AlphaOneSix

The PTIT gauge requires 36V AC power to operate.

EDIT:

I'm not saying that licensing is not correct but it seems odd to copy the interface exactly but the fact that you leave out the "G" in the name suddenly clears you of license violations...

Also note that the compressor/gas producer/N1 RPM is not static, the number in the specs is at some specific power setting. It's the N2/power turbine/free turbine RPM (and thus the rotor RPM) that is important to keep in a relatively narrow range or at a specific RPM. The governor/fuel control on the engine will maintain the engine's N1 RPM at whatever level is required to maintain N2/rotor RPM at the proper speed by adding or restricting fuel flow.

APR-39 got updated quite a bit throughout the years but kept the name, they just updated (V) numbers. By the time I left the military in 1995 they had new, improved receiver antennas and of course the tones were gone, replaced with a voice. The test voice was "zoo 23, tracking" or some such. Still in a very computery voice, but hey beats a tone. Here's a video with a lot of APR-39 voice testing stuff:

That's what the center of gravity range defines, a range of balance points where the aircraft is safely controllable. So that's really another way of saying essentially the same thing. Hey I'm not trying to be mean or be a smart-you-know-what or anything. I'm just saying that the game is quite wrong in this respect but it's irrelevant because quite frankly it's not worth the time to come back and revisit. The best solution, and most realistic, would be to simply remove the animation of the tail coming off, since that is extremely unlikely to happen (and when I say extremely unlikely, I'm being extremely generous).

How much does the tail section weigh and what is its effect on the aircraft center of gravity with it removed? The answer to this question is the reason that the aircraft is not controllable with the tail section removed.

Electricity doesn't care what country it's in or who designed the thing it flows through. ;) Kidding aside, every radio I've ever seen in an aircraft has been powered by DC. From any country.

This is quite unrealistic but it's not going to change so just go with it and justify it however you want in-game. Just realize that it's not possible in real life.

First day buy for me. Perfect width for helicopters (well, the ones in DCS anyway). Been waiting a long time for a quality set of heel-on-floor pedals with toe brakes.

Imp, what you're describing is indeed the best way to do it, in my opinion. The roll and pitch channels sort of do both stabilization and autopilot. That is, when you are not moving the controls, they are trying to hold your current roll and pitch attitudes. However, they are perfectly fine with control movement and will always try to hold the new roll and pitch attitude as soon as the cyclic is no longer being moved. While the cyclic is being moved, the roll and pitch channels are still very active, and at that point are just doing stabilization work (which they are really doing all the time, they just aren't trying to hold that previous attitude anymore). The heading and altitude channels are a bit different. They both do hold only and do not do any damping or stabilization. To move the collective, you need to push in the collective brake release (trim) button and that will turn off your altitude channel until you reengage it manually. The heading channel is similar, except it uses the microswitches in the pedals to temporarily turn the heading channel off and on. This is a bit difficult to simulate in the game. The best strategy, in my opinion, is the one mentioned above by Imp. Just my opinion, of course, and everyone is welcome to fly it how they want. It is important to note that on this version of the Mi-8 (in real life and in game), the heading autopilot has 100% authority! it is not limited to 20% like the other channels. Once the heading autopilot hits 20% input, it will actually start to move the pedals in order to maintain the set heading.

The heading channel works with weight on wheels. The only time it doesn't work is when your feet are on the microswitches, simulated here by movement of the pedals. There is nothing wrong with having the heading channel engaged during takeoff, however, after landing, it may be good practice to turn it off and then back on to "reset" it. Depending on how you're landing, you may have a much different pedal setting than when you take off.

"hasta mañana" is Spanish for "see you tomorrow", maybe that's it?

When you say pressure do you mean the air pressure gauge on the APU start panel? The inverter for that gauge (SPO-9) is automatic and you should not have to turn on the PO-500 inverter for it to work. Also, you should turn the STG-3 generator OFF prior to engine start.

It's done, I'll post it when I get a chance, I'm currently on holiday.

