bradmick

With the LMC on you must continue to feed it a valid range, laser is preferred, nav works great provided you’ve got an accurate point as your acquisition source, and auto range in a pinch. Bottom line is, you need to continuously feed the LMC a good continuously updated range in order for it to function correctly.

To change the polarity on your selected sensor in the back seat, the NVS mode switch has to be in norm/fixed, and it will only effect your currently selected sensor (tads or pnvs). If you sensor select TADS in the backseat you will also prevent the gunner from being able to do his job if they were using the TADS for mission related tasks (i.e. they were sight select TADS). In the front seat, you can change the polarity if the NVS mode switch is norm/fixed or if the sight selected tads (NVS mode switch has to be off to sight select tads), which then allows you to change the polarity for the TADS FLIR. Keep in mind polarity only effects FLIR and not DTV. You cannot change the opposite crewmembers polarity at all. That being said, I don’t remember there being a George command to cycle polarity either.

Try above 180 knots for RBS.

Because your maximum torque available dual engine at 10,000ft and 20 degrees is 86%. This corresponds to a maximum allowable gross weight in ground effect of roughly 17,300lbs which equates to a hover torque in ground effect of 86%. Out of ground effect maximum gross weight is roughly 15100lbs. If you're fully loaded like you say with 3 full bags + 2 external tanks, 8 HF and 300rds of 30mm your aircraft weighs 20,621 lbs. 20,621lbs is over the maximum gross weight for tactical flight of 20,260lbs by 361lbs. This means you exceed the lift capabilities of the rotor system by 3,321lbs in ground effect and 5,521lbs out of ground effect. This is why you can't hover and keep drooping the rotor. Whenever you take the engines to lockout, you disable the DECU, which for lack of better terms, regulates the main rotor speed (really it's keeping the power turbine at a set speed, which keeps the rotor rpm at a set speed). This means anytime you adjust the collective, the rotor speed will vary wildly. Reducing the collective reduces drag on the rotor causing the rotor to go high, and increasing collective increases drag on the rotor causing the rotor to go low. Moral of the story? Reduce weight, don't take the engines to lockout, and the aircraft is acting exactly as expected...because it's not designed to do what you're asking it to do.

The fuel lights turn on at 240lbs for the front tank and 260lbs for the aft tank. These work as intended, I actually was flying a mission last night where we got busy and forgot to turn the center aux on and we got both fwd and aft fuel low caution lights (we had 1100lbs of gas). We turned on the Robbie, it emptied and the lights went away. Usually I’d start the Robbie at the first fuel check or on the ground during my hover power check. Got a bit distracted (and I haven’t flown with a Robbie in 10 years, so it’s not a normal part of my thought process). Long story short, the Robbie is managed purely by the crew, and not the aircraft since it was a later addition and. It part of the original design. Interesting trivia, the Robbie actually uses a separate electrically driven pump to push fuel to the main tanks. It is not run by the aircrafts IPAS system like the normal fuel transfer pump is.

It’s any airspeed above about 40 knots, with the rolling tendency becoming progressively worse with increasing airspeed.

This is normal and expected. With two engines operating, each engine is carrying 50% of the load. When one engine fails, the one operating engine has to take over for both. The end result is a doubling of the torque provided by that one operating engine. So if you were cruising at 60% torque dual engine, and an engine fails you will now be at 120% single engine. This has nothing to do with clutches whatsoever.

I can’t think of a single aircraft I’ve gotten in that didn’t have the squelch on by default. Most Apache pilots don’t know what it’s there for and don’t toggle it. It’s a favorite trick of mine to introduce (or re introduce) the squelch during simulator training, particularly when the crew is doing instrument training I’ll have them tune up ATIS and I’ll give a broken weather brief to get them to turn the squelch off. Once they turn the squelch off I’ll give an unbroken weather brief to them.

The aircraft in sim was nowhere near VNE. That’s around 180 to 190 knots true airspeed or so. The helicopter is extremely stable at high speeds in real life. You can very safely and easily do low altitude, and aggressive maneuvering with ease, your only concern is over torquing the helicopter with aggressive movements of the flight controls, and failing to establish the nose above the horizon prior to initiating said low altitude and aggressive maneuvers (the nose likes to tuck, or drop in turns) which will catch the unwary pilot flat footed and lead to a CFIT event. Never once worried about LTE in the real thing either. I definitely worried about over torquing because of my he pedals though on hot days with a heavy aircraft. The pedal mapping is actually very close to the real helicopter also, like, very very close. There’s definitely no lack of authority in them either. The real aircraft will also shrug off tail winds < 10 knots with ease, depending on power available. Remember, it’s all work in progress.

