AlphaOneSix

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Turbulence would be really hard to simulate properly without the air mass being a fluid. Unless you just want them to fake it. I'd rather not have it than fake it.

Fair enough. I just pasted what it says on the cover of the one I've got. I'm sure you'll be able to get it from somewhere.

Sorry. :( DISTRIBUTION STATEMENT D - Distribution authorized to the Department of Defense and U.S. DoD contractors only (Administrative or Operational Use) (11 August 2006). Questions concerning technical content should be directed to WR-ALC/LUTD. Other requests for this document shall be referred to WR-ALC/LUTD, Robins AFB GA 31098.

Well in any realistic scenario it would blow up so much dirt and debris that you'd probably foul the engine pretty quickly and if not you certainly wouldn't be able to see anything outside of your one square mile dust cloud.

This is very true, in my opinion. (Although my opinion is really only valid for the Mi-8) This is also true. :)

I'm no BST dev. I'm not even on the Beta team anymore.

Sounds like you are not twisting the throttle full right prior to takeoff.

If the Crosswinds were available with normal pedals, I'd buy them instantly. I just am not willing to do the whole foot on the pedal. Fine v. Gross motor and all that. My hat's off to those of you who excel with them.

Sorry for the multiple posts, but another clarification on the ECLs. The collective, the throttle, and the ECLs all affect the engine's throttle position. I.e. raising the collective, increases throttle setting (on both engines simultaneously). Twisting the throttle grip to the right increases throttle setting (on both engines simultaneously). Moving an ECL up increases the throttle setting (only on that individual engine). Increasing all three of these can result in hitting the throttle stop on the engine fuel control unit. In other words, if you have the throttle twist grip full right, and you raise an ECL to full up, you will NOT be able to raise the collective all the way, you will hit the throttle stop first. You would have to twist the throttle left a bit (not recommended) or reduce the ECL position in order to continue increasing collective pitch.

Also, the term "governor" is bring thrown around a lot. It should be noted that there are different governors depending on the context. Items 1-4 below are all contained within the Fuel Control Unit mounted on each engine. 1. During engine start, there is an automatic start control unit that regulates fuel flow during engine start. It works up until around 45% N1 then it's wide open. 2. Above 40% N1, the acceleration time control unit takes over and schedules fuel flow into the engine until the engines reach idle speed, around 75% N1. 3. When the throttle grip is twisted to full right, the turbocompressor speed governor (inside the FCU, not the one in the EEG) schedules fuel flow up until the main rotor speed is above 93%. Then it's wide open. 4. The main rotor speed governor schedules the fuel flow at a main rotor rpm above 93%. All of the items above are integral to each engine's fuel control unit and cannot be changed by the pilot. They are purely mechanical and operate based on rotational speeds (N1/N2) and fuel pressure inside the FCU. 5. Engine Electronic Governor (EEG): Limits N1 (GG/TC) speed and EGT (PTIT), and monitors for N2 (FT/PT) overspeed. Has a control panel on the central console. N1 is limited to 101.15%, unless and engine fails, then it stops limiting N1, but N1 is still limited by the N1 and N2 speed governors within the fuel control, and is typically around 102.5% depending on air temperature and pressure. EGT is limited to 990 degrees, even if an engine fails. The only way around this EGT limit is to turn off the governor. The N2 governor in the EEG shuts down the engine if the N2 reaches 118% plus or minus 2%, so it technically doesn't limit anything, it just shuts off the engine. This would typically only happen in the event of a failure of the input quill from that engine to the main gearbox, or a failure of the free turbine shaft to the main gearbox.

No that's automatic. Who has time to futz with ECLs during an engine failure? You have better things to do.

I've got three hours of front seat time in an AH-64A.

Odd they would put it in the book that way, but what you describe is how the real aircraft works. Due to the placement of the valves and pressure transmitters and switches, you will not lose pressure on the cockpit gauge in the primary system when you turn the primary system off manually.

Mi-8/17, Mi-14, Mi-24, Mi-28, Ka-27/28/29, Ka-31/32, Ka-50/52. All same engine, with relatively minor modifications.

Updated with new link and new document. Note: Mi-8MTV-2 uses the same engine (TV3-117VM).

The only emergency procedure which calls for the use of the ECLs is engine surging, which is not simulated here. Otherwise, the ECLs are only used for maintenance/testing purposes. In other words, there is no reason to use the ECLs at this time, unless you just want to do it for fun. Even if the governors fail, you modulate power with the collective and visually verify that you remain within the engine's operating limits. The N2 trim switch is used to set the rotor speed to 95% when on the ground with the throttle full right and 3 degrees of collective pitch in the rotor blades.

It takes power away from the engines to run the dust protectors. Specifically, hot air is tapped from the combustion section of each engine that could otherwise go to powering the free turbine.

130km/hr is the best airspeed for rate of climb in the Ka-50. If you want to test out more power just for fun, then just turn off the governors, nobody will yell at you if you break something. ;)

They all go to the same place, ultimately. The throttle levers are for individual engines, while the throttle on the collective is for both engines simultaneously. They connect under the floor. I'll see if I can find the picture and post it here. EDIT: Okay the picture is hard to look at, so I won't bother, but the point is that the twist throttle and the separate engine control levers mix together right at the bottom of the pilot's collective assembly.

Yeah I get what you're saying. The problem I'm seeing is that the color you see has nothing to do with the colors that come into the tube. What color you see depends purely on the composition of the phosphor screen. I suppose you could have three different phosphor screens for each of the three filters, but I don't see how you're going to combine those three images in a way that you could put it onto a human head.

Light amplification in NVG's does not amplify the actual photons coming in from a source. Those incoming photons are just used to shoot a large number of electrons at a phosphor plate. The color of the NVG's depends on the phosphor. Most are green, but the NVG's I fly with now are white. But at any rate you are not seeing the photons from the source, so it's impossible to see color with the way they are built today.

All helicopters do this. In my experience it isn't any worse than most other helicopters.

I was an AH-64A crew chief for 6 years and have been an Mi-17 crew chief for the last 10 years. What I will add to the conversation is that yes, there is a checklist that we follow for "daily" inspections. After a while with the same aircraft you start to know what things need more attention than others. When I was in the Army, I was assigned to a particular Apache and if anyone wanted to know the status of the aircraft, they came to me. I was responsible for the logbook and keeping all the paperwork in order as well as performing maintenance on the aircraft. Of course, I also helped the other crew chiefs with their maintenance as necessary.

Yes. The only time you your heading and course will be identical is when you are flying directly into or away from the wind direction.