Rongor

Well so far I am experiencing good results with rudder trim on in the Mi-24 and in the Ka-50. Of course you have to get used to it, so that you do the necessary control inputs without thinking about it.

Consider the following method: 1. Switch on Pitch, Roll, and Yaw channels, then takeoff. Keep Pitch and Roll activated all the time, until after landing. 2. If you intend to turn your nose while hovering, switch off Yaw channel momentarily, switch on again after achieving the desired heading 3. While doing cruise flights, keep Pitch, Roll and Yaw activated. If you need to adjust heading or speed, press down the trim button and keep it depressed, then steer until you achieved a desired nose-pitch and heading, then release the trim button. Use enroute mode at your own discretion, if you are inbound a PVI-800 navpoint. Keep Altitude channel activated optionally to keep altitude, select baro or radar mode. 4. While doing cruise flights, keep Pitch, Roll and Yaw activated. If you need to adjust speed and or altitude, press down the trim button and keep it depressed, then steer until you achieved a desired nose-pitch and altitude, then release the trim button. Use enroute mode at your own discretion, if you are inbound a PVI-800 navpoint. Keep Altitude channel activated optionally to keep altitude, select baro or radar mode. 5. When you arrived at your destination, keep Pitch, Roll and Yaw activated. Switch on flight director. Deactivate Enroute mode if enabled before. Now maneuver freely adjusting flight attitude, the activated channels will now support your control by dampening out pilot induced oscillations. You have to keep pressure at controls to keep desired attitude. Optionally you can use the trim button to ease the pressure (for example to fly a continuous circle with a stable bank angle). Optionally keep also altitude channel active to have it support you keeping altitude, but don't forget to deactivate it if intending to descend or climb intentionally. Channels only = most stability in continuous flight profile, profile is defined by the use of the trim button. Helo will actively try to return to the exact defined setting. Channels with Flightdirector = stability augmentation during flexible flight regime, helo won't fight your inputs but use of trim button may help you keeping a momentary attitude. Leave the "trim button trims rudder pedals=on" for this module. It's realistic in this case, as the real Blackshark receives rudder trim at well und doesn't feature a spring loaded pedal setup or twist grip like our home cockpits.. Then of course, this all needs practicing. Hope this helps, good luck!

Thanks for the vid. Now I am struggling to keep interest in BS3...

You ask for the impossible. A 'regular' helicopter (whatever that is) is being trimmed constantly. If you don't like twhat the flight director in the Blackshark is doing after being turned either a) simply don't switch it off all the time or b) look up or check some yt videos how it's put to good use.

According to the manual p 6-107: Powering on the APU requires a power source and aft fuel pump on Just noticed I can shut the aft fuel pump off and still the APU keeps running. I can even restart the APU without any fuel pump switched on. Only requirement is an open APU shutoff valve. When I disconnect ground power and switch off batteries, a running APU instantly shuts down automatically. Manual claims the APU generates electrical power How can I verify the generated current? The electrical systems panel is not functional (p 6-98), unlike in all the other helos. On manual page 13-20, the APU is not even present in the electrical systems diagram, let alone as a source of power Why does the APU shutdown when all other power sources are disconnected? If the APU generates power, the disconnection of other sources wouldn't matter. The ABRIS needs AC to run. If I have a running APU with inverter on, ABRIS won't start. With batteries and inverter or DC ground power with inverter or switched off inverter with AC ground power, ABRIS starts. So whatever power the APU generates, it obviously doesn't feed into the electrical system. Is this correct? Ground power indication Manual on p 6-79, item 4: When DC ground power is on, lamp will be lit. In my Blackshark, this lamp only is lit when both switches, DC ground switch and AC ground switch, are on. If one of these is off, lamp will not light. As long as AC ground is off, DC ground on doesn't light the lamp. Special case: If batteries and the inverter are on, only the AC ground switch lights this lamp and the DC ground switch is ignored by it. Is this all so correct?

4. you are losing position lights after removing the pylons

according to this video by @Volk. it is exactly the way you stated.

I didn't compare at all and I think nobody did. I commented on a comment which implicated that U.S. gear would receive priority in DCS development. The answer is simple: Much more people around here are hyped for an Apache than for a BS3. These are interesting and agreeable facts you stated, but they totally missed the matter of the recent replies.

I would agree the U.S. prioritized development of the Apache way more than Russia did with the Black shark.

