HuggyBear

Already submitted, thanks JD. - Bear

Thanks JD, that bug was submitted previously and the devs are working through it. The N2 should fall away to somewhere around 5500. An N2/NR split is the clearest indication that the aircraft is in autorotation and the rotors are being driven by RoD airflow and not the N2. - Bear

There's no 'clutch' to disengage the rotors from the mast or main transmission. There is a sprague (freewheeling) clutch which allow the main transmission disengage from the engine and allow for autorotation if the engine fails. The auto and rate of blade deceleration in DCS is pretty close to the real thing. RC aircraft behaviour has little relevance to the full size aircraft as an RC doesn't simply have a scaled down version of the transmission/engine/drivetrain and the associated forces and frictions involved. There are several variations of autorotation technique, a zero/zero touchdown is the hardest but certainly safe and achievable in the H. After your decelerative flare, apply a sharp pull on the collective (only about 2 inches on the real collective) to 'pause' the descent and quickly level the aircraft with cyclic, then use the remaining collective to cushion to the ground. If you are aiming for zero/zero you won't have much more than a single chance to cushion without the blades slowing to a dangerous level. For something different which may help you become used to the collective response, try a 'constant attitude' auto, maintain 40 kias all the way down and then cushion with collective in the last 10 feet. Maintain the same attitude all the way down. If you keep some forward airspeed then the whole process becomes a lot easier/slower, but a zero/zero is a very important tool to have if you don't have the available space for a run-on. ...and remember, whatever gets you on the ground safely is a good option. :) - Bear

This is a video of the throttle in a Bell 412, but it is very similar to the UH-1H. UUfJn4Xesg4 - Bear

Thanks Strut, would definitely love to see the Army set. - Bear

6600 is ideal N2 and yep 324 is ideal NR. There's no gauge for the tail rotor so don't worry about it. :) - Bear

Throttle to idle, then Gov Emer, then advance throttle to desired N2/NR, usually 6400 (gives a little room for error as throttle is manipulated), then throttle and collective as desired. There's also an in-flight method involving setting 94% N1 (IIRC) then switching but the throttle-idle method is simplest/easiest. - Bear

This is correct. When in Emer Gov the engine receives fuel through the emergency metering valve which is directly controlled by the throttle. The main metering valve (Auto Gov) is still receiving all the normal inputs such as N1, T1 (inlet section air temp), P1 (input section air pressure), Throttle position and N2 Governor position (the Gov Beep switch). So both sides of the FCU (Main and Emer) are operating continuously, the Gov Auto/Emer switch just selects which side is controlling the fuel flow. As mentioned previously in this thread, the Emer fuel scheduling is incorrect at this stage. With throttle at full and collective at ground, selecting Emer fuel should cause a torrent of fuel input and an immediate overtorque/overtemp. Hope that helps, - Bear

In the Mi-8 and Mi-24 the blades have a flapping hinge at the hub (IIRC) which allows each blades to flap up and down individually and give a 'coning' appearance when the disc is loaded. The UH-1H does not have this hinge as it is a teetering-head system and the entire blade/hub assembly flaps up and down simultaneously. The only way for the blades to 'cone' is for the lifting force on the blades to be so great (and/or the centrifugal force so low) that the blades bend upward along their length. The metal blades on a UH-1H (which aren't modeled) didn't cone much unless they were experiencing extreme loading, such as during a high-torque wingover while heavily loaded during a gunship mission. I'm not sure how rigid the composite blades (which are modeled) are as I never used them. If that doesn't answer your question please post a picture. Cheers, - Bear

That's only for the caution lights. Look lower, next to the fuel switch. - Bear

The bug was submitted a while ago, but no fix as yet in testing build. Unfortunately I don't have insight as to developer priorities. Sorry, - Bear

I'm posting a cut and paste of a similar discussion in the Tester Forum. ----- Increasing left pedal increases tail rotor pitch which slows the N2/NR and causes a momentary descent. The governor senses this NR droop and increases N1/TQ to recover N2/NR and the descent will stop. However: If the left pedal turn is continued the aircraft will begin to climb... NR is sensed by the NR tachometer attached to the airframe so any NR indications in the cockpit or input to the governors are relative to the airframe. the lift produced by the rotor system varies with NR relative to the air. (I know, there are about a million other tiny variables, but for the purpose of this discussion that'll do nicely) With any left pedal turn (the same direction as the rotor) the NR relative to the airframe will droop. The NR tacho will sense this droop relative to the airframe and increase N1/TQ to recover N2/NR relative to the airframe. This results in an NR relative to the air which is slightly higher than normal, creating more lift, resulting in a climb. The reverse is true for the right pedal turn (the opposite direction to the rotor). With the pedal turn to the right the NR relative to the airframe will increase. the NR Tacho will sense this increase and decrease N1/TQ to recover NR relative to the airframe. This results in an NR relative to the air which is slightly lower than normal, creating less lift, resulting in a descent. ----- I tested pedal turns in the B412 which is similar to the UH-1H, although upgraded engines, governors, FCU and rotors, although still old mechanical equipment, with no FADEC or other digital control of the engines. Turns were made at approx 40 degrees per second through 360 degrees. Left Pedal turn: The aircraft descended approximately 1 foot over the first 60 degrees, then climbed 15-20 feet over the remaining 300 degrees of the turn. Right Pedal turn: The aircraft remained stable over the first 45 degrees, then descended 20-25 feet over the remaining 315 degrees of the turn. The rate of descent during the right turn was slightly higher than the rate of climb during the left turn. ----- In practice none of this matters a lot, just use your hands and feet to keep your arse where you want it and don't worry so much about why things are happening, just try to learn when they happen. :). - Bear

