HuggyBear

I can't be the only one who wants to get rid of the big ugly white pointer in the middle of my HUD when I activate the comms. Or am I the only one who can't turn it off? :) - Bear

There's a good chance I'm just missing an obvious menu selection but I've looked and I've searched the forums with no joy. Is there any way to remove the big white mouse pointer that appears when I bring up the comms menu? I don't wan't to remove the comms menu entirely as I use voice commands to activate the menu items I can see, just the pointer. Thanks, - Bear

From memory we (ADF) would aim for 70 KIAS and mid-green band (~320 NR) for a standard auto. If undershooting aim for 100 KIAS and bottom of the green band (~294 NR) or overshooting aim for 40 KIAS and top of the green (~339 NR). Then of course there were the various other precision auto methods like 180s, 360s, s-turns, out-of-balance and plain old making shit up. For the most part close enough was good enough with regard to NR control and the focus was on looking outside. The H model was also very helpful in that the sound of the rotor was usually enough to help manage your NR. I also quite liked the 412 in that regard, she gave you plenty of warning when your NR was too high. I don't miss the mast torque though. :) - Bear

That's a nice layout for the CP there. We're single-pilot so I guess no one cares what the Crewman is looking at. :) Very different cyclic head too, we just had the old-school B8 style. I also wouldn't have a clue where the N2 settled in the 412. As long as the N1 was still running and the NR recovered I was eyes out looking for a place to land. :) Although conceptually similar, the very 'sleek' PT6T-3DF (is this the same for the Griffon?) was a fairly different engine to the big old T53-L13B so I guess it's not too strange that the resting N2 is so different. Cheers, - Bear

The two videos of the D/H pretty clearly show the N2 stabilising at around 5500, with the NR recovered up around the mid-high 6000s. The first video even shows the needle split when the throttle is retarded to idle. Surely this is enough to amend the DCS UH-1H. Sandman - to embed, click the 'go advanced' button below the reply box and there should be a 'YouTube' button above the reply box. When you have the YouTube tags just paste the video ID (9tChBUf0YyM for yours) between the tags. Is that a Griffon cockpit? Triple Tach and Torque look like a normal 412EP but our old EPs had the IAS and RADALT to the left of the AI and the Triple Tach and Torque were over on the right. Your layout looks much nicer for the left seat. Cheers, - Bear

For parts of the video the instruments are too dark and the resolution is too low to read the gauge markings, but at times during autorotation you can clearly see the needle positions, particularly the N2. - Bear

They used to. Then the doorgun changed to the MAG58 (not sure when, but definitely prior to 2002). Don't know if there was ever a mounting solution for the MAG58, but we only flew with rockets and minis in gunship config. The MAG58 was used with the M23 mount for slick config though - Bear

Good to see you back MnW. - Bear

G'day, Is anyone interested in trading their VPC T-50 base for either of my Cougar bases with U2 NXT or FCC3? Obviously prefer within Australia only as postage will likely be a show-stopper otherwise. Cheers, - Bear

Same here. - Bear

Sorry, didn't notice this question earlier. I used to fly CH-47D (not since mid-2010) and yes she is a stable old sweetheart to fly, compared to other helicopters. The tricky part of flying a Chinook is effective management of the crew and aircraft systems. As far as flying goes, dust landings are the hardest part, especially since she kicks up so much dust and the landing gear weren't designed for it like the Blackhawk's nice strong gear. Pinnacle landings as shown earlier in the thread are taught in initial qualification training and are pretty easy as long as you take your time, trim her out, use your crew, and remember... Slow is smooth, smooth is fast. Oh and AFCS off flight is also hard work because the tail often wants to overtake the nose. Great fun though! Cheers, - Bear

I believe what A16 is talking about (please correct me if I'm wrong) is that a Chinook becomes much more stable once the aft wheels are on the ground. There are ground proximity (squat) switches on each aft gear which perform a few functions when activated. Of interest in this case is that the pitch axis sensitivity of the AFCS is reduced by 50% and the pitch Control Position Transducer signals to the DASH (Differential AirSpeed Hold) actuator are cancelled, which stops the DASH from trying to maintain the aircraft attitude in relation to cyclic position as it normally does in hover mode (below 40 knots). This results in a normally stable aircraft becoming even more stable once those aft gear are 'planted' on the ground with aft cyclic. She will pretty much sit there hands-off, unless of course environmental factors conspire against you. As discussed, this 'landing' is primarily a strong example of airmanship by the whole crew. Those aft gear are about 35 feet behind the pilot and you can't see anything behind the 10 - 2 o'clock if the armour plates are on the side windows. A good Loadmaster/AT/FE/CE (choose your preferred country's title) will get you anywhere with his calls (and patience). :) Cheers, - Bear p.s. I have no idea why Mr Boeing chose to call it a Thrust Lever....

You just said as much as the video... and it didn't take you 32 minutes. :) I don't think the Pimax headset is a scam and I'm hoping it's great, I'm just annoyed at YouTubers who waste half an hour telling me as much as a screenshot and two lines of text. - Bear

What did you hear? I heard the same thing hansangb heard... nothing. That vid was just clickbait. - Bear

The sound in the UH-1H is very different when sitting in the back, next to the main transmission and close to the engine, compared to sitting in the front where the sound is very close to what you hear in DCS. The Left/Right gunner positions could benefit from a change to the sounds as you've described. - Bear

The external sounds in that vid are really nice. But the internal sounds are quite high pitched and noisy, as if the listener had no helmet on. - Bear

IRL a flight helmet and foam ear plugs more effectively block out the high pitch noise of the engine and transmission, but not the lower pitch noise of the main rotor blades. Sitting in the front, further away from the engine and transmission, probably made a difference as well. If you previously sat in the back without adequate hearing protection it would sound very different. The DCS UH-1H sounds are pretty good at replicating the sound as heard in the front, unless they've changed of course, haven't really touched it in a while. - Bear

I don't know how the AH guys could stand it, the regular 'searching' calls on the tapes they gave us. We (CH) never powered ours up thankfully since there was no radar threat in the AO. - Bear

But that's what the -39 sounds like, at least the version I've heard. - Bear

It's a known bug that BST are apparently working on. Many. many pages discussing the problem (amongst other engine modelling issues) here: https://forums.eagle.ru/showthread.php?t=196588 - Bear

Thanks RK. :) - Bear

Instrument flight lowest safe altitudes are based on AMSL. IRL ATC instructions are usually based on AMSL. Though they can use AGL, it is uncommon in my experience. In undulating terrain it is usually easier to use AMSL to deconflict with other aircraft such as fast CAS or Strike aircraft. - Bear

I haven't touched DCS in a long while so there's a chance that a bug is causing this, however the usual cause is axis assignments in the options. DCS initially assigns each physical joystick axis to an in-game axis and this can cause a sudden random input to your controls in-game, causing a sudden jump in the controls which snaps off the rotor. TLDR - check your axis assignments. - Bear

Very nice work RK. Which seat rails did you use? - Bear

The NVG image occupies the full screen rendered in the Rift. This provides an excessive FOV (haven't measured but seems to be greater than RL 40 degree FOV rendered by NVG) and also prevents me from easily reading the aircraft gauges and screens, which would normally be read by looking 'under' the NVGs. - Bear