AlphaOneSix

True, but none of them have ever been Apaches.

Why would the oil be changed at the FARP?

The engine anti-ice is the same. However, the anti-ice bleeds air from the engine compressor, so you'll lose some power.

It's still the classic autopilot name. I hear pilot's use it all the time.

Just leave the yaw channel turned off unless your intent is to fly in a straight line with your feet off the pedals.

There are no IR jammers. There are only passive countermeasures (i.e. the upturned exhausts) and flares.

Well, then you should skip this release. Plenty of others will be excited by the Igla and MWS. Everyone will get the new art.

That's it, just MWS and Igla. And an art rework.

The items that cause the problems...can they be turned off...like via circuit breaker? That should turn out those cockpit lights. Of course you lose those systems, but may be better that way.

No need to troll.

Steam doesn't have a December 1st date. It already slipped to December 15th.

Nope they are both aluminum. The structures on both are composed of the same materials, but the components on Russian helicopters tend to be heavier. Not heavier materials, just more beefy. In my experience, Russian components are "overbuilt" while Western components are built to much more exacting tolerances and are therefore light but also more expensive. I don't believe this is true, assuming you mean that it was supposed to be primarily an air-to-air platform. This is what NATO and the US thought initially when they first saw them, but it turns out that was never the case, and it was meant primarily to attack ground targets.

The gears are used to transmit the Free Turbine rpm to the engine fuel control. In this manner, the engine fuel control knows the rotor speed, and thereby knows if it needs to increase fuel flow to increase engine power and therefore rotor rpm, or decrease fuel flow to reduce engine power and therefore rotor rpm. The accessory gearbox is on the front of the engine and is not visible in this picture. The PTIT probes are not really visible in this picture either. There are several (12 or 14?) PTIT probes that are installed right between the combustion can and the compressor turbine. There is very little difference between a VM and a VMA. It's basically just better cooling that allows more power to be produced at the top end.

It uses sensors that detect IR and UV radiation and can use that information to classify burning rocket motors. Magic is a much better answer.

Yep! I should note that the CMWS also calls out the clock direction of the detected threat, in addition to displaying it on the tiny little CMWS screen.

I know someone will correct me if I'm wrong on this, but I believe that the ABRIS only shows them like that when the mission designer sets it up to do so. For example, last known locations of suspected threats are loaded into the ABRIS prior to flight, but new threats encountered along the way won't show up. I could have this totally wrong so if this does not match your experience, I apologize.

Yes, and depending on the software version, rockets and small arms...although I think the version we will have will only detects rockets and missiles. I don't know if DCS will program in this differentiation, but in real life it knows the difference between the signature of a missile and an RPG. For an RPG it will declare "Rocket, Rocket" but will not dispense flares, for a missile it will declare "Missile, Missile" and will dispense flares according to some built-in program that is not editable by the pilot.

Yes the CMWS automatically dispenses flares if it thinks that it is appropriate to do so.

Here is a picture of the FT overspeed sensor, with the white ceramic potting compound. The second one is right above it but that part is cutaway so they only have one visible. There are two more on the other side of the shaft but they are spares and an electrical connector must be moved to enable those two.

This doesn't seem relevant without knowing what it was before the problem occurred. He said he lowered the collective and that's all that's required to have a rise in rotor speed.

Yep, lowering the collective and bringing the nose up are a sure fire way to spool up the rotor.

116% plus or minus 2% Yes there is a clutch, but that is to prevent driving the N2 turbine when the engine isn't running. When the engine is running, the N1 RPM (nearly 20,000 rpm at 100% N1) is way higher than the N2 RPM (15,000 rpm at 95% NR), so if the rotor speeds up, the N1 will push the N2 higher to keep up. In other words, the main gearbox isn't driving the N2 RPM, the engines still are. The engines are always trying to get the N2 to match their N1, and if the rotor speeds up too much, they will succeed (or at least succeed enough to trigger an FT overspeed condition).

Yes, this.

Well the text he wrote and the pictures don't jive, in my opinion. I know exactly why and how this happened, but only if it's true that the rotor did not stop turning, at least not initially. I'm looking for a rise in rotor rpm that pegs the needle at 110% following a reduction in collective pitch as well as raising the nose of the aircraft with the cyclic. If that's the case, I have the answer, I just need that confirmation because without it I could be wrong.

I have a theory. You say that the rotor stops (or rather, that the rotor speed goes fully down?), but in the picture the rotor is spinning. Does the rotor stop spinning? Or are you assuming that the rotor rpm gauge is reading zero? Because the rotor rpm gauge appears to be pegged at 110%, not zero.