Xtrasensory
-
Posts
58 -
Joined
-
Last visited
Content Type
Profiles
Forums
Events
Posts posted by Xtrasensory
-
-
when youre above 80 knots, do you lower collective first, then reset trim to bubble up and then work the trim to hover or do you gradually trim aft and left slowly while also lowering collective and applying course rudder?
what is the right way to do it if youre landing in a tight spot, FFG, mountainous terrain, regular airport?
is it considered cheating to mark the approximate hover control position on the monitor with a marker?
I would not see it as cheating since in DCS the ingame control position can differ from your joystick position. This would not be possible IRL since the trim in the huey is just a magnetic brake. I start the terrain decel with an increase in collective to be able to 'rotate' around the tail, this will help you once the caucus map has collidable trees. Thereafter lower the collective but not all the way down, since you dont want to enter an autorotation and decouple the transmission. Just a few psi of torque will keep rotor rpm in limits. simultaneously Raise the nose, but dont overdo it since you also need to be able to maintain your altitude and the higher you raise the nose the more (insufficient) power you need to keep you from building up a sink rate. A headwind will allow you to to a quicker decel. If stopping with a tailwind, you need to lower the nose (towards hovering attitude) earlier while approaching etl/hover and accept a longer decel.
This procedure will also work with a 180, just apply bank once around 50-60 knots. Ofcourse the amount of nose high in the final part will depend on power available, weight, wind and if your doing it OGE or IGE.
-
I’m pretty confident landing the Huey when it’s not overweight. But as soon as she’s heavy, I’m having trouble. I’m trying to go for fast approaches, but as soon as the speed goes below 40 knots no amount of cyclic can control the rate of descent and I just fall out of the sky. The only way is to land like an airplane, fast, sliding on the grass. Thanks for the advice in advance!
I assume you mean collective? Else that would be your problem. Once slowing down and especially below 30-40kts you need to increase collective while maintaining your decelerative attitude with cyclic.
And as Gunfighter Six mentioned. If you are taking off and intend to land on the same location you should have enough power.
-
In controls menu look for the tab axis command I believe.
-
Look for the collective axis in the controls menu. A helicopter uses collective to increase and decrease power.
-
As I said however, in the situation I tested, I had very little speed (oscillating between positive and negative, and well below ETL speed), and managed to stop the descent by simply pulling collective - this should be a recipe for VRS, but that was enough to recover.
There have been other situations where I did encounter VRS, mostly when coming for an approach. More testing is required, I guess.
Ah thought you said you descended with 70km/h. Will check. You are right that you should see the rotor RPM increase if you just dump the collective. Still that is not a VRS. That will come in play as soon as you start to pull collective to arrest your descent.
-
Exactly as I thought Xtrasensory. I was referring to this post from earlier:
I should have quoted it the first time.
Was also responding to that post aswell :)
-
There is also a newer method, see here:
http://www.aviationtoday.com/rw/personal-corporate/personal-ac/Flying-Through-the-Vortex_85872.html
As I said: and/or get airspeed to move out of the colum. Either foward, left, right. :)
-
In response to the VRS bug that you think you see, I can confirm that VRS does happen. I would also like to know what you assume VRS has to do with autorotation and rotor speed?
VRS is as far as I am aware simply the situation that arises when your rotor disk enters the down wash turbulence because your rate of descent is too high when entering a hover, and lift is drastically reduced as a result. The lack of aerodynamic effects in regard to rotor over speed would seem to me to be a natural outcome of VRS state. To successfully autorotate you need forward momentum to be maintained specifically to stay out of the disturbed down washing air to maintain rotor speed. I think one will negate the other.
It would be interesting to know what behaviour we ought to be able to expect of course, but we need to try to be scientific in our approach to bugs all the same, and I have a feeling this is just confusion on your part perhaps?
VRS and the way the rotor is driven during autorotations are two completely different things.
You need three factors to get into VRS:
1. Low airspeed (roughly at orbelow ETL)
2. A rate of descent
3. Power applied.
All three factors need to be present in order to get VRS or settling with power. Thats why in an autorotation with low airspeed, or with the collective all the way down you are not in a VRS (no power applied).
Also you will not get in VRS if you still have a lot of forward airspeed.
To get out of VRS you need a reduction in power and/or get airspeed (either forward or left or right to move out of the "dirty" air colum)
How the rotor is responding in an autorotation or when you dump the collective and pull aft cyclic is still being worked on (increase or decrease of RPM in regards to your conrol inputs).
-
Turning off magnetic force trim doesn't untrim your cyclic. Not sure if this is intended or not
Your joystick is centered or do you keep it in that position? If you turn off the magnetic trim it should stay in hat position if your joystick is not centered.
-
When you turn on the flir you will here a ticking sounds. when it stops its good to go
-
If you use the control indicator youll see the current position of your controls and the position where the auto pilot holds them. just align the red with the white indicators and disengage.
-
As far as I know, no. That way you will not blast off your minigun with a rocket when the copilot is shooting off angle and downward.
-
The pitch down moment is caused by the drop in collective. Apply a little aft cyclic to maintain the helicopters attitude simultaneously while lowering the collective.
You are probably to slow with lowering the collective while rotorspeed decays, the lower the RPM the less your control inputs will have effect.
So either try entering the autorotation with the procedure Gunfighter Six described (lower collective first, then retard throttle) or if you simulate an actual sudden engine failure, be quicker with lowering the collective and apply aft cyclic to keep the attitude.
-
Ah I see what you mean.
-
Those were just regular enroute and airfield ndb's. What ranges are you tracking them and at which altitudes?
-
HF radios require a precise tweak of the frequency used to actually succesfully go over the horizon. The usable frequency differs for each specific time during the day and enviromental conditions. Eventhough a NDB might be a shortwave frequency its still not a dedicated over the horizon beacon and requires LOS. Those few times I usee them when they were still in commision, you already got a weak and fluctuating direction at 20nm, ofcourse dependig on the power output of the station.
-
IIRC, NDBs don't depend on line of sight to work IRL.
? Its still just a radio signal.
-
Can you provide a track? What was the wind direction and velocity? Temperature, altitude, weight of the aircraft?
If youre able to make a complete 360 in a hover, I would assume your controls are fine and its a tailro5or thrust related problem.
-
What rogue said. And define the slow speed you are flying?
Sometimes in high winds youre not even able to complete a 360 due to lack of thrust of the tailrotor in a steady hover.
-
The huey is hydraulic assisted. So your collective is also mechanicly moving the control and the hyd actuators back you up. If you could slam the collective up and and down in a split second then your linkage is broke. So in the real helo you also feel resistance.
-
GunfighterSix noticed some changes in torque and engine limiting. Still testing to figure out the changes, but appetently there are a few changes in the engine parameters.
-
You dont have enough tailrotor thrust to counter the wind, but you still have control of the helicopter. LTE is a sudden movement which if not countered quickly will make you loose aircraftcontrol completely. Would also be awesome if you would notice the downwash of aircraft infront of you.
-
Yeah, 610C is the max continuous and 625 max for 30min. But as you can see there is no change in EGT between 1.5 and 1.12
-
DCS 1.5, 9330 lbs, 20C
DCS 1.12 9330lbs, 20c
Invalid username or password
in Installation Problems
Posted
Hello.
I was trying to run the updater to go from 2.7.5 to 2.7.6. It showed my login screen with name and password but it wont connect and keeps saying incorrect username or password. I reset my password via the website but still with the new password it wont log in. Anyone familiar with this problem?