Floyd1212

Bring it!

I just flew a mission on a MP server, and the Communications Menu "\" seemed to work for me, both on the ground and in the air.

Do a search here in the forums as I think someone else had a similar problem a couple months ago. Can't recall what they did to fix it, but I think they got it resolved. Found it. Looks like he had to do a reinstall...

Props to the first Navy pilot that can catch a wire on that thing.

You can see here the 37T grid (shown by the red boundries) covers a large portion of the map, and is assumed in their situation. If they were operating on the boundary with another grid, it would be important to include that as well. null

You will want to program your main throttle on your HOTAS to the "Collective" axis in game. This is what controls the pitch of the blades, and therefore how much lift they are producing. The left and right throttle levers you see to your left in the cockpit are set to "Fly" during the startup sequence, and are not adjusted after that. I think a lot of players will adjust these manually with the mouse, and not have them bound to an axis on their HOTAS. Also, you use RALT+HOME and RSHIFT+HOME to get them from "Off" to "Idle", though you can bind those to switches on your HOTAS of you desire.

Bunny mentioned this in the first post of this thread. Known issue.

Yes, you can leave a function unbound if you don't need it, or bound just to your HOTAS.

If driving my car meant my hands were glued to the wheel at "10 & 2", and I had a spring-return on my steering wheel (God help us all), and there could be a scenario where the alignment of my steering wheel might not match the direction my actual wheels are pointing, you better believe I might occasionally look at my steering wheel, and whatever indicator that is provided to show what the current discrepancy is between the two. Have you ever gotten back into a parked car and your wheel was one full revolution from center and you were caught off-guard when you started rolling backwards out of the parking spot and you realized the wheels were actually turned? Yes, we see your point about flying with your eyes out the window, but having information about what the simulator is doing with the controls vs your IRL controls is helpful.

Here is some more of that "trickery" MAXsenna mentioned above, but it seemed like a lot of hassle. https://www.mediachance.com/multikeyboard/faq.html

Keep in mind, Windows won't differentiate between your main keyboard and the mini keyboard, so you can't bind a function to one and not the other. For example, you can't bind the KU "I" button just to the mini keyboard and still expect to press the "I" button on the main keyboard to show/hide the IHADSS. Or the numbers "1" & "2" for data entry on the mini keyboard, and still be able to switch seats with "1" & "2" on the main keyboard. One workaround is to use a modifier button on your cyclic that you can press and hold with your right hand, while typing on your little keyboard with your left hand, then go back and bind all the KU functions to your keyboard with the modifier pressed.

Sounds like your current Acquisition Source is set to "Fixed", which is the default on a cold start. Change the ACQ Source to TADS, or any other TSD point, and the crosshair will move to show the location of that source instead.

I don't think you are doing anything wrong; it is just how the ALT Hold is working at the moment.

You will notice in the video that he is in the front seat, and George is flying from the back seat. It sounds like he asked George to take it down to 700 ft, and he wasn’t able to maintain a heading. That is what he meant by “AI”.

In the screenshot you are seeing a white line for the LOS of the TADS. This would indicate that George has found an actual target, and is lasing in that direction, though you obviously won't have a good return at that range. When he doesn't find a target, he continues to look in that direction and the TADS can appear to drift all over as you maneuver the aircraft, but he doesn't lase in that situation.

"Starting over" seems like a bit of an exaggeration, no? I suppose it depends on how much time you are able to spend in the seat, but I imagine most will be able to adapt to the incremental changes in the flight characteristics within a couple hours. It's not like they have changed the direction of rotation on the main rotor or something.

I'm not sure if it's worth going back and forth on this topic anymore, but it may be that we are just talking past each other about different things? You keep using the term "automation" in your discussion, and then you just made a reference to "automation" as like flying a DJI drone. Perhaps you mean to suggest a pilot learning to fly the Apache might refrain from using ALT Hold and ATT Hold modes as a crutch, until they are more comfortable manually holding a hover? I would consider the hold modes more like the automation you are referring to, which is different than using "trim" in the Apache. I don't have any experience flying a serious R/C helicopter (just the cheap versions you would probably consider toys), but I believe your cyclic stick on your transmitter does not have a spring-return to center, correct? In layman's terms, the "trim" function in the Apache is the way you tell the flight controls not to spring back to center.

More info can be found in the manual around page 306. Casmo also has a good video that explains how this works. (Maybe he didn't have his whiteboard at-the-ready to go into detail when you asked him last night? )

It sounds like you are only partially taking advantage of your lasing partner, but are still in LOBL mode? You should definitely be able to launch at a target from behind complete cover that someone else is lasing for you. Are you switching over to LOAL mode for these shots, and aligning the aircraft to the known location of the target? This thread might help, but there are many others that discuss LOAL techniques, with or without George.

I think the argument about learning to fly the Apache with or without the computers assisting you might be similar to learning to drive for the first time on a race track in a modern sports car, and then suggesting it should be done without traction control and ABS and other driver aids on to assist you. Yes, you can argue this will make you appreciate the basics of car control and handling and braking, but these aids are there to help make your life easier, and to stay out of trouble, and those aids are on by default for a reason. Learning with them off, and then switching them back on will only require re-learning how to control the car at the limit, as it will most definitely feel different with them on. Perhaps a better suggestion is for someone who wants to learn the fundamentals of helicopters to do it in the Huey, then move on to the Apache. In our sim world, that isn't a requirement; we get to skip that "trainer" step of our flight education and go straight to the real deal, and learn to fly for the first time in a Hornet or Apache, where it's more about the muscle memory of how the inputs on our peripherals control the aircraft in the sim world, and we aren't worried about losing lives or a $$$M aircraft. @LowOnCash It was interesting to see the Apache flying some of those maneuvers in your video that you might not see every day, then it made more sense when I looked at your impressive background in the R/C helo world. Do your insights come strictly from your experience designing/building/flying scale models, or do you have seat-time in "full-scale" helos as well?

I posed a similar question here in August, but never got a suitable response. If anyone has come up with a solution in the meantime, I would also love to know. I don't fly night missions very often because of this, but when I do, I just have the in-cockpit displays cranked way up and blinding me so I can get my exports to work properly.

There are two hold modes in the Apache to help you maintain a hover. The Attitude Hold does a pretty good job of maintaining your heading, once you have trimmed the aircraft down to less than 3 knots of ground speed. Get into your hover manually, trim the aircraft, and then apply the ATT Hold. Altitude hold is a problem, at the moment, and can't be trusted. Make adjustments to your collective manually to maintain your desired altitude, and check back often to make sure you aren't settling with power, or climbing too high above your cover. You can put your head down for a bit to manage TSD points, or check the F10 map, but it isn't rock solid like it used to be with ALT Hold a couple patches ago. Or you can set the Apache aside, and check back later for improvements.

Ah, so the "radar tracking, 10 o'clock" is on the RLWR knob, and the "missile, missile" warning is on the ADF knob?

We've been flying hot start missions recently and went back to a mission with a cold start last night, and this bug is still occurring when the CPG powers up the laser from a cold start. Has the team been able to confirm this yet?

This new implementation is not really a "bug" per se, as it was discussed that the previous implementation was not totally correct either. Just a different approach that is still being worked on. It would be nice if there was a video/picture/illustration of the real thing to understand this mystical phenomenon...