all players (helos, fighters, Attack planes, Ground Commanders) a pleasant and realistic one. For me now DCS Worl is even more realistic than before if the scenario is properlly designed. :thumbup:

It is surely worth. Even the users noT owning CA will enjoy its features when they participate in a battle that instead dumb AI, the have their own forces and the enemy forces conteolled by hummans and a human Jtac ask them to deliver ordnance on target or to provide a CAP. I personally enjoy playing GFC or JTAC.