Raptor9
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Posts posted by Raptor9
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Keep in mind that the burst limit setting is different for each seat. So if I set the burst limit to 10 on the WPN page in the back seat, it won't change it for the font seat.
Now, if you set it to 10 in the front seat, go to the back seat, and then return to the front seat, George CPG may have changed it to 20 if his burst limit setting in the AI interface tool is set to 20, even if you didn't have him shoot something with it.
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To clarify a few terms and their correct usage to avoid confusion...there is only one "Trim" command, and that is pressing the Force Trim Release button. So any time someone mentions "re-trim" or "interrupt the force trim", it means pressing this 4-way Force Trim/Hold Mode switch to the 12 o'clock. So there isn't really a "trim up", "trim left", "trim right" or "trim down" command in the Apache, it's simply a four-way switch where one direction is the Force Trim Release, and the other three are Hold mode commands. I say this to prevent confusion with those coming from fixed wing modules or the Mi-24 Hind where they expect the trim control to behave like a 4-way hat with 4x different trim directions.
Not to be confused with "put the aircraft into aerodynamic trim"/"NOE trim"/"nose-to-tail trim". These are referring to the alignment of the fuselage with regards to the airflow and/or flight direction, based on the skid/slip indicator, which is also called the "trim ball".
2 hours ago, Bearfoot said:So we use the FTR to update the FMC what the reference is regardless of the hold mode, but the hold mode determines what gets "held" with respect to the reference.
Yep, so if I am in a level flight attitude with Attitude hold engaged and I interrupt the force trim, put the aircraft into a 10 degree banking turn, and then let go of the force trim, the aircraft will attempt to maintain that 10 degree banking turn.
If I am flying forward at 30 knots ground speed in Velocity Hold, interrupt the force trim, decelerate to 25 knots ground speed, and then let go of the force trim, it will now attempt to maintain 25 knots ground speed.
If I decelerate below 5 knots ground speed, it should automatically switch to Position hold even without touching the FTR switch; but if I am decelerating to a hover, I'm typically going to interrupt the force trim anyway while I maneuver the aircraft, and then once set I'll let go of the FTR and the aircraft will establish that position as the reference point to hover over. If I want to reposition to another hover location, I interrupt the force trim, re-position, and then let go of the FTR switch and the aircraft will hover at that new reference position.
Unlike the Ka-50, there are specific breakout values that the hold modes will stop fighting the pilot inputs because the FMC recognizes these are deliberate inputs, and will not reestablish new references until back within certain criteria. This is done independently of the force trim usage to allow the pilot to fly through the hold modes without needing to disengage them first.
The AH-64D FMC shouldn't be fighting the pilot inputs outside of its rate damping SAS function, but at the risk of sounding like a broken record, it is all work in progress.
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4 hours ago, Caldera said:
but recently from both Pilot and Gunner seats the ammo count selector is automatically changing from 10 rounds to 20 rounds.
Under what conditions? Randomly? When swapping seats? When George is instructed to take the gun?
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This is how waypoints are handled for some other modules as well, like the F-16, in that Waypoint 0 isn't actually entered into the navigation system. That way the flight plan doesn't start at a parking position. As mentioned, there is nothing stopping Waypoint 1 from being placed on the runway or the FARP at or near Waypoint 0.
It is worth noting that "routes" in US Army helicopters aren't quite the same as flight plans as most people are used to in other aviation circles. They are more akin to routes used by ground maneuver units, in that you may have multiple routes going into and out of an area or objective, or routes that take you from one combat sector to another. And ideally the first point of the route (Start Point) is not the same location as your departure airfield/FARP. This allows you to estimate when you will arrive at the end of your route (Release Point) if you know that it takes a certain time to travel the route at a set ground speed between the SP and RP. Therefore, when you cross the SP at your planned ground speed, you can properly sequence when you will cross the RP, which allows the team to synchronize their actions with other forces during a mission.
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Yeah, there are two bugs here that I have also observed:
1) Pressing button L5 will bring up the AUX GALLONS EXT prompt on the Keyboard Unit, even when the option is not present on the MPD. This happens even when no external fuel tanks are mounted at all.
2) The AUX GALLONS EXT option at L5 will not display if a single fuel tank is loaded on the right wing , when there should be. It displays normally when a single tank is loaded on the left wing however.-
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Just now, Hammer1-1 said:
Funny thing about manuals:
Funny thing, posting excerpts or links to download them is still in violation of Rule 1.16...
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The M282 (of any version) has never been in use with the regular US Army. However, there are branches in the US that use it, but I've never heard of the A1 version. The fuse settings on the WPN page aren't for the M282 anyway.
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1 minute ago, Bearfoot said:
It would be great to have a "The Dummies Guide to Understanding and Making the SCAS Work for You"
Hopefully an update to the Quick Start manual will include a detailed description of such a topic.
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Technically, it shouldn't even have an umbilical at all.
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Mono as a whole isnt implemented correctly, not just on the TSD DIG map. It should override everything on the MPD and switch it to a greenscale, regardless of color output or underlay on the MPD.
