Sundowner.pl

Depends on your understanding of "aerobatics". You can do barrel roll (to the right only), lazy split-S, and hammerhead - so its up to anyone to judge if that's enough to call it aerobatics-capable. You shouldn't do it, but you can.

Overall the UH-1 is pretty poor platform for aerobatics: - the teetering rotor restricts maneuvers (only rolls to the right, only maneuvers above 0.5G) - it's sloooooow, to do a proper loop, you need to get the helicopter going 130-140 kts, that's above its Vne. On the roll-out you would hit 140-160kts, and that's crazy town for its rotor system. Can be done on Bell 412, not really on 205. It does have a lot of power for its weight though... not like the Tarhe, that empty, could power out of VRS, but not to shabby either.

You mean, like that: :smilewink: BTW, Nick Lappos wrote few things about aerobatics in general few years ago:

Any positive G maneuver within reason is possible, as long as it won't make the rotor blades collide with tail boom (aggressive pull-up, or roll to the left), or go well above Vne (danger when looping a helicopter). Just keep it light.

It won't go out on its own, you have to reset it each time with the switch near left top corner of warning lights panel. That's how Master Caution light works in pretty much any aircraft.

Yes it does, on both automatic and manual. Like I wrote - the system works for me like it should, with exception of the low max rpm in manual mode without load on the rotor.

Tried on moving train... truck... bus... same results. To tell the truth the trees are also bugging me - IIRC, long time ago in BS1 there was an option to turn all those things into collide-able objects through editing, I heard it doesn't work anymore.

Have you tried unbinding the axis, and using the PgUp/PgDown keys instead ? Also different axis than the outboard throttle ? On my TM Cougar it works the same on "antenna" and "range" axis of the throttle grip. I think the problem is connected to your TM Warthog, is BIGNEWY also flying one one of those ?

That position was typical for short body Hueys, as they had no front hardpoints for attaching anything (and CofG limits). The long hueys got provision to mount the M156 pylon in front, and mount the M6 and M21 minigun flex guns there. They were mounted up front, because there was no compensation for the distance between gun mounts and sight position - the angular error was pretty substantial. Now, in the Vietnam, Australians got their flex kits from US Army UH-1Bs, so those were configured from the get-go for aft installation, and that's what they did the first time: Saying that accuracy was poor, would be an understatement, it was simply unusable. So the guns went forward - there were still some problems with feeding chutes and jams occurred when traversing guns, so this idea was also abandoned in favor of keeping the guns, and their position, but as fixed, co-witnessed with the FFAR launchers: There was another XM60 sight mounted for the co-pilot, and the whole system proved much more reliable and trouble free. With the exception of reload times, that were far too long for crews from "down under", so they invented a "chute" ammo boxes, that were replaced in their entirety on the ground, so the reloading was taking a minute instead of 15:

19 hours 32 minutes here, so it works fine, just remember it logs time when the skids are not on the pavement :smilewink:

Ok, let's get this straight: - you both have analog axis mapped to "Corrector" (only one axis and only one controler!); - you both start the engine up on gov auto, corrector at idle - engine starts; - twist corrector up - the engine reaches 6600 rpm; - you twist it back to idle again, when it goes to lowest - switch Gov Emer; - twist corrector all the way up - what happens here ? For me the rpms go up, as they should, but don't go beyond 6200 rpm (a no-no). now if I pull the collective, the rpms go up, and I can use the corrector to change them up and down, and fly this way.

I have TM Cougar with ball bearings installed and springs removed, also in the "inappropriate" position :smilewink:

Then it's not possible, this system was designed to prevent this from happening, as the rockets would impact each other leaving their tubes... I don't think you want a 24-pound fire and sparks spewing tube go into your door, through the cockpit, and out through the windshield :smilewink:

Which warhead did you used ? Because don't expect destroying a tank with M151 HE warhead - ever. At best you could disable it - it would sit still not moving or shooting. Forget about seeing it erupt in gazer of secondaries, that's what AP warheads like Mk.5 (or M247 that is not simulated) are for.

Sounds like pilot induced oscillations to me. Remember to not wait for effect of the cyclic movement. Move the cyclic where you think you need it, then immediately get it back where it was, and then wait to see what happens. You pretty much pilot a helicopter with little nudges :smilewink:

Page 9 of the DCS: UH-1H manual, bottom of the page: The first composite main rotor blades on UH-1H were flown in 1985, they entered service in 1988, first in 1-228th Aviation Regiment that was preparing for the operation Just Cause in Panama. The interesting thing is, even though it was mainly UH-60 territory at that time - it was the UH-1H that flown the most number of missions, and clocked most hours both during day, and night throughout that operation.

And that's what I'm writing about - rotate the knob on armament panel clockwise to '6' and you will launch a ripple of 12 rockets in one trigger pull (6 pairs).

That's because there is no shaking between ETL and the 100kts in the DCS: Huey model. Look at this video, how the amplitude of vibrations smoothly rises from the ETL to 90kts: http://www.youtube.com/watch?v=mMQvybsSR3I

Yes, you can fire multiple pairs at one trigger pull - that's what the RKT PAIR SELECTOR knob is for, you can set it up to 7 pairs - emptying the 7-tube launchers at once. Wouldn't recommend setting them to more than 2 pairs though, as the recoil is pretty heavy (weird).

"The Helicopter Pilot's Handbook" by Phil Croucher - book for those wanting to become a professional helicopter pilot, a lot of it explains different jobs with tips on how they should be executed safely. It is heavy around Bell 206 and SA350. Have useful tips on mountain flying. Although for our flying I would not recommend buying a new one, get used one or borrow it. And there is of course "The Art and Science of Flying Helicopters" and "Cyclic & Collective More Art And Science of Flying Helicopters" both by Shawn Coyle... not much to say other then - it's a rotorhead bible :thumbup:

Like I wrote, we have no access to launcher intervalometers, so launching pairs is how it should, and do work.

TM 11-5826-226-20 would be nice to have...

Can't check those videos, as I'm currently at work, but those videos could have been of an earlier beta build. The way it is right now is the correct way for rpm light and tone.

It does have composite rotor blades... those were issued in 1988... this is Operation Just Cause - era bird :thumbup:

Yes, but thankfully we also have a VOR which makes it a bit easier to fly blind. We can simply set waypoints that would be intersections between VOR radial and NDB - you would ride the VOR radial until the ADF shows certain heading to the NDB - then you know pretty accurately where you are - although takes more time than DME :thumbup: . And this is a bit involving if we want to fly to north or south, because all the VORs are in a line east to west. Then comes the mobile TACAN stations that are now set up on every airbase... but we don't know their frequency to use as VORs. Anyway the Huey is not really set up for IFR navigation as it is. Try flying it over water, let's say ship-to ship, a hundred or so miles and both ships on EMCON :music_whistling: Doppler ASN-128 set would be nice.