ESA Dodo

Military flying instruction includes tactical trainning sessions such as tactical take offs and tactical landings (U, O and quick stop i.e.) that the pilot needs to practice to get combat ready status.

If you make a proper search you may find some charts but not for all airports and airfields. I am preparing some IFR training and I have to draw my own charts, but it is a very slow process. You may find OIKB, OIBK, OISS, OMRK and a few more for sure, sometimes inside AIP,s or other bigger publications. What I don't think it are going to be easy to find are military approaches, like TACAN ones. I'm sorry this example is not in english. Next time!

I'm going to ask for a video record of the maneouveer in a 212, since we have no longer the UH-1H in service in our Army. It may take a few days to have it, till this emergency drill is scheduled in the trainning program. If engine fails, motor rpm will drop as it will rotor rpm meanwhile yoy keep collective in high positions, because rotor in high pitch will keep of trying to maintain the chopper in flight, loosing energy. As soon as you pull down the collective, needles must split unless there is a freewheel malfunction. Rotor rpm can be controlled then with collective to keep rotor needle in the green arc. Airspeed affects to this too as it does the weight. In a practice autorrotation one thing that you must check is that the engine didn´t go to a complete stop before trying to recover the maneouver with power.

And with the time it becomes even more certain.

We normally use pounds/hour to measure fuel comsuption in the Huey. If you want to calculate the exact (or most close) rate you may use the chart that matches your flight parameters. As an example, you can see fuel flow at top and botton of the chart: It was very common to use a high average of 600 pounds per hour. And remember there is a 20 min caution light, that reminds you to land as soon as practicable. That is 200 pounds of less usable fuel out of a maximum of 1400 pouds (without aux fuel tanks).

Just let's make a cross check colleague.

I envy you.

Most or at least many helicopters' collective controls will move from position if let alone. But it is also normal to have some kind of adjustable friction to increase force required to move it and also to leave it in a fixed position. As per the Huey always hands at controls, if you have to use your left hand you can press the collective control with your left knee (it is not affected by the force trim). So with regard to the sim, it is OK if it stays in place.

Before last update it was possible to hover without touching collective control and staying at a fixed altitude. Maybe it was fine to compensate for the lack of depth of field and altitude perception but it was unreal. Now it is more demanding (but not that much) to stay at a exact hovering altitude and collective movements must be very precise. Eventhough it doesn't match perfectly the real aircraft, where almost any control movement must be compensated adjusting any other control, it gets closer to it. Much more interesting but a little bit steeper learning curve. Just don't chase the reading.

That's the key. It looks like many of us were flying a super kind of Huey and not something close to the real one. No torque references, no N1 or EGT limits, neither a speed not to exceed. I am completely sure that EGT is still too high in many conditions. You can expect to hover and fly at the 30 minutes torque setting without exceeding EGT and no RPM dropage. But the 9500 LB MTOW is still there as it is the normal 90 Kts cruise speed (if not further limited by density altitude), just to mention a couple of them. So I'm really happy with this new approach to the real machine and with the need to properly operate it as any serious IRL or that 'bedroom' pilot will expect from a good simulator. So I fully agree with you Mirmidon, it will be good to deeply know how it works and respect its limits. And by the way, after several years without flying in the real life, I can't consider myself but just a 'bedroom pilot', I wish sometime as good and proficient as some bedroom pilots I get to know.

I can't see the video. I will try to check if something is wrong with the NDB/ADF, but meanwhile, have you try to identify the morse code against that one of the station? Holton suggestion is a good one. P.D: Sorry I see that you already have checked that.

Are you sure that you have droped the cargo? The cargo hook button doesn't release the cargo. You have to check out which combination of keys is used to unhook it. If that is not the case, I can't guess what it can be.

OK, whatever fits your needs. That is a common procedure for being on hold in some tactic situations but you are right, it has some possible disadvantages. With a good and healthy battery there should be no problem to start-up again in the field. Sometines, the Crew Chief brings an spare battery to the missions, just in case something similar happens.

