AeriaGloria

You can set the microswitch to trim the pedals. But of course, that is personal preference. And I’ve never used it, I like having microswitch constantly pressed as it in real life, so as long as it allows you to fly normally with it pressed and only trim when released, it might be a good option For the trim blending, I would assume if developed would only enable AP at the moment the blending is complete

Nice new feature

The tires do depress with weight, AFAIK this is true for all DCS modules, and is usually based on specs in the manual that provide weights that would push down the tires a certain amount. I think what we’re seeing here is that instead of the 3D object of the tire being cut off and deformed, they’ve modeled it in higher fidelity for the CH-47 to actually bulge outwards and look more realistic But if you look at what the manuals mention, they do line up to DCS

It’s so that you can toggle if Petro automatically flares when it sees a missile

Aw, makes sense. Since guidance uses a 6 bar scan instead of 4 bar, and also tighter bar spacing and less azimuth coverage the farther target is, leading to even faster scan cycle then 4 bar normal scan, would mean picking up the target earlier. I see now thank you

I have never seen this. Radar is being automatically steered but detection is the same. Is there a reference manual I can read for this or something?

As mentioned, your stick is too far forward. Yes you kept your stick still after the first trim, but that first trim was far forward enough that it kept touching down and AP couldn’t keep it level You need to stabilize it intended attitude, say -5 degrees for cruise, then trim 2-3x to even it out. That way you won’t have your stick too far forward. I if you want to trim while pitching down at the same time, you have to also expect that your are giving enough forward stick to cause the pitch down in the first place, and move stick back while trimming. If you rapidly move collective in stable flight (which would rotate the elevator up and down, causing pitch), you will see that the 9% control authority of the pitch can’t stop very much movement. It is not like many modern airplanes where trim has 60-80% of the authority of your stick As your most recent post indicated, pressing trim and maneuvering also works. But I don’t prefer it. I have FFB so it’s different, but I like the dampening of the autopilot to smoothy my maneuvers, and the way it copies/exaggerates my inputs to give me more control during maneuvers. It’s all personal preference Note: you can see how it exaggerated/copies your stick by moving the cyclic on the ground with autopilot on and watching the indices follow your cyclic, or doing the same in active pause. In real life, this is how you check that AP works before you make sure that trim re aligns the attitude hold/cyclic copying Yes I would say the AP is well aligned here. it It will never be perfect as it can be quite sensitive, you just want it near center, and eventually you will get a very good feel for it But what’s a bigger effect here then what Miki mentioned, if you were to press trim reset at this point, is your stick is trimmed behind center, which makes sense at 200 kmh. So trim reset will push your cyclic back to center, causing a pitch down.

Yes that’s what I mean, your initial pitch down was too much for the autopilot to stop. After you trim; the stick is stuck too far forward unless you were to move stick back And then the pitch rate changes as your toggling AP on/off with trim

And you have return to center trim with spring stick? It just sounds like to me you were giving more input then the autopilot could stabilize when you trimmed the first time, and since trimming kept the stick forward, it was too much for the AP. It only has 9% authority in one direction. So 1/10th stick movement from what you need to fly stable is enough to override it and stop it from being able to hold an attitude

New doesn’t always mean extremely advanced. MiG has two tiers of their top end 29, you have the 29M/29K new builds, which aren’t too far from the MiG-35 Russia uses. But for these older airframes 9-12/9-13 being upgraded, the highest level of upgrade they can receive is SMT, with new Zhuk radar/KOLS and MFD. technologically, I would assume it’s in the same level as the original SMT, just no fuel and possible no jammer if they were originally 9.12

I read through and a bit unclear what is the bug. The behavior of the trim resetting the pitch/roll AP is described in many manuals, is there some other issue going on with the trim? I have noticed some issues when I switch to front seat and back as if there are ghost inputs I watched your video a few times. I don’t know for certain what is happening, but looking at your inputs I might have a guess You give for example forward stick to pitch down. The attitude hold fights the pitch forward and your pitch rate slows down. You then press trim without moving the stick, which removes the autopilot trying to pitch you back up. Since you had enough stick to fight the autopilot trying to pitch you up before, and the autopilot is no longer trying to pitch you up; it causes further nose down. E.I, you are giving enough stick that autopilot cannot fight it (it only has 9% authority of your stick in each direction), and when you press trim it increases the rate and then pitch AP fights it slowing pitch rate down then you trim making the cycle continue What you often have to do, and my experience is different since I use FFB, is when you trim after nosing down, you have to move stick slightly back to make up for the 1-9% that the autopilot was fighting you before trimming. For pitching up reverse, you often have to give forward stick after trimming to make up for the Input of the AP that is now removed by trimming This is the big reason I usually recommend trimming 2-3x while holding your desired attitude to really make the system work for you If you hold trim longer, the process is often easier as you can then compensate for the autopilot input being removed before it re engages.

