bradmick

That’s because it does turn off the SAS in the real thing when the FTR switch is pressed. This is accurate behavior. The only thing you have available when you push the button is CAS. You, the pilot, are the SAS when the FTR is pressed and held.

2Feb22: Added Slope Landing

This is normal. On the collective is the collective droop potentiometer. This is tied into the Transient Droop Improvement (TDI) part of the engine control system. If you rapidly increase the collective, the speed of light signal to the DECU leads the power demand by dumping more fuel into the engine to prevent a droop from occurring. This was added specifically to prevent a droop from occurring during recoveries from practice autorotations. Anytime you’re below something like 15% torque, this is automatically there. It doesn’t have anything to do with coning or other aerodynamic phenomenon, well, except for maybe drag.

Reference my Perf Page video. Without know how high you were and how hot (or cold it was) I can’t make any real comments.

Look into dynamic roll over. Since you were on the ground trying to takeoff, you developed a pivot point, rolling motion, and finally exceeded the critical roll over angle of the helicopter. Once that angle is exceeded the main rotor thrust will continue to roll you over and no amount of cyclic will save you. If this starts, you need to reduce the collective and neutralize the cyclic and start again.

Yes.

Yes. I don’t need to download the track to know that this behavior is normal. I don’t know the inner workings of George, so I can’t comment. But I literally did this to a student today at the range. They didn’t say the magic words, so I went ham with my LOS. There’s no damping, it’s just interpolating based on your LOS, combine that with a 60 deg/sec slew rate and you get a lot of movement from the TADS.

This is normal behavior. I’ve used this to teach lessons to front seaters who don’t tell me they’ve acquired and de-slaved from where I’m looking. Zoomed FOVs make it even worse.

The servos don’t fight the springs of the force trim. There is zero interaction there. And no, I can activate attitude hold at any reasonable orientation, to include sitting on the ground in the real aircraft.

Nailed it.

The control measures are barriered because the control measure database is full. You need to delete some control measures before you can add anymore.

22Jan23: Added Things to Avoid and Maneuvering

20Jul23: Added Pitch Attitudes and NVS Techniques

This is 100% not an actual behavior of the helicopter. There is a minimal (read that as barely noticeable) roll with forward cyclic application in the real aircraft. It’s an incorrect behavior in DCS that’s well known and been discussed to death.

Yes.

I’m aware. I explained that it’s a logic error in the current implementation. Just because you’re going more 6 knots to ground speed doesn’t mean the system should automatically switch to velocity hold. It requires pilot input via the force trim to switch. So if you’re going 8 knots in position hold, it should not go to velocity until you interrupt the force trim.

You were in velocity hood the entire time and continually sliding backwards. You need to be up the hover symbology and not transition also, it will give you a better idea of your drift since the velocity vector represents 6 knots of ground speed vs 60. Place the acceleration cue in the center of the LOS and keep it there. Once the helicopter is stable, then engage the attitude hold. There is a logic problem in the hold modes currently where it automatically transitions from position to velocity hold and velocity to attitude hold. What should happen is you, the pilot have to interrupt the force trim to transition from each sub mode to the next. So really focus on getting the helicopter stable and trimmed before turning the hold mode on.

External tanks are lame. The Robbie accomplishes the same thing without all the drag and asymmetry. Also, flying for as long as those tanks allow is murder on the body.

I fly the thrustmaster warthog, works great with central position trimmer mode.

The key difference between the level acceleration takeoff and limited power takeoff is power. In the level acceleration there’s no power restriction, in the limited power there is a power restriction. The procedures are the same except you don’t have any additional power to pull during the takeoff run. Said another way, with the level acceleration you pull a minimum of 10% torque above your hover power to accelerate and climb, in the limited power you likely don’t have that power, and thus are limited to your hover power, or you have a very small power margin to pull. And as I said in the beginning of the limited power video, you don’t have a suitable surface to perform a rolling takeoff, so you have to perform the takeoff from a hover.

7Jan23: Added Limited Power Takeoff

The more accurate statement is: A combination of the efficiency gained through increasing airspeed, combined with the vertical fin, contribute to the reduction of left pedal while accelerating the helicopter. Somewhere around 90 or so knots the tail rotor being more or less "offloaded" and then 100 knots is the minimum speed in the event of a loss of tail rotor thrust. At lower airspeeds the fin doesn't have as much authority though, that swing that occurs is more a result of the tail rotor becoming more efficienct for the given angle of incidence. As speed increases the vertical fin becomes more effective, absolutely. But in that initial phase, it's all about the tail rotor becoming more efficient with the increasing airspeed.

Nope. These are topics that I won’t be addressing. There are others that have covered these items pretty well already, the gap was in the basics, so that’s what I’m sticking to here.

7Jan23: Added Climbs, Descents and Turns

The last position of the flight controls is what should be handed over. This should work for all trim variations in dcs. In the real thing the controls aren’t neutralized and handed over. You just take the flight controls at the given position. So the controls indicator should be in the last place george bad moved the flight controls to to maintain the current airspeed, attitude, heading and altitude.