As mentioned before, the concern with the engine anti-ice is that if any ice has built up on the front of the engine, turning on the engine anti-ice could dislodge that ice and cause the engine to lose power. By waiting one minute after the right engine anti-ice has come on, you ensure that the right engine is still operating normally. Then you are safe to manually turn on the anti-ice for the left engine. The aircraft is not meant to fly in purpose into icing conditions, nor is it meant to stay in icing conditions if you get into it. The idea is that you are supposed to exit the icing conditions as soon as possible. Note that if you expect to enter icing conditions, you should turn on all the anti-icing equipment ahead of time, before icing occurs. You do this by turning the anti-icing switches from AUTO to MAN, and the left engine from OFF to ON. If the anti-ice did not come on automatically, and you know there is no icing at the moment, it is perfectly fine to turn on the left engine without waiting a minute after the right engine comes on. The pilot's manual suggests turning on all anti-icing equipment any time you fly at +5C or below, just in case you get into icing inadvertently. But that's up to the pilot to figure out depending on moisture content, temperature, and the need to not lose engine power for the anti-icing system.

I have not yet read all of the responses here, but have any pilots chimed in? I have just couple hundred hours so I'm no expert, but I don't remember any aircraft I've ever flown weathervaning in flight. Sure, if there is a crosswind, the aircraft will drift with the crosswind as seen on a ground track, but the aircraft doesn't try to weathervane into the wind. It only weathervanes when the aircraft can't move in the direction the wind is pushing it (i.e. on the ground).

I'll expand on #1. There are three possible start types... Normal start. This one is obvious, it's a normal start. False start. Like normal, but no spark/ignition. Fuel *is* introduced into the combustion chamber, it just doesn't light off because the igniters don't function. Also called wet motoring. Crank. No fuel and no spark, just a dry motoring of the engine. The APU has switch positions on the start control panel for all three, Start, False Start, and Crank. The engine start control panel only has Start and Crank. To do a False Start with the engines, you just introduce fuel using the overhead fuel shutoffs above the pilot while doing a Crank. EDIT: Another clarification on the VSI. In the U.S. we use feet per minute, so this may be what you are used to. 4 meters per second is almost 800 feet per minute. All the pilots I know do not exceed about 300 feet per minute once below ETL airspeed, which is equal to 1.5 meters per second roughly. I've only been in VRS once in an Mi-8 that was on accident and I would prefer not to do it again. Very rare as long as the pilots are competent.

The altitude is assigned when you press the altitude channel button on the autopilot panel. EDIT: I should point out, in case it wasn't obvious, that there is no altitude assignment lever on the Mi-8. The only way to assign an altitude is by engaging the autopilot using the button on the control panel.

I'v never used the Doppler system for real, so I am not sure. May need to just turn it off and back on.

When both generators fail, you lose quite a bit of equipment. More than I am interested in listing. The only items that continue to have power are those that are "required for a safe landing." The doppler navigation system, for example, is not required for a safe landing. The way to fix it is to increase your rotor speed so the generators come back online. Or, preferably, never let your rotor speed drop so low that they go offline in the first place.

Not sure exactly what you mean by "swapping fuel pump". The crossfeed is by gravity only, via two crossfeed tubes. The crossfeed tubes can be closed, but are normally kept open to equalize the fuel level between the tanks. There is no pump for moving fuel to the left or right tank.

Sorry for the delay in responding. I'll start by saying I don't know the answers as far as the CObra goes. For the AH-64: The formation lights are green. We called them "slime lights". The spotlight on the Apache can rotate 360 degrees in azimuth and I'm not sure about elevation but it can go from pointing straight down to a little bit above level. So effectively no limits other than the airframe being in the way.

The radar altimeter can only read up to 300 meters. The "p" after the number means it's a radar height. Once you go above 300 meters above the ground, the reading automatically switches from radar height to barometric height. Changing the altitude hold switch on the autopilot panel just changes whether your autopilot will hold a radar height or a barometric height. As such, you should probably stay below 300m above the ground to reliably use the radar altitude hold setting, although it may work above 300m, I have not tested it. But at any rate, the display will switch to barometric altitude any time your radar altitude goes over 300m.

I have a PDF on this I think. I will post it here when I get a chance. EDIT: DONE! My old training presentation on the Mi-8 Fire Protection System is attached to this post. Mi-8 Fire Protection System.pdf