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Quadg

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Everything posted by Quadg

  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

    Manual

    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
  16. what power setting on the EPR are you using for the climb? at cruise power the rotor RPM will be automatically maintained up to 2000-2500m. above this the rotor RPM will start to droop. which will effect your torque authority. you need to reduce collective to maintain rotor RPM at 92-94%. if you are climbing at maximum cruise power then the rotor RPM will only be automatically maintained up to 1000-1500m at take off power the RPM will not be maintained at all and you will need to adjust the collective to stay in the 92-94% Range. so when it happens see where your rotor RPM is at. and reduce collective to bring back the rotor RPM and full torque authority. it all depends on your aircraft weight and outside conditions. the best speed to climb at is 110-120KPH. this is the speed which requires the least collective to maintain so you have more power for the climb. and start the climb using maximum cruise power setting. and reduce when it starts to droop. give up climb rate to maintain the speed of 120kph.
  17. I still use a CV-1. Just map the two zoom levels to hotas buttons and you will have no issues reading the MFD's. I kind of zoom automatically now without thinking about it. It was a real pain before we got the zoom options.
  18. To be honest. NVG don't magically turn a day fighter into a night fighter. In fact to make a aircraft a proper night fighter you set it up so you avoid needing NVG. See the harrier night attack. Compared to the original day only harrier. With forward looking IR tied into the weapons systems and displayed on the MFD or HUD. You can do whole night missions and never need to turn on your NVG. In more modern jets you use the targeting pod which does exactly the same thing. NVG are a convenience. That have killed people. See that crash off japan where the F/A-18 flew into the fuelling aircraft using NVG. The NVG implementation in the game is so bad that I actually avoid using them as much as possible. They are not "fun".
  19. the M21 flexible guns on the front have two rates of fire. 2400 RPM when both guns can fire on the target. (4800 RPM combined) 4000 RPM when only a single gun can fire. when shooting off to the side with the flexible sight. the outside gun hits its inboard limits and stops firing and the inside gun accelerates to 4000. (inside being the gun that can fire on the target) the inboard limit is 12 degrees. the outboard limit is 70 degrees.
  20. As the mossie is a shnellbomber. you should not compare it to the fw190 or ME109. you should compare it to the JU-88 (the best of the German shnellbombers). whatever the JU-88 can do the mossie can do better. (night fighter, bomber, photo recon, anti shipping) As it was arguably the best shnellbomber of the war. it was also the bomber with the highest survival rate in bomber command. and a bane to u boats and shipping in costal command. Armed with rockets and cannon. (the 4 cannons could make a burning wreck out of a unarmoured steamer in one pass) the Germans were disgusted with the mossie because they went all in with the shnellbomber concept. to the British the fast bomber was a side project. And they still got the best one. As to the roll when you lose an engine. when Eric "winkle" brown first landed a mosquito on a carrier (first ever landing of a twin engine on a carrier). this was one of his greatest fears. losing an engine and going into a death roll on short final. his aircraft did have experimental props though, (that could not be feathered) so they could greatly reduce the approach speed for the landing. he came in with low airspeed, a high angle of attack and very high RPM and floated it in on the props. engine failure was very likely. the landing speed (99mph) was below the wings stall speed (110mph). (99mph was the maximum strain the wooden body could take catching the tail hook) you can find the video on youtube. amazing man was "winkle" brown.. flew everything produced by everyone.. 487 different aircraft types. many without even reading a manual. And I struggle with the small number in DCS
  21. in real life to start the huey you turn the throttle to just below the idle position (start position) and then start the engine. when the engine is started safely you turn the throttle to idle, engage the idle cut off and you can no longer turn the throttle to below idle without disengaging the cut off. this is a safety feature. to stop you turning the engine off in flight. you cannot turn the throttle to off/closed. but our sim throttles don't have cut offs. (most of us). so to make the idle cut off work they have put the range below idle set to the page up and page down keys. not the throttle axis. its not a bug. because the bug lies with our own hardware. its a design choice. we cannot reposition the bottom of the throttle. with a cut off. so this way its setup is a work around. to fit most game throttles. and it only effects the cold start and engine shutdown. not actual flight. where you have the full range of throttle from full to idle. (but not to off) of course it does not work if you have a collective and and an idle cut off. the down side to their design choice.
  22. @rayrayblues Yes, I agree, the Kobe Bryant crash is a classic example. He (the pilot) should have just setup his full autopilot to fly the minimums and switched it on before he entered IMC. But he waited till he was whited out and then tried to figure something out. AVweb has an interesting discussion between them, the NTSB and Helicopter Association about preventing it.
  23. The only time I have died on the search and rescue server was flying into IMC in the huey. it was with the old clouds where the boundary was less obvious. one second I was fine the next I was completely whited out. when I thought I had more room. when I was really close to a mountain. with no easy escape route. slowing for a hover. I'm so glad for the new clouds with more granularity to their edges. but I also totally get when real helicopter pilots say that the biggest killer of helicopter pilots is unintentionally flying into IMC. the unexpected switch from VFR to IFR is what kills you. even if you have skills in both. that moment of disorientation and panic
  24. I think mast bumping is missing as well. on the acrobatic server I had another huey fly into me and destroy my tail rotor. I tried for several minutes to fly and recover and I entered several situations where normally the mast would have bumped and the main rotor would have departed the aircraft. like it usually does. I was trying to regain forward flight using speed, collective and weather cocking from the tail. I entered several low g situations during my spins with a lot of cyclic input. but instead i had no bumping and no loss of main rotor. and I even managed to land the huey backwards. after spinning and rocking for 5 minutes. I don't have a track but can someone check the ones posted above?
  25. I always end up flying it for so long on the search and recue server that I run out of fuel... "has it really been 2 hours???" the fix you are looking for is not "autopilot" its removing the centre return spring from your joystick. or if you don't want to do that then trim, trim, trim. both remove the physically demanding fight with the centre return spring. As helicopters don't have return springs.
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