Quadg

45 - Today :)

The mount in the ka-50 takes advantage of the flight characteristics of the ka-50 with its counter rotating setup. You don't need a gun that aims to the side when you can do flat yaw turns at any speed. And you can also use more aggressive side slips than a traditional helicopter. because there is no loss of tail rotor effectiveness. so it can use "the funnel" (circle-strafing), where the aircraft maintains a line-of-sight to the target while flying circles of varying altitude, elevation and airspeed around it. The mount closer to the centre of gravity takes more advantage of the accuracy of the 2A42 than the chin mount further outside the COG. so each mounting suites the helicopter its mounted too. with both designs having pro's and con's the KA-50 has the large shkval system taking up most of the nose

I think most people will say fly it yourself. The only time I use the autopilot is when I'm tuning the ADF in flight. And even then rarely. I don't tend to hold a heading in helicopters. I use the compass to find a landmark, on the bearing I want and then fly towards that. when i get there I find a new landmark on the bearing this avoids drift with crosswinds etc. how i was taught to orienteer on foot with a compass. so you don't trip over everything constantly looking at the compass. you check the compass when you need it. not all the time. and you are not stuck to following it like a slave. the destination is what counts and not the route. a longer route that is easy to follow is usually better than a shorter route that is not. why helicopter pilots hate flying over open water. and will go a longer route to avoid it.

society has been trying to end criminality for as long as there has been society.. going well isn't it :)

not had this, but sounds like negative g causing fuel starvation? did you try this in a straight in approach? or a fast spiral from above the LZ?

if you go from left pedal to right pedal you will not get a smooth curve. you will get left and right input spikes depending on which pedal is currently moving. it does not matter if they are two axis or one. it matters how the conflict between two inputs is handled.

if you bind one pedal for left and one pedal for right which one wins when you press both? that was the problem I had with using car sim pedals. my pedals could be linked into one axis via software that came with them (thrustmaster) but a little pressure on one completely overruled all the pressure on the other. simply resting your feet on the pedals caused input issues. i did learn to fly the huey like that but getting a set of good linked axis pedals made it so much easier to fly. i recommend skipping the car pedals altogether. in theory it seems a good idea but in practise it is more hassle than its worth.

warrant officers do not hold a commission, so yes they are non commissioned officers or NCO.. they hold a warrant which makes them senior to people without a warrant. which is every other NCO. so they are senior NCO. as high as you can go without a commission. they have their own mess and everything :) and yes i didn't explain my last comment very well. i was in fact getting at the two rank system. where you have military rank and helicopter pilot rank. where you can have a senior officer who is a junior pilot paired with a junior officer who is a senior pilot. so the warrant has to call the officer sir while giving them orders. and usually puts them in the front seat. why I said it was a weird situation.

Helicopter pilots in the US Army are still only warrant officers. senior NCO. so pilots can never rise to command an apache regiment. this means that the officers of the regiment sit in the front seat. which technically means the front seat commands the aircraft. but every good officer knows when its time to defer to their more experienced senior NCO... so the officers show the pilots a lot of respect. and defer to them in all matters of flying. its a weird situation.

the hind cannot carry enough troops to be a good combat troop transport. so in Afghanistan they used it exclusively as a gunship to protect combat landings. the troops got carried 28 at a time in mi-8. they used the compartment to carry spare rockets for the pods or a couple of field mounted MG. out of combat the space probably got used to carry all sorts of stuff. as armies never have enough helicopters and there is always ass and trash to move. so a patrol may involve a few delivery jobs.

do the cold start training and wait around at the end. the voice will return and say "if you thought this took too long then you should not have bought a study sim" or words to that effect.. I had forgotten about that until I read this thread :)

Yes they seem to have reversed the direction of three way switches. Left click used to move them down and right click used to move them up. Now its the other way around. This is now opposite to how the three way switches in the mi-8 work, where before it was the same.