I'll take a look, will probably have to re-record if that's the case.

Max range for the laser is 9999m, this is correct.

It is very WIP yet.

Correct as is. It does not follow your aircraft.

It should only say each alert once. The previous iteration was correct.

It's called real life. I've had full hold modes on, gotten task saturated and found myself in situations where i'm like "uh oh". The helicopter isn't hard to hover. There are a LOT of internet folks running around doing just fine. This sounds like a decidedly you problem.

You’re at 50% Tq at 80 knots because you are near to max endurance/ rate-of-climb airspeed, which is where drag is at its lowest for the helicopter. Power required here will be at the minimum for the helicopter. Between about 65 to 75 knots the drag curve sort of flattens out before rising again at higher airspeeds requiring more torque.

No.1 I would ask: Why are you slamming full left/right cyclic at a hover, particularly in a lateral hover. No.2 I can reproduce this but it requires me to be at around 40 knots or so, and allow the sas to saturate on the yaw axis. What is happening is the sas is trying to keep the nose aligned with whatever your previousl set heading was. I set the aircraft up perpindicular to the runway in the hot start instnat action mission and then initate a lateral hover. As the aircraft continues to build speed the SAS tries to keep the nose aligned, eventually (without pilot intervetion) the SAS saturates or just runs straight into its limit and effectively causes 'full left pedal' to be applied. Slamming cyclic full right and then left excacerbates this. This is something that is literally not done in the aircraft, and shouldn't with the sim also. I can altogether avoid this saturation event by pressing and holding the force trim interupted and commanding the SAS to center. Bottom line: Rapid cyclic movements and failing to periodically retrim the SAS in a lateral hover is causing the SAS to run out of authority and functionally apply 'full left pedal'. Since the thrust is increased on the tail rotor when this happens (and trust is to the right, and the high mounted tail rotor imparts a rolling moment to the aircraft) an aggressive right roll develops. Once the weight is over the CoG the aircraft will roll and you won't be able to recover it.

numbers are hard? Lol, delete a 0…. 00-000

All us Army apaches are in the format I noted, some units will emphasize the last 3. You should see the full 5 is there if you’re close enough.

The aircraft 100% compensates for aircraft movements when using the TADs. Just not currently. It’s WIP.

The tail numbers are 5 digits for our birds in the format: 00-0000.

It will only enable itself automatically if you select it on, on the UTIL page with the other FMC items. So if during run up someone is toggling it on (the circle is filled in) that’ll do it. Otherwise it doesn’t just come on. I’ve never once had it come on unless I’ve toggled it on. By default it is off on the UTIL page and has to be manually turned on.

Or rotates it out their eye, so they don’t hamper their depth perception.

At 100knots you are nowhere near RBS. That doesn’t become a concern until about 180+ knots or so. If you’re at high speed and push forward cyclic the aircraft just floats vertically, but I won’t belabor the point, it’s already been reported.

VMC Approach to an IGE Hover The purpose of this maneuver is to transition from forward flight to a 5 foot stabilized hover. I begin the maneuver at 900 feet and 90 knots, during the base turn I descend to 700ft and 70 knots and work to maintain 70 knots and 700 feet until i've intercepted by desired approach angle. Once I intercept my desired approach angle I place my LOS on the intended point of touchdown and lower the collective to establish a rate of descent while also applying aft cyclic to prevent the nose from pitching down. I maintain an approximate 600 to 700 fpm rate of descent and gradually reduce it 500 FPM while smoothly decelerating the helicopter. At approximately 150 feet I transition from a decelerative attitude to a maintenance attitude and drive the aircraft "forward and down" at 24 knots (the top end of ETL). At 50 feet visibility with the intended point of landing is lost and side to side references are used to assist in maintaining the approach angle. The PNVS can also be used to "look through" the aircraft and assist with maintianing the approach angle. Hover torque is smoothly applied as the aircraft approaches 10 feet to assist in arresting the descent, because of inertia the helicopter will settle slightly and a slight amount of aft cyclic is applied to slow the aircraft. The combination of aft cyclic and increasing the collective assists in aerodynamically braking the helicopter. Things to think about: - The flight path vector is controlled vertically with collective and laterally with cyclic. - If the transition from a decelerating attitude to a maintenance attitude isn't made at approximately 150 feet, expect to terminate at a high OGE hover...however you likely won't have the proper power applied to support this and likely settle with power. Always think "forward and down".