bradmick

I believe the CAS is still active while ground taxiing which causes the yaw axis to be overly sensitive. The yaw CAS is supposed to be disabled while ground taxiing to prevent over steering. It’s been a known issue that the yaw axis is overly sensitive during ground taxi. The other part of the issue is the excessive main rotor torque issue that’s been around since release. The fm is still WIP.

If you’re relying on the yaw SAS to keep you stable transitioning from forward flight to a hover and vice versa, you’re doing it wrong. The system does not have the authority to keep the nose where you would like it to be, and it’s not designed for that. It is not an auto pilot, the proper procedure whenever you’re making large changes to airspeed, power, altitude, etc is to hold the force trim interrupted and *fly* the helicopter. Real pilots have crashed perfectly good helicopters because they relied on the automation (which they didn’t understand couldn’t do what they wanted/expected) rather than just…flying the helicopter. Yes. There are known issues with excessive torque, but your issue is specific to failing to fly the aircraft and interact with the flight controls as they’re intended to be used.

You can 100% see the IHADSS frame when you fly in real life. It hangs out very obviously in your peripheral vision, and it blocks a bit of your vision in the bottom right of your right eyes FOV.

We teach folks to close their left eye when boresighting the IHADSS to ensure they’re getting a good boresight. In the real aircraft you’re looking for the rings at the back of the BRU to be pink instead of white. The pink color ensures you’re using your right eye and is the result of looking through the combiner lens. Out of habit I close my left eye when boresighting in 2D. I don’t do vr, but it’s probably worth a shot. Obviously close the opposite eye if you’ve set the monocle to the left. Also the whole eye dominance thing is overblown.

100% do not takeoff or land with the tail wheel unlocked. The actual procedure when landing and taking off is to ensure the tail wheel is locked, light off and parking brake released, handle in. The tail wheel remains locked to prevent directional instability on landing. Otherwise the tail will swing on you during landing, particularly during a slope landing and that’s bad for obvious reasons.

There is no centering spring/cam on the tail wheel. It’s capable of rotating 360 degrees. It’s centered by aerodynamic or ground forces. I.e. you fly or ground taxi forward to center and align the tail wheel. The unlock pin then drops to lock the tail wheel in place, provided you’ve commanded the tail wheel to lock.

12Jan25 - Added SWP, VRS, Rotor Droop & Power Limited Approaches video.

Based on what? The helicopter *is* that responsive, it was designed to be that way. You’re approaching this from the standpoint of a purely analog point of view, the Apache incorporated a tone of digital systems to overcome the limitations of the previous generation attack helicopter, the Cobra. Weight isn’t as critical as you think to handling. Both the Lakota and Apache flew the same, the one was significantly lighter. Modern flight control systems are designed to be responsive and make up for all of the mechanical delays that exist in the flight control system.

There is a reason, the stabilator and its interaction with main rotor thrust. As the angle of attack changes on the stab, the nose will naturally pitch up and down with speed changes.

It is a bug, and has previously been reported. This behavior does not exist in the real helicopter.

No, they didn’t. It’s a trait of *all* helicopters to fly crabbed even in no winds, it’s to do with the interaction of main rotor torque on the fuselage and the tail rotor anti torque. There’s also a rolling moment imparted on the helicopter as a result of tail rotor thrust as well that has to be countered with opposing cyclic. Anyway, all of this is known and has been discussed ad nauseam. Throwing zingers that are flat out wrong doesn’t help anything because Boeing designed one heck of a stable helicopter.

What? No, I’m not sure of the specific issues as they relate to VR, but the boresight in the real aircraft is insanely accurate. It’s pretty much perfect in fact. I run pancake and can attest to it being as perfect as it is in the real aircraft. You’re rambling…whatever isn’t helpful. in the real aircraft you only boresigh the right eyeball, typically aviators will close their left eye when performing the boresight to ensure they have concentric pink rings. The rings are pink because the combiner lens has a slight tint to it that makes the rings appear pink. So long as the center of the LOS reticle is centered on the center dot at the back of the BRU, it’s going to make the weapon systems and sensors dead accurate. You are correct that there is a parallax effect that exists since the pnvs/tads turret are 10ft in front of and 3ft below the pilot crewstation, and a little less in so far as the cpg crewstation is concerned. Bottom line is, the boresight in the real helicopter *is* perfect. It has to be, anything less would cause huge safety of flight issues.

The engine inlet isn’t the air source.

You’re supposed to wait for the other engine to stabilize at idle speed, somewhere around 67% NG or so before starting the second engine. You’re doing the start procedure incorrectly. The aircraft is not capable of supplying enough air to start both engines at the same time.

When I read “I don’t wait for the INU to align before taking off” I immediately stop taking anything that individual has to say with regards to “bugs” or “issues” seriously…especially when it has to do with weapon or sensor accuracy. The system is meant to have that alignment complete. Not allowing it to complete prior to takeoff is something a real operator of the aircraft would never do. So if you’re not willing to wait and let the system properly “boot up” so to speak, I’m not willing to consider any issues with accuracy as being aircraft related and instead see them as user related. But that’s just me.