Rongor

Time codes in the track file: 13:01:00 around this time the bars are gone in the following minutes I become increasingly busy trying to find any connections to TGP, waypoints management or else, which could be responsible 13:07:15 cycling to A/A and back to A/G mode, TDC bars are back situation during the problem...

Yes, the diamond was in that DDI and therefore the TDC slaved to it.

Unfortunately not. It happened by surprise and I can't reproduce it. If you manage to fast forward to the latest 3 minutes, you will see the situation on the right DDI. SEA mode, no designated target, no TDC bars...until i cycled A/A and A/G

I was trying out stuff and learning use of TGP and the A/G radar modes. After some time I didn't regain the yellow TDC bars after undesignating a tracked sea target. The bars only came back after cycling to A/A and then back to A/G mode. It's in the last few minutes of a rather boring attached track file... OpenBeta 2.7.3.8494 SEA TDC.trk

If this problem occurs on the other maps too, this sub-forum might be the correct one. Otherwise I suggest putting this up in the Mariana Islands section...

It's most certainly a typo. Even if we had such ridiculous speeds, there are no drives to handle these

Rather petition the russian government lawmakers to allow a return of the Crimea map...

If I had a stick extension mounted to the floor, I might agree with you. But we people without a fine stick extension setup simply can't achieve the same controls sensitivity as you are enjoying. We are allowed way less applied moving force to move the stick than you with your stick extension to effectively adjust the stick by the same degrees of angle. The top of your stick moving an inch might mean fractions of a milimeter for us. It's outright impossible for us to enjoy the same sensitivity, let alone with linear response. Curves are our only chance to achieve a remotely similar steering efficiency. Trading off sensitivity at the other end of the curve is a major downside, true. Yet a good trim might help to prevent to get into these ranges in many cases.

I think we also should mention loudness values in decibels nowadays for graphics cards...

It doesn't and it shouldn't. The yaw AP channel does trim the rudder though and in some way seems to be affected by the use of the trim button. And you will have to use "reset trim" after deactivating the yaw channel to recenter the rudders. All while having rudder trimmer set to off in the Mi-24 special options...

In BIGNEWY's "The Freya and Würzburg Radar Systems By Will Pearson" linked above, there was this renown pic of the Bruneval Würzburg D radar: and I just have to share with you guys that despite the building being gone, you can still spot the location on today's ground... https://goo.gl/maps/stToZXHMPMxsFTUe7 You can even spot the former location of the radar dish. Btw I think the sunday supplements are an entertaining read and it's sad to see it as a locked topic so we can't comment how much fun we have reading these and maybe even discuss these interesting historical facts...

You are, but it can't hurt

So far I only find conflicting reports on the functionality of the Yaw channel in its currents state. I also struggle to improve my performance with slowing down or transitioning into hover. Regarding the Huey, the Mi-24 is certainly a much more powerful machine and therefore the need of countertorque is way higher.

It's not the ground effect causing the spin. It's the new power setting you achieve when applying more collective to get into the hover. It's tricky to apply the correct counterforce in time by applying more right pedal. The ground effect is actually decreasing this problem, yet I would agree it's debatable how well ground effect is working with the current Hind in DCS. Keep in mind: the slower your speed, the more you will have to counter the torque when increasing collective power setting. Coming to a stop in a hover (regardless wether in ground effect or outside) is certainly the most demanding occasion of need for (quick) antitorque.

Enabling unrealistic rudder trim wouldn't help the malfunction of the Yaw AP channel. You'd only gain a way to trim against the malfunction.

It may look cool at first but it isn't. It's actually highly unprofessional. IRL this dude wouldn't have a chance in case of sudden engine failure, LRE, or anything else.

I think I know what you mean. Currently I am also not convinced the trimmer is doing its job as usual here. The pause you have to return the stick to neutral seems shorter and often it feels as if there was a delayed input effect, which was actually read out during the time we center the controls. No idea. The three point undercarriage naturally makes the Hind more prone to suffering from dynamic rollovers. Therefore yes, the tipping over makes sense physically. The question remains, how realistic the actual amount of tailrotor force in the sim is. I find that it's a good method to push the stick gently into the pedals direction can neutralize this risk.

Regarding my real world helo experience I'd say the most benefitting factor for sensual control inputs is a mix of 3D situational awareness and seat of the pants. Both are missing in our computers. It's no wonder and no shame we can't duplicate real world efficiency.

You just have to anticipate better to end the spin, which is a matter of training. Regarding any nervous movement of helos, we have to keep in mind that in the real thing the cyclic stick isn't only a short joystick but extending to the floor. This is why we have to use curves without hesitation. Those of us having a stick extension in their home cockpits will enjoy much better control performance...

The Hind was indeed used at night in Afghanistan after the Mujahideen intensified their night activities because of the Hind's harassment during daylight. Illumination rockets were in fact the route the Soviets took. VFR night should be no problem for the current version in DCS.

FLIR doesn't help that much in IMC.The radar of course does.

The 170 kph were the start condition, when I shut down both fuel levers behind my left shoulder. I will pay more attention to the actual autorotation speeds at later test runs, when the kid is in the bed

I agree that the slower you are, the fewer maximum descend rate is allowed. Don't wanna brag but I just did 6 successful autorotations in a row. Only the first one was performed with gear up. In 3 landings I suffered only minor damage. In the other 3 I managed to land undamaged. Preconditions: level flight at 350 meters, 170 kph... Felt even a bit too easy if you ask me. In my opinion the rpm should drop much faster than in DCS. IRL you have to concentrate keeping the rpm within autorotation limits, here it was pretty forgiving...

Theoretically you don't need high speeds and could autorotate almost vertically. It's just more difficult to time everything right. Only thing necessary is keeping the rpm high enough to prevent blade stall. The forward speed you are keeping is your energy storage. Whenever your rpm gets too low, you can trade in speed for an increase of rpm by pulling the stick back gently (flaring). Keep the rpm near its upper limit, then you trade of rpm for decreasing descend speed when near the ground. Done. It's only about timing and keeping one eye on the rpm. May take a lot of practice...

It's not the fault of the gear. It's only evidence that your final touchdown descend speed is too high. Just practice the final flare until it works. Even when bouncing, IRL the gear is actually protecting you by absorbing energy before you end up sitting on the grass. The fuselage alone isn't that helpful to absorb the crash. When the fuselage starts to deform, chances are high you might absorb some of the energy too and end up injured or worse.