Zentaos

is the 120GB req. (350GB recommended) for the full installation of DCS plus the CH-47 or 120GB for just the Chinook? My installation is currently sitting at 420GB on a 500GB NVME drive and I want to add the "Hook", Kiowa and Afghanistan... Looks like I need a bigger drive.

Thanks for all of the knowledge guys. I have felt for a while that VRS in the Huey was way to easy to encounter. I remember the first couple of hours within the sim having some WTF moments when it fell out of the sky over the runway practicing quick stops. Having never flown anything but Robinsons I assumed (I know...) that being larger and heavier, the Huey would be much more forgiving during rapid deacceleration. When I was training for my private my instructor would have me hover OGE downwind and pick a vertical reference near or beneath the helicopter to focus on. It was hard to keep the relative airspeed low enough to enter VRS at altitude. I still couldn't tell you if it was because I was fixating, or my instructor was slowly pushing down the collective when I entered VRS for the first time. When I quick scanned the panel the VSI was indicating close to -1000fpm. Either way, both good lessons. Now all I want to do is train for vertical reference, long lining and utility...

I would really love to fly an AH-6M/i in DCS. Unrivaled maneuverability, almost AH-64 firepower...please gives us an armed scout.

:)

Perfect, my point exactly. Focus on data that can be proven and/or measured. If there is a problem, I stand behind all wanting it corrected. A problem must be approached in a manner in which it can be solved. You don't test buoyancy by first sinking a hull and then trying to remove the water.

No, slipping does not change velocity vector. However, skidding does change velocity vector, but in order to keep from inducing a stall during a skidding turn, your turn rate would be so slow it might take more than ten minutes to perform a complete 360 degree turn. A standard turn rate is 3 deg. per second, or 2 minutes for a full 360 degree turn. Steeper bank angles with increased power and AoA can produce faster turn rates. I am off to perform a skidding turn in the F-86. edit: okay, I was able to get about 8 degrees of turn in 2 minutes using only rudder to skid while keeping the wings level at a speed of 350 KIAS. This would yield a full 360 deg turn in about 90 minutes, very poor turning performance indeed, but this is not conclusive to accuracy. Have errors been discovered in other areas of the flight envelope? Weather or not you feel this "may" affect other parts of the PFM, if normal maneuvering yields correct performance, it may not be affecting the overall performance of the PFM as we think. There may not be any published data because the skidding turn performance was so dismal, the Airforce mandated to never perform such a maneuver. I just don't get the witch hunt here against BST. we got what we payed for, "the most accurate representation" of the real aircraft flight model to date on a PC, and it is still in beta. I do not feel that this is an accurate test to prove rudder effectiveness, I would instead, fly crosswinds at the edge of published limits to see if the performance is accurate. I feel, and this is my opinion, that efforts should be focused elsewhere as far as community testing and developer time is considered. I would rather have animated troops in my Huey than be fretting over flat turns that I never perform.

Then you are slipping

My point is, that if the aircraft performs correctly and is able to meet the numbers of the real aircraft's envelope, why are why concerned about a maneuver that would never be useful and has no real world data to back it because it is not useful?

I'm confused. Are we talking about heading, or vector? As soon as you input rudder deflection, heading changes. Vector may change very slowly depending on conditions. I have very limited flight experience, less than 30 hours in C152 & R22, and 3 hours in an SF.260, but I never had an instructor have me turn the aircraft with the rudder by yawing. In a C152, if you deflect the rudder, the aircraft will slowly roll towards the deflection changing the lift vector. Or the pilot can counter the roll with opposite aileron deflection and put the aircraft into a slip this causes a number of aerodynamic instabilities. The lift vector remains vertical, but the thrust vector is not constant with heading so the aircraft translates sideways. It also decreases lift on the leeward wing from the airflow being blocked by the fuselage which requires a power increase to maintain altitude. I have never performed a full 360 degree flat turn in an aircraft. So, as a STUDENT pilot, no it is not common knowledge to me that all aircraft will perform a flat turn, as I was never taught how, i was taught coordinated turns. I was taught slips, not for approach in crosswind, but as a method for bleeding off altitude on an approach vector. In crosswinds, you point the nose into the wind to achieve a constant track with the runway, ie. You fly into the wind, as you approach, the wind pushes you left of the runway, but your nose is pointed right so you track straight with the runway (also known as a crab) then you apply rudder just before touchdown to match heading (not vector, vector is already in line with the runway by flying into the wind) with the runway. I have never flown a swept wing jet, but i have ridden in a lear 31. The pilot did not perform any flat turns. So I cannot assume that yawing should produce a 360 degree turn. As for rudder deflection and heading, i do remember in my first flight lesson that the instructor had me deflect the rudder then release to see how the aircraft would weather vane in relation to its vector. Which is why the rudder is separate from the vertical stabilizer.