Thanks Michel, That bug has been fixed in the testing build. Cheers, -Bear

Checklists, like everything in the military, promote uniformity and standardisation. In guessing you don't really believe that USAF pilots receive no systems and aircraft ground training. Even very smart people (even Germans) can forget very important things... ... even with checklists some people manage to forget things. :) - Bear

Interestingly (maybe :) ) the Australian Army checklist had us leave that switch in the Starter position. The main reason was the idea that during an engine restart attempt following an engine failure, it was one less thing to forget during an already exciting event. Another reason was that it would prevent generator switching if the Main was running at a lower voltage than the Standby (which it shouldn't do if things are set correctly). Was surprised when I saw that the -10 was different as we normally just cut and paste. - Bear

I'd definitely ask (politely) for the cup holders though! :) - Bear

If you're using anything other than a 100% accurate UH-1H cockpit to sim in, they should probably refuse to sell it to you... :) BTW, the starter button was the first bug I submitted when I began testing so I agree with you, I just choose to communicate differently. Childish ranting is certainly fun, but stating your opinion like an adult is usually more productive. - Bear

Not sure if I'm just mis-reading some of these posts (probably :) ) but just to clarify the force-trim system in the real H model: The cyclic and pedal force-trim are linked and not able to be separately manipulated. The force-trim switch on the centre pedestal and force-trim button on the cyclic will enable/disable the force trim for both the cyclic and pedals simultaneously. You can't use force-trim for the cyclic independently of the pedals. As stated it's also true that most pilots fly with the force-trim off. As for the simulated force-trim in DCS:UH-1H, that's a compromise to best suit current joystick/pedal technology. :) - Bear

Another good find, thanks mate. - Bear

Thanks LiveBait. I'll confirm and submit this tmw night, I'm away with work (again) today. Definitely keep them coming! :) - Bear

That's right, the instrument panel vibrates more than the real thing, but this is necessary due to the lack of additional vibration feedback. The need to kick in quite a bit of left pedal as you pass below ETL is not exaggerated. - Bear

I've mentioned before, possibly on the tester boards, that the ETL effect presented in the sim is exaggerated, though for a very good reason. In a Huey ETL gives you a nice solid shudder through the whole airframe (and your body), DCS can't transmit this so instead the dash vibrates more than IRL and in my opinion the overall impression of ETL is very nicely simulated. It's important to know where ETL is and know where the edges are as it's a very good aid in setting up for a confined area with little power margin. If you are on final, good rate of descent, good rate of closure, with near hover power set and riding the edge of the ETL 'burble' you're pretty well set up for your approach and can usually just cushion a little in the last few feet. The control problems people are experiencing through ETL have nothing to do with the 'animation' of the vibrations and a lot to do with the aerodynamics of hovering vs. forward flight, and the different control positions required for each. In the hover you'll need about two inches of left pedal (varies with UAW, DA) which is a lot more than in forward flight. If you don't get that left pedal forward as/before you drop through ETL the nose will suddenly yaw right and you'll most likely over-correct back to the left when you kick in a boot of left pedal to counter. This little dance is very close to what happens IRL, the problem we have in the sim is a lack of feedback to let us know when the nose is beginning to yaw, also a lack of practice in many cases. :) Real Huey pilots usually take a while before they learn to anticipate these effects and look as smooth as the guys in the movies or even the youtube vids. Having said all that, please keep posting topics like this so we can discuss issues and either submit them to the devs, or at least explain why they might not change. Hope that helped, - Bear

Sorry for the delay, I've been away with work. I've submitted this request. Thanks, and please keep posting things as you find them. - Bear

Several of these engine / hover power related bugs were submitted as far back as April, including reference to the appropriate charts. These are still being worked on by the devs . Maybe coding is tricky stuff... - Bear

Yep, this has been submitted as a bug, no word yet as to if/when it will be fixed. There shouldn't be any noticeable delay between button and firing. Cheers, - Bear