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I think Mogster was referring to the FARA program. However, it remains to be seen if that program will be any more successful than the failed LHX, ARH, or the AAS programs.
It's all relative though. Is the Apache fast/agile? Maybe, it depends what you compare it to. Compared to an Mi-24, it's certainly more agile but not nearly as fast. Compared to an OH-58D, it's definitely faster but not as agile. However, for a combat-loaded 9+ ton helicopter, it's quite maneuverable in the right hands. Heck, even a monster like the CH-47 is able to yank and bank in the NOE environment when flown by a well-trained aircrew. But will you get a 9 ton AH-64D to stop on a dime like a 2 ton OH-58D? Of course not.
But the maneuverability isn't a reason why the Apache isn't ideal for scouting work. The logistics footprint in fuel and parts to support a company of 8x large multi-engine gunships would stress a brigade combat team much more than if they had a troop of 10x small single-engine scout helicopters. Logistics win wars, and it's a lot cheaper to purchase small scout helos that put less stress on your supply lines in the long term. Not every hole needs a backhoe to dig it, some just need a shovel in the right hands.
It's the same reason why the USAF has been investing in the Light Air Support program. Not all air support needs an A-10, as awesome as that is.
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Not implemented yet.
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Free trials of products are not a "nice thing to do", they are intended to increase the success of a product by providing a sample to entice a potential customer to purchase it. It is a tool for marketing, and is subject to standards of finality that the developer may wish to set that they feel will provide that intended result.
Early access and the Open Beta is a voluntary program that let's paying customers actively take part in the development process by providing feedback and bug reporting to cover a much wider range of use cases and hardware configurations. There was no such promise made that a product is released for free trial the same time it is released into Early Access.
Welcome to how the world works. If you want a product at your convenience, purchase it. If you are not willing to pay for a product, expect to receive access to it at the developer's convenience, and when they feel it is appropriate for the success of the product.
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@Devrim, you haven't done anything wrong. The INU behavior is simply WIP.
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Attitude and Velocity hold modes are already in (although WIP), as is Heading hold which is always there.
Position (hover) hold and the Altitude hold modes are coming later, no idea when.
Keep in mind the flight model and FMC/SCAS (flight computer) are also WIP, since the module is still pretty new in Early Access.
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The correct conditions for Velocity hold submode is between 5 and 40 knots ground speed when you press ATT hold on the cyclic. Above 40 knots ground speed you will simply enter Attitude hold. Below 5 knots is when Position hold submode will engage for maintaining a hover (not implemented yet).
There is transient range allowed that if you are above 40 knots and engage Attitude hold, it will remain in Attitude hold until 1) the aircraft decelerates below 30 knots ground speed, or 2) if below 40 knots but above 30 knots ground speed and the force trim is interrupted and released, in which case it will switch to Velocity hold.
I haven't had a chance to extensively test it's behavior since it has just been implemented, but that is how the logic is supposed to work.
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3 hours ago, Devastator said:
Is there a brevity call "Mudspike"?
Short answer? No, there is not.
Long answer, it is an inaccurate amalgamation of two separate brevity terms "Mud" and "Spike" into one. They both mean that a threat warning system (like an RWR) is receiving indications that a hostile radar is locked onto the aircraft, but "Mud" indicates the aircraft is being locked by a surface-to-air system and "Spike" means that the aircraft is being locked by an air-to-air system from another aircraft.
Likewise, the terms "Dirt" and "Nails" mean similar states of RWR indication, except "Dirt" is for surface-to-air threat radars and "Nails" is for air-to-air threat radars.
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Regardless of the time of day, ideally the best way to use GHS to cue the TADS to a target is to bring it to Wide or Medium FOV in FLIR (or just Wide FOV in DTV), and then place the crosshairs on target. In FLIR using Wide FOV with the TADS slaved to the ACQ GHS, the behavior is identical to using the TADS in NVS NORM, with the exception of weapons symbology being displayed instead of flight symbology. You can now target without obstructions such as the cockpit or canopy rails interfering with line-of-sight. Crews routinely use NVS NORM during daylight hours to "see through" their cockpit using the PNVS or TADS, despite it being labeled Night Vision System.
As for real-world applications of having the TADS sensor video always displayed on the HDU in such a manner when sight-selected to TADS, the idea is that you can continue to target and engage with your right eye while using your left, unaided eye to interact with cockpit controls/displays, look at your kneeboard packet, or even look outside and compare the two visual sources.
As an alternative, you can simply turn off the TDU display and look down at the dark, blank screen as a black backdrop while using your HDU for TADS targeting.
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16 hours ago, monkie said:
In real world operations, are all CP/G's also rated pilots fully qualified on the Apache or are some purely acting as the Gunner only? Also is there a requirement to fly from the front seat every so often?
This may vary between different nation's and how they structure it. In the US Army, as others have mentioned, all AH-64 crews are trained in both seats, and are more or less interchangeable. To this end, there is a minimum amount of flight time they are required to log in each seat throughout the year.
16 hours ago, monkie said:I am curious if CP/G's also have to fire so many rockets from the front seat while flying, etc or log so many landings from the front seat much like requirements for fixed wing currency?
