bradmick

A successful autoration in an Apache will see the rotor RPM at a point where the rotor system is incapable of lifting the helicotper off the ground again. As @Raptor9 stated, the rotor is extremely low inertia, a fact that catches real aviators off guard a lot when dual engin failures are trained in the simulator. The rotor will bleed off extremely fast if the collective isn't reduced immediately on recognition of the failure. It would also be helpful of content creators would stop saying 'don't use the force trim' without first qualifying the statement with 'unless the FMC SCAS channels are selected off". Because it completely ignores how massively important to the aircraft and the flight controls the force trim is. So if you're going to try and teach 'stick and rudder' flying, then say "turn off the FMC SCAS channels on the ENG, UTIL page because now the force trim no longer matters to the FMC." The exact reason why the Force Trim is important has been covered in exacting detail across the forums. Just requires a little research. The use of close in cues cannot be understated for learning fine motor control for the hover. OGE hovers are the absolutely worst place to learn to hover because you won't have enough close in detail to sense relative motion of the aircraft over the ground. I'm a big fan of a steady head position and scanning 'near rocks' (within say, 5 to 15 feet from the aircaft) and 'far rocks' (> 15ft to the horizon) in the hover. The steady head position is super important becuase now you've eliminated at least one variable in trying to figure out if the movement is the aircraft or your head. Just my thoughts.

Don’t go to IHADSS…WAS the gun, and continue engaging the target you engaged with the hellfire with the gun…why would you go to IHADSS (or HMD is how I’m interpreting this)?

120 to 130 knots for a loaded aircraft with an FCR, 2 hellfire launchers and 2 rocket pods is accurate.

I’ve been simming since around 1991 when we got our first computer. It’s been Flight sim, Longbow 1&2, Falcon 3, Comanche, ARMA, Operation Flashpoint, Janes WW2 fighters, Enemy Engaged, Gunship, X-plane, IL2 and all of its subsequent releases to date, Ruse if Flight, you name, I’ve probably flown/played it. Those are the biggies that come to mind. I’m a nerd.

Flat pitch torque in the actual apache is about 18 to 19% torque.

Nope, once above 80kts the system automatically reverts to auto and then prevents you from moving the stabilator manually. That stabilator has a fair amount of authority, so accidentally scheduling it down at high speed could have catastrophically fatal results.

Manual stabilator is used on approaches or during NOE flight to improve forward visibility in the aircraft. The NOE approach mode may as well not even be a feature of the aircraft because it’s never used. Pilots prefer to be in control of when the aircraft does a thing, and manual stabilator gives them that control. I’ve personally turned NOE/A on twice in the actual aircraft, and both times decided it’s better to just manually control the stabilator.

Well, the real aircraft never fights me when I apply pedal past the breakout. It responds my pedal input and recaptures the new heading just fine, the breakout values on the pedals expand as the airspeed increases to prevent over controlling I think is how it’s written. So it’s definitely responsive, my feet rest lightly on the pedals when not actively pushing them.

The entire SAS system is to provide a rock solidly stable firing platform. Since the aircraft was designed to operate in the hover to deploy its weapons, it makes sense to me that the heading hold would be designed specifically to hold a heading for you.

So it’s not an autopilot in the traditional sense, but it works to maintain the heading of the aircraft that was set when the force trim was last interrupted. Additionally there are breakout values that allow you to initiate a pedal turn without interrupting the force trim. Within the 10% authority of the SAS, the heading will be maintained +/- 2 or so degrees when the collective is adjusted. I can pull all the away up to 100% from my hover torque and see an initial about 2 degree right shift and then the heading will return to the reference. It will also hold the heading during lateral hovers equally as well. Bottom line, this is all without direct pilot input on the pedals.

Heading hold is always active when the the helicopter is off the weight on wheels switch.

When you increase the collective, the heading hold attempts to maintain heading and will “apply pedal” as necessary to make this happen. I suspect this is what’s happening, the heading hold is putting in pedal to counteract the main rotor torque (which is what it’s supposed to do) and you’re getting the roll.

