Quati

At first I though "no way you can stow this gun, but now I think it may be possible. If it's possible to unlock the "clamp" (red arrow) and swivel (blue arrow) . And the gun would be stowed parallel and close to the fuselage in the cargo bay!!! https://rg.ru/2019/06/25/reg-ufo/vertolet-mi-35m-poluchit-bortovoj-pulemet-kord-i-rakety-s-13.html Anyways I think we should move this conversation to a new post.

It has been reported already.

Here's the F10 Map indication of 1.06MHz on the eastern (same issue with the western one) Locator/Inner Marker Beacon. null Here's what we have on the Caucasus Beacons.lua file. frequency = 1065000.000000; It should have a third decimal place as 1.065 MHz or shown as 1065 kHz.

That's great! Everything makes sense to me now (how on earth should a Marker Beacon have it's own freq if it wasn't also a NDB ) and I won't feel like cheating when using them. Did you try 1065MHz? On the tables made by Minsky also shows that frequency. null

Did you had this issue only at Mozdok? Did you check the western runway Marker Beacons? Cause they should be turned on and off based on the active runway determined by the wind direction. Also on Flappie's Online DCS Map is showing that the Inner Marker Beacon should be 1065MHz. I always thought odd to use the Marker Beacons as Navigation Beacons in DCS as they should transmit the signal through a vertically directional antenna. "Marker antenna is highly directional, and is pointed straight up. The valid signal area is a 730m x 1,280m ellipse. When the aircraft passes over the outer marker antenna, its marker beacon receiver detects the signal." Part of me wish that they fix that to be close to the real thing.

Didn't you get the Anti Ice On lamp with AUTO and ICING lit up at the warning panel when in Icing Conditions? My bad! I understand now that we have more problems with AIS than I previously thought. A couple things I notice about the current AIS system. MAIN ROTOR Ammeter: When we have the AIS on AUTO and get into icing conditions (by the ICING warning light) I got the ANTI ICE ON lamp but no amperage on the engines generators ammeter and on any of main rotor and tail rotor positions at the AIS check ammeter. So we don't have AUTO AIS system working yet, we have just a lamp turning on. The Rotor Blades Sections lamps and the AIS Amp Meter, I only read that they should be on (one at a time) when performing the Anti Ice System (AIS) checks. We should see 30A....45A. I measure 40A on all blade sections and all (1 to 4) annunciator lamps. null TAIL ROTOR Ammeter: The amperage from the Tail Rotor 2nd sections should be 20A...30A with the nº1 and nº3 annunciator lamps. We are measuring 30A with the nº1 and nº2. null WINDSHIELD Ammeter: Should be 15A...30A. We are measuring 5A and 10A (LOW/HIGH) on the AIS Check Ammeter. null DUST PROTECTION Ammeter and annunciator lamps: The DUST PROTECTION ANTI ICE annunciator lamps only turns on with the DP switch and DP annunciator (front panel) ON. They are not linked with ENG & DUST/P LEFT/RIGHT switches. With the ENG & DUST/P LEFT/RIGHT switches on and DP off, I got a measure of 45A (should be between 35A...50A) amperage at the ammeter with RH and LH ENG selected. It should read 0A and just see a increase in the engines temperature because of the Engines Anti Ice. That amperage doesn't show on the Engine Generators Ammeter. With DP on and ENG & DUST/P LEAF/RIGHT switches off, I got the LEFT and RIGHT DUST PROT HEAT lights on but no amperage on the ammeter. ENGINE Temperatures and RPM: With DP off and ENG & DUST/P LEFT/RIGHT I got an uneven increase in engine temperatures, +35ºC at the right engine and +70ºC on the left. Also got a uneven RPM of +1% on the left and -1% on the right engine. null ENG & DUST/P LEFT/RIGHT switches: I notice that on the Mi-24D manual from the Cold War Air Museum that those switches should have an AUTO/MANUAL ON workings and not a OFF/ON. On the Mi-35P manual they should be OFF/ON, more like what we have in DCS.

If you already know that you are in icing conditions at the startup you should turn the Anti Ice mode to Manual, and also turn on the Engines/DP and even Windshield (on low for the first 5min IRL). That way you shouldn't have any surprises on the take-off and climbing if your ice detector fail, the AUTO activation of the system fail or if the anti ice system do not respond as fast as it should for some reason. If you know that you are not in an icing condition at startup there is no reason to waste engine power with anti ice and even damage, by overheating, the anti ice equipment. So you should leave the system in AUTO to assist you if you encounter a icing condition in flight. If for some reason the AUTO switch does not work when the ICING lamp turns on you would have to turn the system manually. What is not clear for me is why the Anti Ice Dust Protection Anti Lamps, at the Anti Ice system Panel, turns on when you activate the Dust Protection switch near the left knee panel.