Sadly some people are so intolerant that even if you outright declare to not criticize somebody's motivation and just ask a neutral question showing interest for individual mindsets, they still have to lecture you about tolerance. What a mad world.

I could swear I had the landing light switch mapped in the controls settings, using 2 bindings 'switch up' and 'switch down'. Since it is a three stage switch in the cockpit, I could sequentially cycle up and down through all 3 positions. Today it doesn't work any longer, these bindings are gone as if they never were there. Only bindings available now seem to be 'control', 'off' and 'retract', so now I would have to map 3 inputs . I wouldn't rule out I only had this working in the Mi-8. The switch logic is the same there but it works with mapping only 2 cycling inputs there and in the Hind this is unavailable

Only today I noticed that in Chuck's guide for the Hind Chuck claims that using the (force) trim button on the cyclic affects rudder trim as well in the real Hind. So the Hind seems to be the first DCS helo module actually "allowing" rudder trimmer tickled in the special options, while rudder trimmer remains unrealistic in all the other DCS helos so far. By using the rudder trimmer function in the Hind, the whole issue changes somewhat, you may want to give it a try...

nevermind, dear moderators, do your thang I'm sorry...

It's not like we have to press a button to make PgUp turn the throttle twist grip open. So there shouldn't be anything preventing a throttle axis to turn it open as well. It's bugged. Maybe it's bugged by design but then it doesn't make any sense. I don't see why they didn't fix this long ago. Don't mix it up with the detent. It shouldn't matter when turning the throttle open. Hence they got it right with PgUp but forgot to copy this functionality to the throttle axis.

Yes and that's why altitude hold will disable with pitch input.

Ok guys, I get it to "work" now but it really is a piece of art. Any little touch on the controls can make the route mode drop his work. Alt mode also disengages as soon the pitch lever receives inputs. The whole system seems to be very fragil and finicky. You definitely have to support it to have it supporting you. Also it's highly important to keep your feet stable on the pedals, so it's a hands off - feet on solution, when flying with significant wind. Not sure it's worth bothering with, as you could just trim it out as desired and probably gain a somewhat similar stability.

Not sure about the RL counterparts but the R-863 even has different frequency ranges between different helo models. Sorry, doesn't answer the question, I know. What might help is the fact that in most cases what we see in the cockpits aren't the actual radio sets but only their remote control panels. So it doesn't really matter to the actual radio if the mechanical dial in the cockpit has a channel number 0 or 12 or AB or animal symbols written on it. The radio has that many channels with preset freqs as the dial has available channels to set. You only need to know which number to dial at the control panel to access which freq in the radio. So the freq your R-828 is working on channel 2 in your helo might very well be different to the freq of channel 2 of the R-828 of your wingman.

Not criticizing in any way, everybody is allowed to do it how he prefers, just being curious: How can you guys enjoy this way of "flying" a helo? So often I see them on MP servers, guys who's only way to do it seems to be to set max power and lift the helo up as quickly as possible to then hopefully manage to somehow transition into a forward flight that stabilizes the initial erratic wobbling. I guess when they then zoom across the map (leaving the power at max all the time of course) they have this voice in their head whispering "you are flying a helicopter, you did it!" with a satisfying grin and after some minutes of enjoyment, when boredom sets in, there is always this ultimate attempt to end the flight with some sort of landing. There is this impatient experiment of boolean alternation of the pitch lever. They get closer to the ground and as they do, speed reduces and the spin sets in. After some seconds of spinning and apprarently max/min power setting alternation each and every second, the helo eventually crashes into the ground and ends as the usual fireball. The voice in their heads then whispers "See, I knew this would happen, it's just pointless to do it any different than how I did the takeoff. Don't bother me with doing anything else than forward flight". Then they log off. Why? How can this be satisfying? We can assume you guys are interested in flying helos. At least those of you who purchased the module or at least didn't just try it out of boredom. So why giving up this fast? Keeping a helicopter from crashing, especially at low level and the lower speeds, can be immensely occupying, stressful, demanding full attention and max possible spatial awareness. Yes, it can be hard, it can be seen as an art, as a sport and it probably is depending more on your controls hardware at home than flying a plane is. Yet these aren't reasons that should make you give up that fast. Also you being a weekend warrior, a casual simmer, can't really count as an excuse. You will have one hour of free time right? If not, why would you install DCS at all... Yes, if you don't have much time at hand, nobody can expect you to study deep into the systems of the Hind, let alone an A-10C. But you don't need that much time to only touch the controls while disregarding all the systems aboard. I think you guys are overwhelmed by the apparent complexity of all this stuff in the cockpit, you are feeling miserable seeing other DCS pilots in steady hovers and slowly guiding their helos at low level along taxiways and onto rooftops; their level of handling performance seems as distant as planet Mars after your first initial attempt to takeoff which ultimately failed. I understand how high this mountain may seem to be. Still, your excuses are hardly valid to not even attempt to climb it. Stop being lazy. Don't be satisfied by this kind of "flying". You already figured out this isn't flying. Don't claim you don't want to be better at this. Decline your next mood of just max power and leaning forward for quick flying fun. In the same time, try to do it right, renounce the quick fun, aim for the rewarding feeling of achievement. You will get there. Let's go, start to climb this hill!