Such a good laugh. Sometimes its good to chuckle at our own tunnel vision.

I have done good business in components with Microcenter or Amazon. Amazon always has great deals, but it you are close to a Microcenter, their in store deals are to be watched for.

Any news or update on this, or is it a hopeless cause?

Has anyone seen this yet? This will put an end to the resolution argument in the Oculus Rift thread. http://www.avegant.com/homepage/

Good point....:) I have a fairly powerful rig, i7 2700k, on an Asus P8Z68 Gen3, 16GB RAM, Ati 7970 3GB. I run all settings maxed except SMAA. It looks like the promo vids when I'm playing. It is very much a work in progress, but it is getting better every day. I haven't driven Assetto Corsa yet to compare, so I can't comment. Cars' FFB is very good with my current wheel setup (Fanatec GT3RS V2, CSP V1, 6 spd Porsche shifter). You do have to spend a little time tweaking the settings to get the feel just right. I can easily control power slides, and feel the limits of grip. Some tracks and cars are further along than others, so be careful what you compare ;)

I will probably run both...:) ...but I can't go back to GT or Forza after playing these Sims. The console games feel like driving on ice now.

Project C.A.R.S. You should see it now! All credit goes to Majik for the incredible vid

If they do not have any plans to market this tech, what then would be the reason for demos and hype...?

I don't understand why anyone would not want to make use of all of the aircraft. A well thought out battle plan would use the modern fighters for air superiority, the a-10/su-25 for armor takedown, the uh-1/mi-8 for troop insertion and the p-51 to strafe advancing infantry. Would the uh-1/p-51 survive a lone mission on a modern battle field? Probably not, but used in tandem with the full arsenal in a role that suits their abilities, I'm sure they would have a measurable impact.

...and a pilots second bladder strapped to your johnson

The engine throttle (in the controls as corrector) is actually governed to maintain a constant rotor rpm for normal flight conditions. The only time you use the throttle is during startup and shutdown procedures. Otherwise, after startup roll the throttle to full and leave it there until you land then roll it off for cool down and shutdown.

I am really hoping to see an OH-6, Would really fit well with the huey and cobra for some Vietnam era teamwork.

great read!

I thought torque was measured by load on the turbine, ie psi in the compressor. Kind of like how piston engine fighters (p51) engine power is measured by manifold psi. Edit: I understood what you were trying to convey. I suggest reading the rotorcraft flying handbook to everyone interested in truly learning the fundamentals behind helicopter flight. Forums are such a touchy place. The action of raising the collective lever, in turn raises the Non-rotating swash plate. Which then raises the rotating swash plate, that increases the pitch of the blades on the main rotor. The increased pitch adds drag to the rotating airfoil, which starts to slow down. However, the rotor rpm is governed, so as the rpm starts to lag the governor opens the throttle, which increases psi on the turbine, that in effect is increasing the amount of "torque" applied to the main output shaft. Gyroscopic precession has nothing to do with the aerodynamics involved in raising the collective. As the pitch is increased "collectively" through the rotors full range of rotation. It is canceled out anyway (except for needing to understand the physics involved) by control mixing. When you pull the cyclic backwards, the non-rotating swash plate tilts to the left, to compensate for gyroscopic precession. You mentioned it here by the way.

That story was in "Chickenhawk" and the load was huey rotor blades I think.