Xtrasensory

I did not notice any big differnces in the FM. Still hoping they will implement loss of tail rotor effectivness one day.

I noticed some changes in the engine controls that changed with 1.5. For example: when the engine is running and you cut the fuelflow, the boost pumps now come on and it takes significantly longer for the engine to flame out. Can someone of the devs or users post some more changes that they found or did which are not posted in the main topic? Thanks

The only thing I use the internal setting for is when Im in a FARp and need to request refuel and rearm. But since Im on the ground then Ill just look inside en click it with the mouse. No need in wasting a button for this key.

http://www.askacfi.com/23366/how-does-the-torque-indication-system-measure-torque-in-the-helicopters-and-turbo-prop-aircrafts.htm 2nd responds might clear some answers. Dependiing on engine and aircraft torque can be measured in different ways. Most likely the Uh1 measures an oil pressure somewhere aswell, thus explaining the use of PSI instead of lbs/ft.

http://www.anythingaboutaviation.com/wp-content/uploads/2013/01/Bell-UH1H-Flight-Manual.Stamped.pdf In the UH1 -10 manual chapters 6 and 7 are for weight and balance and performance. Here you can find the different charts for performance calculations.

Is it still happening? And if you go from f2 to f1 and wait a few minutes will the cockpit reappear? Else try dialing down the settings a bit and see if you notice any difference. Do you have the same problem with other modules?

I think hes talking about not seeing the cockpit. Try remapping f1 again? Or maybe you are using to much ram on your gpu and it has a hard time loading it?

Maybe you mean the same and Im misreading you, but dont keep the wind in your back. Takeoff with the wind on your nose.

Some footage of a night training insertion. This was our second wave into the LZ. First group of friendlies were clearing the tree line south of the LZ.

Some LZ training with 229th.

Nice video and AAR Chuck!

We were messing around on the 104th server when my wing got engaged by a Mi-24. Bastard took some 7.62 and a m151. I first thought I would get the kill, but watching the replay I noticed this lucky bastard got away. Before our air to air encounter, we ran into heavy enemy resistance once we crossed a ridge line.

I would really recommend to set up TS whisper, else ill go mental... Haha. Will be a nice turn up.

Im in. UH1 Gunship.

The time is still 1700 EST (2100 GMT)?

Youre always welcome to check out our forum and hop on to teamspeak. Got a lot of service guys and rotorheads who focus mainly on the Huey (and still waiting for the AH1).

Search online for the TM-55-1520-210-10. The UH-1H/V operators manual.Chapter 5 are limitations and chapter 9 emergency procedures.

Will tree collision and masking capabilities also be added to our current map? First post only talks about it for new maps. Masking behind trees is something we rotorheads have been missing as an important part of helicopter operations.

I dont think that there is a difference between the two. Both are measuring static air temperature I believe. Not 100% sure.

If people are interested in helicopter aerodynamics, try looking up the fm 3-04 203 fundementals of flight. Or the book: fundementals of helicopter flight.

I dont see torque as required for flight, its more of a side effect. The rotor creates drag as a side effect of lift ,which tries to slow the Nr, the engine has to create more power to maintain the Nr. This will increase the torque on the drive shafts and in the gearboxes. Helicopter turbines are limited by EGT limits, Ng limits or fuel flow limits. The torque is limitedby the gearboxes (it will not actually limit it, but break when the torque is to great). Depending on altitude and temp you may either hit the egt, Ng or fuel flow limit of the engine before you hit the torque limit. So the collective increases your pitch, increasing the lift, increasing the drag. Rotor speed will decrease, engine has to create more power to maintain Nr and the torque will increase.

Translating tendency: A counterclockwise rotating helicopter wants to drift to the right due to the tailrotor to compensate for torque. This is countered by a little left cyclic to tilt the mainrotor system. Some helicopters also have design features to help compensate for it. Like a slightly tilted mast for the main rotor. Clockwise turning helicopters tend to slight left. Coaxial helicopters will not have this phenomena. ETL At around 20 knots (+/- depending on helicopter) the helicopter leaves the turbulent air caused by vortexes. Air is clean and comes in more horizontal, thus decreasing the induced flow and drag and increasing the effeciency of the rotor (same angle of incidence with a greater angle of attack). Less power (collective) is required for the same amount of lift. Transverse flow When the helicopter picks up forward speed, the air will come in more horizontally at the front of the disc and it will have a greater downward velocity in the aft of the disc. Thus creating a greater induced flow and smaller angle of attack at the back of the rotor and a smaller inducednflow and great angle of attack in the front. Due to gyroscopical precession you will notice a right roling tendency in ccw rotating helicopters

Trimming is a personal preference. Some use it, some don't. If you have trouble maintainting your attitude and control the rudder, you might be coming in to fast. You might want to upload a track to see what you can do differently.

Trying some low level autorotations and a 180.