Not necessarily. Employing rockets independently while flying the aircraft functions identically in either seat. Same thing for various flight maneuvers, they can be performed in either seat since they are performed identically from either seat. 90% of what can be done in the aircraft can be done from either seat, so every AH-64D is both a combat-capable aircraft as well as a trainer aircraft, with no changes in cockpit configuration.
16 hours ago, monkie said:Is it a rank or command thing where a CP/G might be the mission commander and have full authority over all elements?
Again, this may vary between nation's, but since they are interchangeable in the US Army, either the pilot or CPG can be the pilot-in-command of that aircraft, and the mission commander of that team can occupy either seat of the aircraft they are operating from.
In the US Army, pilot-in-command (PC) and air mission commander (AMC) are positions that are not based on rank, but experience and judgement. There have been missions where a CW2 (Chief Warrant Officer 2) could be the AMC of a team of two AH-64's, with a CW4, a Captain, and a Colonel as the other three aviators in the team; and the CW2 is in command, despite being out-ranked by everyone. It's an interesting dynamic, but ultimately all four members of that team are professionals working toward one goal, and that's to accomplish the mission. Rarely is there ever an issue of rank vs position in such a scenario.
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1 hour ago, Frederf said:
CMS left does different things on different F-16s.
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This F-16 has program 6 apparently.Naturally. As aircraft avionics evolve I would expect nothing less, but I'm only referring to the DCS F-16 and its functionality. Regardless of how things are in real life, I'm describing solutions that work in DCS World since that is where us DCS players operate.
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1 hour ago, Frederf said:
There's no such thing as program 6.
CMS Left dispenses program 6, which can be programmed via the DED if necessary.
My set-up:
PRGM 1: Reactive RF countermeasures, a custom chaff program proven to defeat SA-3 and SA-6
PRGM 2: Reactive RF countermeasures, a custom chaff program proven to defeat SA-2, SA-8, SA-10, and SA-15
PRGM 3: Pre-emptive IR countermeasures (Light), provides light flare coverage for an attack run over a defended area.
PRGM 4: Pre-emptive IR countermeasures (Heavy), provides heavy flare coverage for an attack run over a defended area.
PRGM 5: ACM/defensive mix of PRGM 2 and PRGM 6 that allow me to kick out countermeasures of each type quickly
PRGM 6: Reactive IR countermeasures, for observed IR missile launchesI normally keep the CMDS mode in Semi, and switch the Manual program 1-4 knob based on situation, phase of the mission, or observed threat escalation on the RWR, while reserving the reactive flare program on PRGM 6 (CMS Left) and the quick reaction slap button. From testing, since the Auto mode responded to all observed threats by dispensing Auto program 1, regardless of the threat type (I'm guessing its logic is still WIP), I removed all countermeasures from the three Auto programs and just use CMS Aft/Right to manage my ECM separately of the CMDS. If I need to use the ECM in noise jammer mode I'll switch to Manual CMDS mode, but that isn't common, so I'm normally in Semi.
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That is indeed strange, and not accurate at all. The max frequency that should be tunable by the FM radios is 87.975 MHz, and frequencies are only tuned in 0.025 increments. So in this case, none of those frequencies should be tunable. 87.975, 87.950, or 87.925 should be possible, but none of those.
Definitely a bug.
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Some food for thought: the force trim button also interacts with the logic of the Flight Management Computer and the hold modes. It's not just for pilot comfort, it's integral to how the aircraft is operated.
As the SCAS system is fleshed out and expanded with additional functionality, not understanding how force trim works in a helicopter will likely hinder your understanding of how and why the AH-64 performs as it does.
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How to set SCAS for hover
in DCS: AH-64D
Posted
Currently, when you press the force trim release, it removes SAS functionality altogether and re-centers the SAS authority within each flight control servo. This means that pressing and holding the force trim release is the same as disengaging the FMC axes altogether.
How it should work is that regardless of the force trim release being pressed or not, it should provide command augmentation (CAS) in pitch, roll and yaw axes to provide uniform control response across all longitudinal airspeeds. In addition, with the force trim release not pressed, it should provide an additional SAS function called "atmospheric upsetting prevention" which helps minimize effects from things like turbulence.
Add onto that the additional logic of the Heading hold (<40 knots) and Turn Coordination (>40 knots), which is a separate collection of logics as well. The most basic of which is that pressing the force trim release removes any heading hold logic from being applied.
So to answer your question (in the current build of the DCS AH-64D) the SAS will still be active in your first scenario, as will the heading hold under certain conditions that "capture" the heading at speeds below 40 knots. In your second scenario, you will essentially be flying around with the SAS disabled when the FTR is being pressed continuously.
The bottom line is that the SCAS is still a WIP, so the question of how the SAS system behaves is a tricky one depending on whether you mean how the DCS AH-64D SCAS system is currently behaving versus how it should be behaving (and how it will hopefully behave in the future later in Early Access). The real AH-64 is a little "squirrely" without the Flight Management Computer engaged, so the FMC's SCAS functions make the aircraft a stable and predictable aircraft.