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  1. sounds like an option to reduce AI processing cost for large missions/multiplayer. to cut down on the lags.
  2. the engines in real aircraft have a time between services. and they give you different power outputs depending on where they are in their service life. in the game we get the same power every time we start. (campaign writers can simulate engine wear in the ME) the times are to keep the engines running the same for the full period. (for as long as possible) those levers are there for if one of the engines is starting to produce less power. for when they are getting close to needing replacing. in the game the engines produce identical power and are the same age. in real life you get differences in engine power and engine age. And you need to balance them to a certain degree. hence the condition levers. we don't really need them in the game. the hind engines are not fully modelled yet. you basically only ignore the time limits if you are in the kind of war where the aircraft is not likely to survive till servicing. due to enemy action. so world war 3. peer to peer total war is hell on equipment. doing counter terrorist operations and low intensity warfare, you do stick to the time limits because you are likely to survive the whole thing. And are most likely to die in an accident. sticking to the official limit greatly reduces your chance of dying in an accident. also pilots share aircraft. if the next guy has less power because you have been joy riding then he will probably tell you about it. also the maintenance guys will give you grief for messing up their aircraft. And giving them more unnecessary work. they need to inspect the engines when you exceed the operating times. so I tend to stick to the official limits in most campaigns. because why not? the time limits are from the mi-8 because we don't have the official hind manual yet. (similar engines and the same gauges) until we get the manual all this advice is unofficial, even chucks guide
  3. full collective? use the engine pressure gauge (EPR) to decide how much collective to use. It has two needles, one on either side, for each engine and three flags in the middle. the limit for the top flag of take off power is 6 minutes. (top flag and below) 30 minutes for maximum cruise (middle flag and below) and unlimited for normal cruise. (bottom flag and below) use take off for take off in a hover. and landing. use maximum cruise for climbing to altitude. (it wont take 30 minutes for you to reach max altitude..) use normal cruise for everything else. those are your 3 collective positions to use. The flags on the EPR will adjust for outside temp and altitude. make sure none of the three positions exceed the Power turbine temperatures (PTT gauges for each engine) for whatever conditions you are flying in. And that you retain rotor RPM at high altitude (keep rotor RPM between 94% and 100%. reduce collective if it starts dropping, increase collective if it starts going over 100% in a descent). Also move the collective slowly to balance the loads between the two engines. if the two needles show different settings on the EPR you are moving the collective too quickly. and overloading one engine to meet the power requirement. move the collective slower and the load will be balanced between the two engines. that's a quick and dirty rundown on how you use the collective, EPR gauge. PTT gauges and rotor RPM gauge for keeping the hind engines sweet. you can use the blade pitch angle gauge as a quick reference. (note the three EPR positions on the blade pitch angle and just use that for quick reference, but if outside conditions change significantly refer to the EPR and check PTT's instead). you should never exceed the take off power flag on the EPR so should never pull full collective.
  4. Deep breaths... Breath... You sound just like me back in the day. when flying the huey used to make me incandescent with rage Instead of rage quitting that anger motivated me to beat the huey. So I went back to the basics. Completely gave up doing missions and actually learned to fly her in systematic way. startup, hover, hover taxi, takeoff and landing. And practised these a lot. Break it down into steps and learn the steps. This way you see progress and see that you are winning. It builds confidence. And the confidence turns that incandescent rage into a big goofy smile as it all comes together. you also don't waste time. you can waste a lot of time with a poor learning strategy. Mount Elbrus is supposed to be a tough mission. you are flying at the limits of power, weight, altitude and speed. The retreating blade stall speed is around 140mph so you can fly back at 130mph. And make it with time to spare if you also have good navigation.
  5. This. You autorotate to maintain RPM and store potential energy in the disk. When you pull the collective you stop autorotating and convert that stored potential energy into down thrust. slowing the disk. and entering VRS if you are within the VRS margins. landing normally if you are outside the VRS margins.