I understand that you may have found the solution. But does this make sense? Neither the trim nor the selected AP modes affect the data transmission from the DISS to the map. They may of course affect the DISS itself. But as long the DISS is working fine, it's difficult to see how trimming and AP modes might contribute to map problems. Good luck with that AP altitude mode. It will get kicked out whenever you change your power setting. I don't think it's acceptable to have errors entering the map whenever the pilots change altitude. At least not beyond the general rate of error of this gadget.

@silverdevilWe can rule out controls issues as I always delete all bindings for all input columns as a whole and then start from zero assigning them intentionally. Also the pitch/roll inputs are doing totally normal up in the air. It's only the takeoff situation which causes trouble here. I will commence pulling the stick later now, as you do, not earlier than 140 kts. Maybe this alone does the trick. Possibly the 120 kts from the tutorials seem to generate wrong expectations here, generating a mishandling of controls by the pilot. The too-early pull could essentially generate some sort of stall, from which it might be more difficult to return into a lifting airflow than if pulled at a time when a higher speed already has the wings inside a laminar airflow, out of which to then direct sufficient lift upwards to raise the nose. @Desert FoxThanks for the chart, this should be in the manual!

Hello there, I am currently struggling to do beautiful takeoffs in the hog. Manuals and tutorials always tell to pull the stick gently beyond 120 KIAS, until a 10-20 (was it 20? not at home right now) degrees nose up pitch is achieved and then let the increasing speed lift the bird up while maintaining that pitch angle. Problem is, it doesn't work. Since having an aviation background myself, I know takeoff speeds are not set in stone and will differ depending takeoff mass and environmental conditions, mainly wind vectors, also temperature, air density, pressure and humidity. Yet at some speed in the range beyond 120 KIAS, the gentle pitch up should be achievable. So I am rumbling down the runway, with speeds way into the 140s and sometimes 150s, pulling gently on the stick, but the nose wheel won't get up. Well it eventually does, but it's a violent moment, regardless how gently I pull. Flaps are at half. NWS is off beyond the 70 mark by the book. Full throttle. Of course I pressed T/O trim. As we all know, max TOM is around 46k lbs but this seems to be the structural/maximum limit only and doesn't take environmental conditions into account. Do I just have to repeat this 100 times more and eventually I will get used to the right amount of stick? Or do you guys experience similar takeoffs? I am enjoying the DCS A-10 on and off since 10 years or so, only returned very recently to continue having fun with flying (and studying) it. I didn't have this problem back then.

Probably because it is used by Norway. The Norwegian Advanced Surface to Air Missile System was designed and is assembled by a Norwegian manufacturer and used by Norway and only a handful of export clients, among them the U.S.

Currently, on Hoggit PGAW server, I mostly take the 6 AGM-65D and 4 GBU-12 loadout. Of course it has the TGP. And probably the jammer + the 2 Sidewinders, not sure.

If not requesting it, it's very usual to at least notifying the controller about you starting up, yes.

The most likely situation was your trimming wasn't stable enough to support the AP taking over. Did you hear the chime, noticing you the AP actually took control? If not, the AP wasn't in control at all. If it was in control, in which mode did you run it? Path, Alt/Hdg, or Alt? The first one would crash you if your path was heading into the ground. The other two only should crash if there was an obstacle at the same altitude, a mountain, a tree or power lines? All three modes would disengage if your power setting wasn't sufficient to prevent dropping below stall speed. A crash would be very possible. In all other cases (unintentional human interference with controls), the Warning Autopilot! message would have been played before. Pressing the AP button alone doesn't make sure you won't crash, there is a lot more going on and many things can make it fail. The AP is not a "press button and forget" solution