AlphaOneSix

Also, separated into front half of the dust protector fairing, and rear half.

This is how my unit was equipped during ODS.

Good write up! I disagree about the "Firebirds" ATAS birds, though. Also, with regard to the quote above, you left out the OH-58A/C, which also was modified in some units to carry ATAS during ODS.

4500m

The manual N2 trim on the Mi-24 and Mi-8 collectives are to correct for errors within the engine fuel control unit. Trimming the N2 manually is performed prior to takeoff in order to ensure that the rotor RPM is set to the correct value (95%). It is not meant to be adjusted during flight or to achieve some other objective. Please keep in mind that these engines are relatively primitive, and requiring the pilot to manually correct the rotor RPM is a symptom of that.

Once the mounting hardware is installed, the suppressors are installed with pins. So they could be installed or removed in probably 15 minutes give or take, depending on how many people you had, etc.

They crack a lot in my experience. They are relatively lightweight, but they rely on forward airspeed to keep them cool. Hovering or just running on the ground for too long causes issues with them. Also, they prevent the gearbox cowling from opening all the way, which is an annoyance.

Sorry, I don't give out the actual powerpoints.

AI-9V has a real world limitation, but not an in-game limitation. Just depends if you're trying to fly it like the real world or like a game. I mean you bought it you can play it how you like. As long as you are not under the illusion that you're doing so realistically.

DCS does not simulate maintenance or failures over time for the APU, and there is no penalty for not following the checklist, so there is no downside (other than moving from simulator to video game) to running the APU all the time.

Many (most?) helicopters have tilted rotor systems, assuming that you are referring to a forward tilt of the rotor mast relative to the aircraft waterline, which is what the Mi-8 has. On the Mi-8, the trimmer button on the cyclic removes the centering force for the cyclic and the pedals. The collective has it's own button for removing the friction force. The collective doesn't have centering springs. I don't know of any aircraft where the collective has a centering spring...they typically just have an adjustable friction force to hold them in place, and the friction force can usually be removed with a force trim release button. I'm not sure what you mean by primitive, since what you described works on most helicopters, even very modern ones.

If by "trim" you mean a spring centering force where the center can be moved to any point in the pedal axis, then all of them have it.

There is an N1 test switch on the governor panel in addition to the N2 (FT) test switches. The temperature limiter switches are on the top left overhead panel. All they are doing is telling your temperature limiter to limit at 860-ish instead of 990. So you still have to get the PTIT (EGT) to 860 or so to test it. Easiest way is to just make the aircraft really heavy, then you can test it on the ground. Or do one engine at a time by dropping the ECL of the engine not being tested. Both of those are tests that we do at the 50-hour maintenance interval during the post-inspection check flight, or after the replacement of an engine or other component that's part of that system. Certainly not something we'd do during a normal flight. Also, we only check the FT governors every 25 hours. We do a PAT (partial acceleration test) before the first flight of each day, however.

What if the environment precludes the use of mm wave radar? There will always be a "what if?" scenario where one is better than the other is what I'm saying.

Both missiles have a lot of benefits and drawbacks depending on your circumstances. Not really worth saying one is better than another.

TADS Electronic Display and Controller? Something like that. It's the center MFD in the front seat that replaced the old HDD (Heads Down Display) and ORT (Optical Relay Tube).

Yeah my manual is a little older, 2002 blocks 1 and 2.

The rocket steering cursor is used in both co-operative as well as independent rocket engagements. The pylons articulate automatically, commanded by the fire control computer, with the top and bottom horizontal lines of the rocket steering cursor ("I" beam) indicating the pylon limit of travel. The aircrew have no control over pylon articulation. I don't recall seeing a fixed mode for the rockets in the Block I or II, is that something that was added on the Block III? My manuals cover both Block I and II and there is no mention of a fixed rocket firing mode with a circle inside the rocket steering cursor.

No, the label on the light in the video says OPEN (открыт), the label on the light in-game says CLOSED (закрыт).

Look at the light in the Russian cockpit. If it's "3akp" that means closed. Open is "otkp".

Yes, these days, it's far more important to have loiter time than to have ammunition. Not sure how DCS will handle that. Ideally, you'd get to pick a full pack of 1200 or the Robbie with the smaller pack. Also, this is one reason I had hoped for A-models. In Desert Storm, my aircraft (and many other aircraft in my unit) carried 16 Hellfires, 1200 rounds of 30mm, and full internal fuel. And it still managed to hover just fine. Granted, this was Iraq (relatively low altitude) and not the middle of the summer, but it was also the base T700 engines. The D-model is just so much heavier.

Well, it's not the engine...the engine just has the one throttle lever. It's all in the flight controls. Sometimes you want to adjust an engine's throttle separately from the other engine. For that, you use the ECLs. Most of the time, you are going to adjust the throttle for both simultaneously, so it's easier to just have one control for that.

Well if the ECLs are full down and the collective is full down, the twist throttle will be stuck full right...unable to twist left (because the throttle lever on the engine will be against the minimum throttle stop). If you bring the ECLs full up, and open the twist throttle full right...as you lift the collective, the twist throttle will rotate left on it's own, because the throttle lever on the engine will be against the full throttle stop. Leaving the ECLs in the middle is the only way to allow full travel of both the twist throttle as well as the collective.

Correct as-is. I'm actually impressed at the level of detail in-game here. Kudos on them for getting this right! Not physically possible. In order to move both ECLs full down, and have the collective full down, the twist throttle has to open. All three of these things connect to the throttle on the engines. I won't be at work for another couple of weeks, but I'm sorely tempted to make a video explaining the throttles.

Works for me, shows proper pressure.