effte

Rico hints at another important point. You get as much thrust as you can burn fuel. The more fuel you burn, the more you heat the air and the more power is produced. For maximum power, you run the engine to the structural limit (max RPM) or the limit when you melt engine parts (usually turbine blades), whichever comes first. Ir you are temperature limited, lower ambient temp means you can burn more fuel and reach a higher power setting.

Maximum airspeed with flaps extended is 200 KIAS. At FL150, that's about 250 KTAS. If you still have the flap lever in anything but "up" by then, you are in error. The stall speed clean is below 150 KIAS. 220 KTAS at FL150 is around 175 KIAS. Tanker orbit speed for A-10 ops is 255 KIAS, to enable the tanker to slow to A-10 AAR speed of 220 KIAS for the RV. AAR references http://www.raf.mod.uk/rafcms/mediafiles/4300B099_5056_A318_A8C70417169E52AA.pdf http://www.raf.mod.uk/rafcms/mediafiles/4300B099_5056_A318_A8C70417169E52AA.pdf Out.

This was discussed in another thread, and I think the conclusion was that you enter the altitude in feet but the simulator converts it to even thousands of meters "behind the scenes"... only to retranslate it to thousands of feet when presenting it again. Hence, 6000 feet becomes 2000 meters becomes 7000 feet on your CDU display. 6000 ft = 1829 m, rounded to 2000 m 2000 m = 6562 ft, rounded to 7000 ft IOW, enter "6" and you'll see "7". 7000 ft would work though, unless there are offsets in there somewhere - might well be. Cheers, Fred

Well, I doubt you'll typically be given a choice as to the munition to use. And the person who do gets to choose works for the tax payers. Norden's fine and dandy if you're planning on dropping a stick while flying in formation. Otherwise, I think the LASTE is a better option! :) I love the wind drift instrument they had in the good old bombers though. Now, why don't we have that in aircraft today? It would make life so much easier when navigating properly.

A quick google indicates there are between 20,000 and 50,000 reasons per boom to use dumb bombs when possible. ;)

Next step in the Pursuit of Realism: The virtual officer responsible for compiling the briefing material demoted to the rank of private, deemed unsuitable for service and transferred to the role of liaison with the Swiss High Sea Navy due to persisting with his refusal to follow SOPs and use the correct units.

Terminology, the importance of which was illustrated by the OP apparently suffering from enough confusion to think it worthy of mentioning. Not adhering to established terminology is a killer. Ah, looked for good examples to illustrate but ended up finding an interesting and rather fun lecture on communication in aviation instead. Having coffee whilst watching this beats googling, so it'll have to do. :)

...and finally: IRL you carry charts giving you all the information you need.

All wrong. The world was ending on new years eve 2011, i e in only a few days from now! Another calendar was found which ended already by the end of this year. Fortunately, I was able to avert this impending disaster and save the world by ordering new pages from the manufacturer. You all should probably worship me, or at least send gifts or something...

I heard another one. An aide comes in to Putin and tells him: "I have good news and bad news". Putin says, "Let me hear them". "The good news is that you won the election. The bad news is that nobody voted for you". I hope that's not going too far over the line as far as the forums rules against off topic and political posts go. :) Cheers, Fred

That's what the yellow stoweable ADI bars should do. Initially, they did (although not very well). Last I heard, they're still acting CDI repeaters with no way to change it.

Sorry mate, blade flapping it is but the flapping due to disymmetry of lift is not the main culprit here. Time to go review your notes and/or literature, methinks. If that doesn't do it, read what I posted above. That's physics, and arguing with physics is setting yourself up for a fall. Newton has a habit of smiting those who attempt to oppose Him. If still in doubt, point out the bits which you think are in error and we'll try to sort it out. Unfortunately you wouldn't benefit much from the reference books I have at hand. First, you wouldn't be able to get hold of them and second, I think the language would present you with some difficulties. Third, they are in a box somewhere and I really don't feel like going on an archeological expedition in the basement trying to find them. :) While I'm normally hesitant to offer the FAA series of handbooks as a reference as they have a history of being riddled with implicit simplifications, peculiar definitions unique to the FAA and outright errors, they are easily available and printed in a common language - significant benefits which are hard to ignore. You could have a gander at the FAA Rotorcraft Flying Handbook. More specifically pg 3-6 and the section "Disymmetry of Lift" (and stop by pg 3-4 and gyroscopic precession on your way there). (My boldface.) IOW, disymmetry of lift causes both rotors to tilt aft, as I already described above. Not nearly as bad as one rotor tilting left and the other right, as I also described. You can also consider the case of cyclic inputs. Which side of the swash plate goes down (increased AoA/lift, assuming trailing blade edge linkage) if you give forward cyclic? Which way does the rotor tilt? Googling is always interesting. I found this page, which describes it nicely, at least judging from a quick read-through. (My boldface, first paragraph is on disymmetry of lift due to retreating/advancing blade.) Still not satisfied? IIRC, you're working in a helo operation? That leaves you with the final option of calling your OEM tech rep and making sure to get an engineer from flight dynamics on the line. Cheers, Fred