Yes, you're right. 24V :D Below 24V, can be bad news. Instead of shutting down de huey, try to keep it at 5.500 rpm (all pumps and pressure levels ok).

Keep an eye on DC VOLT indicator while starting. It may drop below 14ºC initially, but it has to recover above that when N1 reaches 10%. At very low temperatures or with an exhausted battery it may fail to recover. If battery initial reading is below 24V, you better use APU if available.

Ok. Here it is what I have found. OAT is -18ºC. With that temperature you must expect a high battery energy drop, even if initial reading looks ok. That is what happened. As soon as you hit the start button, DC VOLT drops below 14V and keeps droping, being unable to complete the engine start-up. In the image, reading is at 8 volts after a few seconds of the star-up try. That is quite normal at such low temperatures. Instead of using the battery you must request the external power unit to avoid DCV droppage, as you have already found. Then the start-up runs quick and smooth. Remember that this is normal at such temperature range. It is also good not to switch on any additional equipment, till the GENERATOR lights comes off. Real life procedure for de UH-1H is to set the throlle slighly below the iddle position, better to say the iddle detention position (1/8 turn is enough). That's just in case you have to close the throttle in a hot start/engine fire situation, you don't have any problem to close it. Decrease ten seconds, fuel pump on, and hit the start trigger till 40% a maximum of forty seconds. You don't press the start trigger and then move the throttle when N1 reaches a due percentage, as you do, for instance, with the UH-1N (Bell 212). With regard to second and following starts after flying. First, keep an eye on the EGT. It's advidsory to have it below 100ºC if possible or pay great attention to a sudden EGT rise during start-up. And second, battery may not have recovered from the first start of the day, specially if it was a "hard" one. Maybe it is a little bit to much overdone in the sim.

Great! BTW, If you are still interested in learning the startup procedure, I have a video published at Youtube with the complete one, including the warm-up and all the checks, adjusted from the real check list. It's long, it's in Spanish with subtitles, but it has most of the things that can be done with the sim. That is just for "the first flight of the day" so, normally, a shorter version of this will be used instead.

Ok DaveRindner, I will check it out. Maybe something is corrupted in this file.

Maybe you can try to do the same without pressing the stop button and check out if it works.

Both. As far as I can check, there is no need to press any button to open the throttle in my DCS Huey and that is how it must be. I can't tell why you have to do it in your sim. :huh:

Quite extrange. I have no problem at all with the ramp start. :huh:

Right. But there is no need to press the button while opening throttle. The retention device doesn't work in that direction. You may bring the throttle from fully closed to fully opened just by twisting the grip. The retention should only work if you try to move it back below the idle position. Just for curiosity, in the real helo, it is necessary to release any grip pressure against the retention device in order to allow the release mechanism to work. If you exert any pressure against it (by twisting the throttle grip) it will not allow further grip movement.

Well, I will not say that the reason is just to prevent an unintentional fuel shut off. As it happens with the real chopper, you need to press down the retention release button in order to close the throttle further down the idle position. So unless you press it intentionally, you can't fully close it and shut off the engine. There is a practical difference between the real one and the sim, as with the first one, you need to press and hold the button and then turn off the throttle. But, as you know, in the sim you press the button once and it remains pressed. Maybe it has been considered that there is no need to assing the movement between fully closed and idle, to any control. And I can just guess why. Think about it. If you were to have full range control of the throttle, then it will be possible to go trought the iddle point without pressing down the retention release button. Even if the movement were not simulated passing down the iddle possition, the position of the control, will no longer fit the throttle grip position till you move it back above the idle. So it looks either useless or difficult to simulate unless you have a hardware retention device. And yes, you were right, if for any reason the relesase button were pressed or not properly working, as you have not a physical retention device in your control, you can move it pass the iddle position without noticing it.

In order to have proper indication at the fuel gauge, you need AC. And you have no AC till you switch on the Main or the Aux Inverter, that is usually after reaching idle RPM, unless you are using external power unit and switch on the inverter before hitting the start button.