  6. I fly mostly helicopters, so spend a lot of time below tree height. Yes some of the trees seem high but I have also noticed they have sunk a lot of the trees into the ground so they now look like bushes. So there is more variety. Which gives a better sense of speed. But still does not completely fix the FOV problem. I remember playing Elite on the BBC micro at school. a whopping 2 mhz processor A few years later a friend got an Amstrad CPC and we stayed up all night playing elite on that. Putting save games on audio tapes. Man that brings back memories My family went Atari VCS, I remember the 6 button one and we upgraded to the 4 button one. The Combat cartridge with 27 game modes on a 2kb cartridge... Tanks was my favourite. But biplanes and jets were also fun. Chasing around the clouds. And the game Surround. Which was the idea for Tron's light cycles. Then we got a spectrum 48k because the Kempston joystick interface worked with the Atari joysticks. My first proper flight sim was F19 stealth fighter. In the late 80's On an IBM home desktop running dos. with my champion pro Kempston joystick from the spectrum plugged in with an adaptor. Can you believe we now fly around in VR?
  7. Its the narrow FOV (field of view), in VR, that gives you a sense of slow speed. Compared to real life. Changing FOV really effects your perception of speed. As its a peripheral vision type of thing. Rather than done by the focal region. In a 2d game which allows you to change FOV. try the minimum and maximum settings and run about. You will notice the widest available FOV feels faster even though you are going at the same speed. Its an optical illusion. IPD is an important setting for how you perceive sizes. Use manual IPD and put it at the minimum available and you will feel like a little kid sitting in a giant chair again. Us an IPD far greater than your actual IPD and you will feel like a giant. This effects things the closer they are to you. objects in the distance will look the same size. Another optical illusion.
  8. use your mouse to roll past the stop. click and move up. its a lot easier than reaching for the keyboard in VR. and saves you having to map buttons to a hotas. and as I'm clicking the idle stop anyway, that is right next to it... its not even any extra effort. i only started doing this myself recently.. its actually a godsend for VR users. and I cant understand why I didn't think of this 4 years ago. in helicopter's you never stop learning...
  9. Another thing about yaw control is actually collective control. How quickly you move the collective directly affects how quickly you need to put in yaw inputs. And by how much. If you are having trouble maintaining yaw (anti torque) then move the collective slower (torque) and less often. You have to match collective speed to the maximum speed allowed by the anti torque damper. (and you are better off doing it slower than this) Get behind the curve and you can never catch up. Why people spin to the left when lifting off. While hammering full right pedal. or the same when coming to a quick stop. They have pulled the collective to quickly and the anti torque damper will not allow them full right pedal fast enough to match. They may also be instigating some engine droop by over pitching and therefore also lose some anti torque power. Don't blame your feet. Blame your left hand for this. A slower pull on the collective requires slower pedal input and less of it. and it allows the engines time to respond with power accordingly. Then you will be fine and flying correctly. Proper collective control means you should never need full pedal in normal flight. The hind is the embodiment of the saying "less haste, more speed..." use both the collective and pedals with less haste and you will be going at speed. Slow is smooth, smooth is fast... to quote Casmo.
  10. It only worked with 1st generation IR missiles with poor seeker heads. basically its an IR lamp that blinds the seeker head rather than spoofing it away like flares. like shining a torch in someone's eyes to blind them at night. all the seeker head sees is afterimages and it cannot track. more modern missile seeker heads are not blinded or recover quicker. so the lamps no longer work. they actually make you an easier target. As IR homes on IR sources. why the lamps have been removed or left on and disconnected in all russian aircraft. (its disconnected in our MI-8)
  11. whats that old russian proverb? "you go to heaven for the peace and quiet and you go to hell for all the interesting conversations." the boring place with no diversity would be called heaven...
  12. I did say "simple equation" rather than a mathematical model plus the channel does not have a modern version so the date isn't just the only thing you need to change to make it modern. The magnetic declination is just as wrong as everything else..
  13. I doubt they have the declination changes stored for the last 80 years. unlike moon phases the changes in declination are random. you cannot use a simple equation to work it out. for changes in date.
  14. You normally set a gyro compass to true north and not magnetic north so you don't need to add/subtract magnetic declination when working with the map and compass. This is why a gyro compass is preferred to a magnetic one. That and the fact a gyro compass is more stable to changes. There is a slight delay in a magnetic compass stabilising to a new direction. The down side is a gyro compass can wander off accuracy over time, with lots of changes to direction. It will lose true north. Why you normally have to set it every time you start the aircraft. The p-47 magnetic compass looks like the one with the error.
  15. Quadg


    even content creators need manuals. because all they do is regurgitate manuals at the lazy Its basically chewed and semi digested for you like baby food
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