When you have the ARK-2 getting the receiving signal from the R-828 or R-852 you cannot hear the audio at the same time. So you listen to the audio to confirm that it's what you will try to homming to and switch on the respective radio on the ARK-2. Note the I think it's a bug that you cannot listen to a audio file trasnmitted from a different coalition vehicle (you will hear a silence instead of radio static noise) but you can receive the signal for homming to.

Correct. Also if you choose to set a vehicle transmitting a signal with "Set Frequency > Transmit Audio Message" make sure it's from the same side (Red or Blue) as your aircraft. For the Hind at least I notice when trying to create a mission like "find-the-stolen-cargo-that-fell-from-space" that; If the vehicle is Red and your aircraft is Blue (or the other way around) you can get a homing signal but you will not listen the audio nor static radio noise. If the vehicle and your aircraft is from the same side you can get a homing and listen the audio (on the HIND if using the ARK-U2 direction finder you cannot hear the audio and get a homing signal at the same time as expected).

Not sure if this is the right place (a post 3 years old) but while trying to set a couple vehicles transmitting VHF AM for a "recover stolen cargo" mission for the Hind using the R-852 Radio Receiver + ARK-U2 Direction finder I notice that if you are a RED Hind; if the vehicles are BLUE, you can get a signal on ARK-U2 (and the needle works) but no sound (even with the ARK-U2 switch on COMMS and the radio suite rotary knob on ARK). if the vehicles are RED, you get the signal and the sound (with the ARK-U2 switch on COMMS and the radio suite rotary knob on ARK). Didn't had time to check with other modules yet. Maybe is just a Mi-24 bug.

Maybe some places consider the weight of the missile and case with the booster engine and the case without the booster. On the "Kokon" and "Ataka" series, missile ejection is provided by a small solid fuel rocket engine, 217mm in length and weighing around 3.5 kg, attached to the base of the missile. The ejection engine contains the 9Kh182 charge, consisting of 1.1 kg of NDSI-2K propellant sticks.

A few days ago I began revisit those bomb tables from the Mi-35P Manual that has being around and, again, was not understanding how to use it because it's not explained in the manual what the Θ (theta) symbol of 21s, 25s and 30s means. This time I tried to do more research and found that this Θ represents the "Characteristic Time" of a bomb. That is the time it takes for a bomb dropped from 2000m altitude with a ground speed of 144km/h (40m/s) from a level flight. More info bellow. https://ru.wikipedia.org/wiki/Характеристическое_время_(баллистика) http://adminland.ru/crimea/books/sh_hb/part05.htm http://samlib.ru/t/tonina_o_i/we_400.shtml I did not yet found any table with the Characteristic Time of the bombs available for the Mi-24P (real or DCS) so I went for to discover by myself and got this graph below. null Got this on Caucasus, with no wind at all, 15°C and 760mmHg at sea level, 2000m height (Helicopter at an altitude of 2008m and target at 8m), Ground speed of 159km/h, Air speed of 144km/h (40m/s) on a level flight (0° pitch). As I had a lot of issues with the replay so I marked the time with a chronometer and used the average of 3 tests per bomb while in Active Pause. In conclusion; one should use the Θ=21s on the Bombing Sight Tables from the Mi-35 Manual for all Bombs (HD M-54 and LD M-62) and Cluster Bombs maybe the Θ=25s could be used for the KMGU-2 Bomblets Dispenser. I'm still looking for the real Characteristic Time for those bombs to compare with DCS.

A couple more info and images about the Greben-1 and KM-2. I'll check with calm after work. https://kzref.org/issledovanie-harakteristik-malogabaritnoj-girovertikali-mgv-1.html?page=3 https://lektsia.com/1x9e6.html The system check made at 1m16s of the video is working as the info bellow. Note the 315° that is also at the text label next to the button itself (контроль). ПРОВЕРКА РАБОТОСПОСОБНОСТИ Выключить выключатели «-27В», «36В 400Гц» на «КПАП-В». Через 10 минут после включения питания переключатель режима на ПУ-38 поставить в положение «МК». Нажать кнопку «контроль» на КМ-2. УППС и РМИ-2 должны отработать курс 315 10 градусов. PERFORMANCE CHECK (Google Translate) Turn off switches "-27V", "36V 400Hz" on "KAP-V". 10 minutes after turning on the power, set the mode switch on the PU-38 to the “MK” position. Press the "control" button on the KM-2. UPSS and RMI-2 must complete course 315 10 degrees.