100kts is the no slower than airspeed for tail rotor failure. I think some of the issue is the extreme sideslip and where the input for the pitch is being made on the rotor disk relative to the fuselage. This imparts a rolling moment in addition to the pitching moment, and becomes more noticeable at speeds above 40 knots. That being said, there are a lot of really complex interactions at work because helicopters are evil.

Bug, the only time the pilots range should ever change is when the crew is performing a COOP rocket engagement. Currently anytime the TADS is selected as an acquisition source, the pilots range is overwritten with tads laser range whenever the CPG is lasing. This is incorrect behavior.

>180 to 190knots in the Apache, it’s not RBS. And typically RBS will occur on its own, not you applying forward cyclic. I’d have to further calculate to be more exact.

The right drift is normal. Translating tendency is the tendency of a single rotor helicopter to drift in the direction of tail rotor thrust. For the Apache, this is to the right. You should always have to apply left cyclic to counteract it in a zero ground speed hover. The normal hover attitude of the helicopter is 3 degrees left side low and 5 degrees nose up.

The point of vuichard, so far as I understand it, is to increase tail rotor thrust to help "pull" you out of the column of air in the direction of thrust, hence the application of left (or power pedal). The main rotor may be stalling, but the tail rotor definitely isn't. Left pedal will increase thrust and assist with directional control and the right cyclic will also serve to assist with this as well. Translating tendency is ever present, and you're using that to your advantage to effect a rapid recovery.

NOE approach mode automatic schedules the stabilator to 25 degrees training edge down when the true airspeed goes below 80 knots, it’s to improve visibility over the nose when operating NOE. That being said, manually scheduling the stabilator is the primary way of accomplishing the same thing. The manual mode is preferred because it gives more control over the movement of the stabilator.

This is how the Apache has always worked, and still works.

The same is true with the missile constraints box unless it just recently changed. The purpose of the symbology showing up with the aircraft SAFE is to allow the crew to line the aircraft up prior to arming the aircraft and engaging.

I’ll just say this is an embellishment. I’ve flown with and trained a fair amount of folks from across the Pond over the last couple of years or so. I’ve had a lot of opportunities to talk about and compare training methodologies.The whole purpose of the bag, as stated, is to introduce the pnvs prior to going to the night phase. It definitely sounds a lot more dramatic when you say you’re forced to fly without the system ….but it falsely represents and defeats the purpose of the training.

You 100% are supposed to use the PNVS. The purpose of the bag is to teach forced dependence and reliance on using the PNVS and symbology prior to moving onto nights. We don’t fly the helicopter with out the PNVS in the bag…you practice brown out landings by landing in actual brown out conditions both day and night (with the PNVS).

It varies by 5 degrees in an Apache. 5 degrees to go from 40 knots to 90 knots. 6 degrees is about 110kts.

A set pitch attitude with a level vsi will result in a set speed. 90 knots is approximately “wings level”, I.e. the horizon line is level with the horizontal lines of the LOS reticle. 40 knots is about 1/4 of the way up the bottom vertical line of the LOS reticle. This equates to approximately 5 degrees nose up. This attitude is important because it is also the attitude of the helicopter sitting on the ground and while it’s at a hover. 70 knots is about 3/4 of the way up the bottom vertical line of the LOS reticle. I can be looking 90 degrees up, left or right, or even have my head rotated and still be able to Any of these attitudes because the horizon line reference is the LOS reticle. This allows me to look anywhere and everywhere and still maintain a constant pitch attitude, this is really important at night, when having to constantly look ahead or up/down to find the horizon line would be insanely disorientating. Long story short, set the pitch attitude and adjust the collective for a level VSI. Pitch is super important for a helicopter because the pitch determines how much thrust is translated to horizontal acceleration.

Or you just make the target that’s being engaged your navigation fly to cue (direct-to/home plate symbol) to get range and bearing info. Assuming your cpg was a good cpg and stored the target… A great cpg stores the target and then makes it the active fly to by default, so the pilot doesn’t have to.