Perhaps "accidental omission" would be a more accurate word to use than "bug"... but then we're getting into philosophy and quite a lot of the bugs found wouldn't be bugs. Now go dig into those .luas and set it straight! The ED community is counting on you... ;)

Unfortunately, it is also incorrect. As I hinted at before, the rotor is essentially a gyro. A gyro has precession. In other words, if you apply a force on one side, the effect will be as if the force was applied 90 degrees later in the direction of rotation on a solid disc. More lift on the advancing side of the rotor means the forward edge of the rotor tilts up - the rotor tilts aft and not to the retreating side as the unsuspecting layman might assume. Disymmetry of lift means both rotors tilt aft. I'll have a go at a simple explanation: Forward airspeed means there is more lift, as compared to the average over a full rotation, on the blade all the way from where it is pointing directly aft to the point where it is pointing straight forward. This means the blade will flap up all the way from directly aft to straight forward, reaching its highest point when it is pointing straight forward. Coning combined with forward airspeed on the other hand means the blade has an increased angle of attack in the forward half of the rotation, meaning it generates more lift and flaps up to reach a highest point when pointed straight to the retreating side - the rotor tilts to the advancing side. (In the real world our wonderful theoretical 90 degrees will typically not be exactly 90 degrees, but we can safely leave that aside for now. I'm also thinking rotor clashing could be remedied, at least to a degree, by reducing blade pitch during the forward portion of the rotation for both rotors - i e effectively giving the rotors left/right cyclic respectively. I wonder if that's done to any degree. There's probably a complication I'm forgetting - there always seems to be when dealing with the whirlybirds. :))

That's incorrect. It is the responsibility of the JTAC, or anyone else giving a MGRS coordinate, to supply the grid zone designator unless it is absolutely certain that it can be omitted without creating any ambiguity whatsoever. It's a bug allright. I wonder if the .lua can be edited, as with the omitted leading zeroes?

Yes, massive. It ruins the suspension of disbelief instantly and thoroughly the moment you hit rain and see the streaks appear from somewhere off to the side even though you have the ball centered. As to your question, I'd say it's nowhere near often enough if we take the point of view that we are to simulate real world flying. Georgia isn't exactly California. You should see rain quite often. To choose only fair weather to fly in is not an option for real life ops, so that'd be gamey. Sorry. :)

That causes both rotors to tilt in the same direction (aft with increasing airspeed) so it is less of an issue as far as rotor interference goes.

It happens, at high speed. Coning plus airspeed plus precession causes a rotor disc to tilt to one side with increasing airspeed. As the direction of tilt depends on direction of rotation, this effectively becomes an airrspeed limitation for coax systems. Try flying with the rotors at low RPM (i e more coning) if you want to see it in action.

Now, that's nice. Along the lines of what I'd like to do if I ever find the time and space. Functionality without going all fancy. I think I'd go for rail side panels with dzus fasteners for easy maintenance and reconfiguration. Big challenge would be to keep the ability to fly MSFS, race cars and last but not least do office chores, programming and the like. Anyone seen a good swing-role home pit? :D

Time for a track, methinks...

sobek, the SAI was bugged and toppled after a while. I thought this was fixed a couple of versions ago though... Edit:

A secondary AI should be uncaged at all times, possibly excluding aerobatics. If the primary goes tango uniform while you are in the soup, what good would a caged SAI do you? You'd have no way to erect it. There's no real drift in an attitude gyro, as they're typically built self-erecting. Fly circles for a while and you may end up with a slight bank on the gyro when returning to S&L. This has been discussed previously somewhere in this forum.

Bouncing around in the ground turbulence layer and writing notes is part of my job. It's an advanced form of cryptography, I tell you!

And you've checked your controls, specifically your brake axes, in-game using Ctrl+Enter? Cheers, /Fred

Read the linked thread. The yellow command bars are not your primary ILS indicators nor are they needed to fly an ILS. You have two Course Deviation Indicators, or CDIs, one on the left hand of the ADI and one on the HSI. It's better to use those.