a gunships role is to protect the troop transport helicopters and to prepare the landing zone for assault. and provide support and supressing fire during the assault. they also provide aerial rocket artillery to the forward edge of the battle area. neither of these jobs are done standing still. a new role is providing flank guards to landing and taking off fixed wing transport aircraft. extra flare launchers and eyes for seeing MANPAD launches at bases in contested areas. where a terrorist could be hiding at the end of the runway with a MANPAD. the MI-24 is fast enough to be a useful flank guard while transports are at their most vulnerable. see the latest video in the Russian section on the mi-24 for an example. escorting mi-8 out to set up a rough airfield. then flank guard for fixed wing transports landing and taking off from the rough airfield. man I want the mi-24 today :)

Maverick has a good old video. the new Tarawa model has a ball so you can make an easier approach to the hover point. on the back of the island. should lead you to a 120ft hover next to the LHA. Maverick has to guess the approach. but his info is still good.

we may get the newer version of the 9m114/AT-6 spiral the 9m120 Ataka/ AT-9 spiral 2 new missile with the same guidance. but who knows?

i see it quite a bit on multiplayer servers. seems to be a bug with contrails and when people have smoke turned on flying low in the acrobatics server.

learning is the HOW and the WHY. DCS is the place for the HOW. you have to study the WHY on your own time. you don't do it in the simulator, unless you are being taught online by someone else. i actually enjoy learning the WHY all on my own. study is best enjoyed alone. silence in the library!

we have got better cockpit lighting with the new bloom effects. cockpit instrument lighting looks pretty good. night flying is the best its been since DCS 2.0 came out. early evening with the instrument lights on is beautiful. even on my old CV1 and spotlights actually work a lot better. so one thing that has changed in the last year for the positive.

is this the NVG HUD implicated in the 2018 night time crash of an F/A 18 and KC-130 tanker near japan? apparently the data can invert which really throws off the pilot. https://www.propublica.org/article/marines-hornet-squadron-242-crash-pacific-resilard

mfg crosswinds. and I fly mostly helicopters. minimal centre detent (you can choose the centre detent you want with different parts) and you can run them with no spring. so holding the pedals right where you need them is easy for long flights. they are also wider apart and have full pendulum so they are very precise. build quality is excellent. you can quickly hook the spring back on for flying fixed wing. and adjust spring strength on the go.

use the engine power indicator. its on the right above the battery switches. it has three red flags. the bottom flag is cruise power (unlimited time) the middle flag is max continuous power (max 30 mins) the top flag is take off power (6 minutes) the yellow flags are your 2 engines and where they are at. the red flags move depending on conditions. altitude and out side temp. etc. in your vid you are well above take off power. which should be your normal maximum. only in emergencies should you exceed it and then only for 20-30 seconds. edit, the ka-50 has very little power to spare when fully loaded.

i was recently getting out of virtual memory errors in my error log with DCS in multiplayer. 16gb of RAM and 16gb of page file. upping it to 32gb of page file got rid of the errors. but it does mean i will get better performance if I up it to 32gb of RAM.

i use 60m there is a minimum height with rope length which may be the problem. at 60m you need to be a minimum height of 45m. which is well above the trees. if the pickup clock say 5 seconds then you are too high or too low above the target. for the rope length.

it says it in the spitfire manual. its the same engine. from the manual under gliding descent. 2. Avoid overcooling the engine. On lengthy gliding descents, raise the engine RPM to 2400-2500 for 5-6 seconds every 3-4 minutes.

cold oil is thicker. and it takes more pressure to force it through the system. so you actually need to wait for the oil pressure to drop. it also will not lubricate piston rings and the big end bearings properly. why you should not push an engine until it is at operating temp. and the oil is flowing freely. high performance engines in fighters are being pushed near their mechanical maximums when at operating temps. to get the performance. not waiting is the easiest way to kill them. when a hot engine is stopped the warm oil freely flows into the sump, under gravity, and cools. it takes a while for that cold oil to recirculate around the engine when you first cold start it again. the top of the engine basically has no oil in it. and you have to get all the oil in the sump up to operating temp. overcooling is an issue in flight. if you descend for long periods in a glide. instead of descending under power. us periods of maximum engine RPM to warm the oil. even if you don't use throttle. high oil pressure = cold oil medium oil pressure = operating temp or not enough cold oil. low oil pressure = not enough oil why you have both oil pressure and oil temp gauges.