VitMax

Petrovich's ability to lock onto air targets is controlled by mission maker. There's a checkbox for that in helicopter settings in mission editor. It was probably disabled in the mission you were playing. The other possibility is that planes were just too fast for Petrovich to track, since Raduga-Sh has limited rotation speed.

@Lixma 06There's one more switch you need to turn on. In the front cockpit on the weapons panel (right side of the dashboard) you need to turn on CPLR DISTR switch (middle one in the upper row). That unit provides ATsVU (analogue-digital ballistic calculator) with data from different sensors — attitude, speed, altitude, and so on.

Well, yes. But for me it's not entirely clear what restriction really is. Manual says you can't use blue ribbon missiles after they were attached while you shot 10 'боекомплект' from any other weapon. Problem is, I'm not sure, what they mean by 'боекомплект' here. It may mean burst, but it also may mean full ammo loads for a weapon. From the way it's worded, I tend to think it means 10 full ammo loads shot across multiple flights. I may be wrong, of course. And, of course, it should be noted that I quote manual for Mi-24V from 1986. Things might have changed since then.

It's not entirely true. There actually was a restriction in place for older 9M114 – it really was forbidden to shoot them after using main cannon. But newer 9M114 (with blue marking on the front of the tube) and all 9M120 don't have those restrictions. Source: article 2.6.6 of an old Mi-24V flight manual

@WarbossPetross That panel has nothing to do with bomb release interval. It is just a timer used to relatively precisely drop bombs with a help of aiming tables. @fargo007 Amount of bombs being dropped at once is determined by a burst length switch. There are two switches: for operator it is located on the right weapons panel in front cockpit. For pilot it is on main weapons panel. if you choose long burst all 4 bombs will drop at single button press, if medium -- 2 bombs (first from outer pylons, then from inner), if short -- 1 bomb (outer left -> outer right -> inner left -> inner right).

Никто не запрещает чередовать пуски с разных бортов. Хотя и без чередования никакого заметного негативного эффекта стрельба с одной стороны не даёт.

Почему нельзя-то? Есть же возможность пускать НАРы только с одной стороны — на ПУВЛ переключатель пуска с левого-правого борта. С четырьмя блоками получится 10 пусков по 8 ракет — также, как и на восьмёрке.

Про задатчик курса выше написали, а я добавлю, что режим "Маршрут" с данными на панели ДИСС-15 никак не связан. В этом режиме лишь поддерживается курс, заданный вышеупомянутым задатчиком у панели автопилота. Соответственно, самостоятельно лететь по линии заданного пути Ми-24 не может. И самостоятельно устранять боковое уклонение от ЛЗП, соответственно, тоже.

Actually, last Friday PilotMi8 (Hind dev team lead) had confirmed that current implementation on Raduga-Sh is incorrect and will be remade in one of the next updates. Initially devs made the sight to be stabilized in relation to the airframe, but after some additional research they confirmed that actually it should be stabilized relative to the ground. Right now sight turns together with airframe making it pretty hard to aim, if helicopter is not perfectly stable. After update azimuth and elevation of the sight will be stabilized during helicopter maneuvers as long as turning rates aren't too high (can't remember what the limits are). That means that inputs by the operator will need to be considerably smaller. And that also applies to Petrovich-operator as his aiming is simulated in a relatively realistic manner with him needing to combat the sight oscillation the same way as human would. And since oscillations will get smaller, he will have easier time aiming.

I have a feeling that the ability to to use automatically calculated latitude was included for non-existent equipment that could theoretically be created in the future. At least, that was the case with TKS-P2 (used in Tu-154). This system also had input for latitude information, but it was never used, since device that could provide latitude information didn't exist at the time. According to this article, TV light is just not used at all. Though, it doesn't explain, why this light exist in the first place. I'm not sure about that. I feel that having a separate mode for selecting course is just a weird design quirk. TKS-P2 (from Tu-154) -- basically, the best soviet course system of the time -- has the same operation logic as GMK-1A from Mi-8. You change the mode into GPK, and then set your current true heading (or any other heading, if you want). GPK-1A works the same way. And both of these systems don't have tune/work switch either.

Yeah, I know, that's correction mechanism panel. But there's also ЗК (задатчик курса, course selector) mode on main Greben panel, and I'm not sure, what it's for. In other gyromagnetic course systems, like GMK-1A from Mi-8, course selector is used in ГПК (gyrocompass) mode. And in Greben ГПК and ЗК are two different modes. Not sure, what's the difference.

"Четвертная погрешность" means "quadrantal deviation". It is type of error in magnetic compasses that changes it's sign (and also fully disappears) four times during a full 360 degrees turn. It is caused by soft magnetic materials in an aircraft near the compass location. In case of KM-8 this error is removed before magnetic heading data is fed from induction compass to gyrocompass. It is basically the same as permanent magnets in regular magnetic compasses that are used to remove deviation. And about KM-8 itself: basically, KM-8 is an intermediate device that turns magnetic course received from induction sensors into orthodromic course that is shown on gyrocompass indicator (UGR-4UK in case of Mi-8). And Mi-8 does have KM-8 as a part of GMK-1A gyromagnetic course system. As for KM-2, the idea behind it is the same. The main difference is that it has separate control panel. In case of Mi-8, orthodromic course can be set up on PU-26 (main course system panel on the overhead) with ЗК switch. How it's supposed to be done in Mi-24, I'm not sure. I've read description of Greben, but it's still not very clear to me, to be honest.

@Ру19300 Если не ошибаюсь, тут наоборот. В Миг-21 проблем нет, потому что там реализована какая-то своя отдельная система радиомаяков, а все модули от Белсимтека и ED используют стандартные маяки из симулятора. Так что, скорее всего, проблема в логике включения маяков самим симулятором, и она не имеет отношения к конкретным модулям.

Так никто не летает как раз потому, что это неудобно сделано. Да, в большинстве ситуаций это не нужно, но при полётах километров на 100+, особенно по приборам, канал направления очень даже полезен. Особенно, на Ми-8. У меня педали без пружин и, соответственно, триммер педалей в настройках выключен. При этом долго лететь строго по прямой на Ми-8 практически нереально -- через несколько минут курс начинает потихоньку уплывать. В итоге весь полёт делаешь работу автопилота, миллиметруя педалями туда-сюда каждые несколько минут.

@cfrag There are several circuits with different parameters. Batteries provide 27V DC power, but AP works from one of AC circuits (36V and 115V). I can't remember if AP uses 36V AC or 115V AC. There is a transformer called PO-750 that can produce 115V AC from 27V DC, but it is normally off during flight. So, when you lose generators, you also lose all of the AC powered equipment, AP included.