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bradmick

ED Closed Beta Testers Team
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About bradmick

  • Birthday 07/06/1984

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  • Flight Simulators
    MSFS, DCS World
  • Interests
    Flying Flight Simulations and Programming Flight Simulations

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  1. I have literally explained how system works in both the real Apache and dcs in this thread as well as countless others. I’ve said the same thing more times than I can count. Keep going with the conjecture though, because it definitely resolves things and doesn’t muddy the waters or confuse people at all.
  2. The tail rotor also slows down with the main rotor. The transmission is the central connection for both. The purpose of the chop button is to electronically idle the engines and near instantaneously remove the majority of rotor torque from the airframe it he event of a loss of tail rotor thrust (i.e. a severance or breakage of the tail rotor drive shaft, or in the event the tail rotor decides to separate from the helicopter). I’ve always briefed that if we’re in a violent enough spin that neither crewmember can get to the power levers, the chop button is to be used to reduce the spin, with the proviso that the collective needs to be rapidly going down and then the power levers brought to idle by the non flying pilot.
  3. The Apache has plenty of directional stability in real life. The helicopter is very, very stable. The statement of it lacking directional stability is incorrect. In reality the helicopter also isn’t “twitchy”, but it is responsive to inputs. A little goes a long way with regards to flight control inputs. So I do agree that the idea of “aim small, miss small” is important when flying the Apache.
  4. Are you sure George has hover power available? There are cases where hovering isn’t an option, perhaps George is trying to prevent entering a condition the helicopter can’t support, I.e. an OGE hover where OGE power isn’t available.
  5. What I said was with the ford trim pressed, SAS is off, because the SAS servo (the servo on top of the main servo) in the flight control itself is being commanded to center. You absolutely have CAS with the force trim held. You do not have CAS or SAS with the FMC off, which is when you get the input lag. You don’t get the input lag with the force trim held because you still have CAS. Thinking it like this: Level 0 is no FMC, which means no SCAS (purely mechanical input only) and force trim mag brakes. In this level there is significant control input delay. Level 1 is FMC on and the force trim held which gives you CAS. This level is mechanical inputs augmented by digital inputs to remove input lag. This also disables all hold modes until the force trim switch is released. Level 2 is FMC on and the force trim not held which gives you SCAS (SAS + CAS). This level is mechanical inputs augmented by digital inputs to remove input lag. You get atmospheric upset damping, heading hold, and rate damping. Level 3 is FMC on, the force trim not held which gives you SCAS (SAS + CAS) and a hold mode enables. This level is mechanical inputs augmented by digital inputs to remove control lag. This also gives you attitude(position, velocity, attitude), altitude (radar/barometric), heading hold/turn coordination.
  6. No, there is no change in feel, because the CAS is still active, you are the SAS when the force trim is held interrupted. The aircraft still responds the same thanks to the CAS, that’s its purpose. The only difference is you have to do the turn coord and atmospheric upset damping.
  7. Shutting off the FMC completely disables the SCAS for the helicopter, you get only the control authority granted by the push/pull rods connected to the flight controls with the added bonus of there being a significant lag. When the hold modes are off, you have Pitch, Yaw, Roll and Collective SAS which provides rate damping, atmospheric upset damping and turn coordination above 40 knots. The CAS is providing the instant response to input, without the CAS the helicopter has a delay when inputs are made. It flies like a giant TH-67 (Bell 206). There's a pretty appreciable lag with the FMC out. The SAS makes for an insanely stable platform. If you trim the helicopter correctly, and without hold modes, and assuming the winds are light, the helicopter will hold very steady. The SAS does a really great job. I can easily go long stretches without the hold modes on with finger tip pressure on the controls, this is at a hover and in forward flight. With the hold modes on, I can remove my hands entirely from the flight controls and she'll fly herself for a really long time without me having to touch the flight controls at all. I've demonstrated this more times than I can count. Another thing about the SAS and the hold modes is that there is no "hunting" or "seeking" when the hold modes are turned on. Even if you have say 2 to 3 knots of velocity at a hover and you turn on the attitude hold, the system will smoothly apply an input opposite of the velocity vector and stop dead center at 0. It won't overshoot at all. In doing that though, you've probably robbed the flight control of all of it's SAS authority and will get a SAS SATURATE message in short order. In forward flight the capture for altitude and attitude are immediate and there's no drift either. They are insanely steady. I would also say, that the 64A DASE is not the FMC. I never had the pleasure of flying A models, but I know enough A model dudes that have spoken at length about how much better the FMC is. They rarely used the holds in the A model because the DASE was so bad. That's anectodal, but they were flying A models before I was born and close to as long as I'd been alive...so i'm inclined to believe them. Either way, I wouldn't use the A Model as a point of reference because there were significant changes/differences to the brains behind the flight controls.
  8. As an actual 64 pilot I drop my seat down low for comfort. I raise the seat to the design eye position, and then I drop the seat down thereafter to make operating the collective easier, and to prioritize comfort. The helicopter is massively uncomfortable by default, you learn to work with limited visibility by leveraging manual stabilator and the pnvs during daylight hours.
  9. No, the hold modes are rock solid in the helicopter. No drift whatsoever and they don’t “hunt” for zero. They go there and stay there without issue.
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