ESA Dodo

As standard procedure you have to place throttle to iddle for startup. Also "decrease" 10 seconds the linear actuator (drop compensation system). That will avoid flames in startup that is a matter for an emergency procedure to be applied and a maintenance inspection to be conducted.

Throttle control assigment looks to work properly just from iddle to full open. From iddle to full closed must be done with the mouse (after pressing the retention release button). Maybe that is the case with your gear. So for startup, to simulate the real procedure as close as possible, I need to bring throttle to iddle with the mouse, move it up and down with the assigned throttle control, bring it back to iddle, press the rettention release button just in case I need to close throttle (hot start) but not further close it by 1/8 of a full turn.

Yes, you are right. Meanwhile something is provided, try to turn on your NVG, till the moment you turn the battery on. Another thing you can do is request ground power and then proceed with the preflight check.

Thanks. And the second one:

That was my first flight. (i7, Asus 1080 @4K)

If that is the case, that means that the system is improperly modelled, as with the governor in the emergency position there is a fuel flow restriction. Extracted from the UH-1H real flight manual. Furthermore, it should be much more difficult to control the helicopter as any chage in the collective position will require to adjust manually the throttle to keep rpm at green arc. This is due to losing (disconecting) the automatic rpm drop compensation.

I respect your opinion but I can't share it. Everything in the simulator is an imaginary thing or fact. You can enjoy from a simple game or look for an imaginary thing called simulator, as close to the real thing as possible. That is your choice. Even more, you may learn from the second one if you wish just for fun or to apply the knowledge to the real life. That is what simulators are for too. I have never neither had a hot start while in active service, but I have seen some. And I have seen some DCS users jumping into the imaginary Huey, and cranking the bird without following the procedure. Some flames, exceded EGT limits, overtorque, and then go to fly with no problems at all. And that is fine? From my point of view, a good sim has to let the virtual pilot know that he made a mistake and to render the copter inoperative. A good sim has to behave as the real machine will do, even if you don't see any useful purpose on it. But it always will have at least one: to learn; I'll try to do it.

By the way, is the Huey still used at Ft. Rucker for flight instruction? If that is the case, maybe you may want to know in advance how to start it. I have a long video published in Youtube with detailed and close to the real procedures (sorry only subtitles for English). And the flight manual is easily available in the web. If you have any question or need a MP session it will be a pleasure to try and help you.

Sounds nice! Thanks!

I was at Ft. Rucker back in 1988. It seems to me that is not recently :huh: Good luck!

Hydraulic failure is not only a matter of "force required to move the controls", it has also a kind of bouncing or bumping effect, as if rotor movement is transmited to the controls. It is also very easy to overcontrol and bring the Huey into an abnormal attitude, very difficult to recover. With the time, the stifness feeling becomes worse and may be necessary both pilots holding the controls. Always soft movements are required and no more than 30 min fighting the bird after failure. Maybe it is not impossible but I see it is quite difficult to simulate in the home enviroment. Also pedals and collective are affected. Anyway it is nice for you to apply the complete procedure as stated by the checklist.

Left Ctrl + T

As always, just for fun.

Yes you are right. As stated by Ramsay, the hydraulic system gets rid of control feedback.

Maybe that is not commonly know, but beside the force trim system, that you can engage or disengage as it was previously disscused, some Huey pilots add some stiffness and feeling using the cyclic control friction. This is a mechanical device on the cyclic base, that you may turn to increase the stiffness and almost block the stick into the desired position (centered). I knew very few pilots that use it while flying, but some of them do it, specially while flying IFR or long straight and level cruise flights, thighten it just very slightly. Collective and throttle have also friction devices, and also there is a collective elastic tie. Flying the Huey without the force trim and any friction is the more common way to do it, specially if you are maneouvering the bird. It is common to use two fingers in the base of the cyclic grip to reduce undesired inputs and being more precise, while you put your forearm over your thigh to minimize movements. So, anyone can adjust curves or any other setting to his will to feel at easy, not being too tricky. The worst thing can still be that you don't have the full range of cyclic movement unless you retrim it, and that makes more difficult to properly perform some maneouvers like quick stops and autorrotations.

I think that the impact in your gameplay experience will be much more related with the way you decide to use the module. It is a good one, close enough to the real one to make you feel you are inside one of them, but trully with significant improvements in the waiting list. But I see your point and it make sense.

With regard to engine limitations, will it be also good to know that, according to the Operator's Manual, engine performance is not accurate modelled and EGT for instance is usually higher than one can expect, as well as it happens with rpm drop in conditions that it shouldn't happen. So for those of you asking for engine damage related to limitations, be aware that in the present state of response, you may find troubles far before a real Huey will have. As an example, climbing at 38" of torque pressure, with the helo unloaded and a OAT of 10ºC, puts the EGT at or above 625ºC that is the 30 minute operation limit. 625ºC to 675ºC is a 10 second limit just for starting and acceleration. Making the flight more realistic is just a matter of sticking oneself to the limitations even if the module allows you to make "superhero tasks". But I think that many people doesn't care about limitations because it can look much more funny to fly 140 KIAS overloaded than trying to apply standard procedures. In a utility or cargo helicopter, performance, weight (and balance) calculations can be critical for mission accomplishment and an important part of the pilot's tasks.

I'm Sorry, but bringing throttle to idle is not properly simulated. Engine needle should go around to 4000 rpm and not follow rotor rpm movements. Today I have also made a test for an airborne engine start and starting with the throttle at iddle (that is not the normal emergency procedure) makes the engine N2 needle go up towards the rotor needle. Yesterday I posted this https://forums.eagle.ru/showthread.php?t=186759

Good news! Thanks!

Thanks Mirmidon. Just hope it helps.

I have been doing some testing with autorrotation behaviour. As you can see at the video, the freewheeling unit uncoupling is not properly simulated if you just move the throttle to the idle position, (as required for a recovered autorrotation) and the rotor and engine needles (N2) move together up and down except on the final touchdown. At idle, engine needle should show around 4000 rpm (68%-72% N1) and rotor rpm can be controlled with the collective control. Probably it is not the most important aspect to review in the simulation model, but maybe sometime it is found the time to fix it.

Thanks a lot! Is the CDI properly working in VOR mode now? I will check anyway.

Yes, I can confirm that ILS localizer indication is now reversed. ILS: Localizer interceptation turn. Wrong indication ILS: Glide path Ok. Localizer on course. ILS: Rigth of course, localizer brings reversed indication (right). Over OM. ILS: Left of course, reversed indication. ILS: On course on glide path. ADF: Needle shows station crossed.