I had that issue for the first time yesterday at RotorHeads server. Landed damaged at FARP, switch off as per checklist (o% RPM both engines, 0% rotor and APU off), switch all switches off (except those fuses/breakers). After a minute or so of "No can do - shut down your engine" and switching on and off I managed to get the "copy" confirmation. It looked like a bug for me. Maybe something to do with the engine that was damaged in flight and that I turned it off, closed it's fuel valves and turned off it's generator in flight. Just my 2 cents here but maybe DCS was expecting to me to turn both engines after landing and not to come for land with a already cold engine.

I agree with you. I was just trying to to give examples to explain that in the DCS Hind, at the moment, you should avoid that speed region if you wanna fly steady (for a attack) or beautifully to show off your flying skills on a video when approaching. As a mechanical engineer those examples of "regions to avoid" came in my mind. So, in the current state of the DCS Hind, when trying to snipe a target with the 30mm, or keep it steady for Petro engage a target with ATGM I would avoid getting in that speed region during a attack run. As I do not have a good joystick with extension I rather avoid staying at that speed region than turning off the AP Pitch.

It happened to me also a couple dozen times. Yesterday I had twice on Rotorheads server. When I'm decelerating slow through that velocity span 100-150km/h (never payed much attention to the exact values) I got those non-pilot induced oscillations in pitch because of that it's hard to get a beautiful and steady approach from cruise speed (~250km/h) to final approach speed (~80km/h) that way. When you decelerate quickly trough that region that oscillation is not perceived. It's like that is a transition speed that you should not be at for long time. Like a machine speed you should avoid that is close to the natural frequency of it or a transitional flow between laminar and turbulent you should avoid when design a fluid system.

Most DCS missions you almost get the same thing fine tuning the trim and collective to be in a steady hover or using the HOVER and ALT(radar) AP. In real life you can have more gusts of winds and turbulence near the ground making the wind push you to the left/right/front/back and even up or down. In that case those AP modes could assist when the pilot is checking the maps, mission plans, tanking selfies or texting.

Are you sure you turn all the fuel pumps (N°1, N°2, N°4 and N°5) on? You can also check which fuel tank you are not using.

I'll try that! Thanks for the tip. Saturday on Alpenwolf Cold War Server I made a long shot at an incoming A-10 and was wondering if there would be enough battery time. It was enough.

I can only see changes at the EGT gauges. Anyway I'll continue to turn them on as if they where functional and as if I was I wanted to conserve my engine blades and turning they off (when not needed) as if they where consuming a bit of my engine power. It would be cool if there was a cumulative damage, and could be shared to the MP servers. People would have to take it serious on those CSAR pickups on RotorHeads server.

I used to put another ship, in the same group, with a AI helicopter without fuel on its Helicopter Deck transmitting a Beacon Signal.

Searching for the image I found this site. It appears to be a good reading. https://coollib.net/b/246712/read I couldn't find nothing about Mi-24 firing those S-25 except for this. "Firing NAR S-24 and S-25 requires good piloting skills - when launched, the helicopter is enveloped in a powerful cloud of smoke. "

Looks like the time of the day that you are flight is too dark for Petrovich find the targets. If that's so you will need to illuminate them with illumination rockets (or JTAC scripts to pop illumination flares) or wait for ED to make Petrovich put down the sunglasses in low light conditions.

Did anyone tried Closing the Valve, Turn Off the N°5 Pump so the Service tanks would be filled only by N°4 tank (or turning the N°4 Pump and Use only N°5 tank). Because I think that only turning off this Valve and leaving the N°4 and N°5 Pumps would not make such difference, except if we have a fuel leak that it should prevent also draining the other tank through the leak.

I think if you keep the target at the center it would be a pure pursuit. If you manage to keep a course and attitude which the target keep at the same bearing and azimuth while getting closer, you would be on a intercept course. But it should take a lot of practice to get that course and attitude within 10NM range, except if you are chasing a target that have a cold aspect with almost the same velocity.