Thank you. Also forgot to say, this is in my guide but short version is Pitch Roll AP is mixing 3 things. Attitude hold, dampening movement, and copying your stick movements to exaggerate them. The farther any of these are from 0, the more they override the other inputs. So close to the attitude you trim/turn on AP, your primarily have the dampening and stick copying to help you, with attitude hold just keeping you close. But as attitude changes, within a limit of usually around 5-10 degrees, it will override all other inputs and only try to force you back to original attitude. You are basically loosing the other ways it can help while having to deflect your stick 18% to fight it. You will notice then at this 5-10 degree region or above, when pitch AP is at max deflection, it’s here that your uncommanded input (many previously have called it “nodding”) is highest. The numbers for roll channel are different, it’s much less aggressive in attitude hold and much more aggressively copies your stick to increase roll authority, but we are lucky here with the transmission tilt, ED Has modeled that it doesn’t need any roll or drift to fly straight at any speed So yeah, trim maybe 2-3x, hold the trim button for longer and let it stabilize, or pressing trim then maneuvering and only releasing once you are where you want to be are different ways people use it. Sorry if I’ve made things complicated!

It would need at least one MFD, such as MFI-55. I would assume it’d same as SMT just without the hump (Toplivo)

First page it may seem harder then Mi-8, but it is superior. As Miki said, with AP only having 18% authority in Mi-24, you want it close to center as possible so it can dampen and stabilize attitude. If I trim at nose level, and go to -5 degrees pitch for cruise, my pitch AP will be stuck 100% trying to pitch me up, unable to have any authority left to dampen oscillations, rapid movements, or stabilize attitude. At this point it is merely offsetting your command, and the trimming ( or in Mi-8 case, re adjusting the AP dials to center AP deflection) will set the AP back to inertial so it can both hold your current attitude and have room to stabilize and dampen you It’s designed this way so that you can, easier them Mi-8, not only keep AP centered and have its most authority but also make it easier to fly. This way, if I fly at 150 kmh, I just trim nose and wings level and it will hold it. If I want the autopilot to hold me at cruise, or return to level when I release the controls on cruise, I just trim when flying level at 250-270 kmh, which is usually -5-7 degrees pitch down, and then AP will hold me there and return to level when I release stick pressure in any other attitude There are other reasons, as I mentioned, both Mi-8/24 are taking into account where the stick is when you trim so that the AP knows what you want “neutral” to be. The reason for this is that AP will deflect in same direction you move the stick to give you extra authority in pitch and roll. This can’t work if the AP is stuck at full deflection trying to return you to an attitude far away from where you are currently. When trimmed and AP is near center, you will see especially roll channel deflect a lot with lateral stick movement and increase roll rate, but then return you to trimmed attitude when you neutralize stick. this way AP doesn’t fight you, but helps you as long as you have trimmed reasonably close to the flighty speed/attitude you are at. Another example is, not only does pitch attitude need to decrease as you increase speed, but stick needs to be deflected forward to maintain this speed. Same with roll, you usually need slight right stick to hover (10-25%,), but often left stick to fly at cruise or above. If you don’t trim, but only turn on AP on the ground, the roll AP will be expecting your neutral stick position to be slightly right, and since it sees the stick deflected left, (which you need to maintain cruise speed or above), it will try to make you roll left. So trimming will re center it and solve al these problems for you Mi-8 is exact same in this respect, it’s just that since the attitude hold isn’t being reset, it is making it smoother for you to “fight” the autopilot stuck at 100% deflection during trimming So for example, you have three flight regimes you want to be primarily trim for. Hover, where you are usually 3.5 degree pitch nose up. 140-150 kmh, which is your best climb and loiter speed, where you would trim about nose level from there to 200 kmh. And above that you need nose down to maintain speed, to the point at 250-270 kmh cruise you are -5-7 degrees nose down, so you want to trim there as well. If you pitch attitude changes a lot from change in speed, say 3-5 degrees, or AP is close to maximum deflection, you want to trim It can be useful for other things, for example if I want to fly straight and takes my hands/eyes off, a short trim will make sure the AP attitude hold keeps my current attitude. If I want to stay in one place while I take my hands off the controls or eye off the screen, I can trim while turning, and the AP will keep me in that turn until I grab the controls again and trim level If you watch cockpit videos of Mi-8 or Ka-50, you will see that they are pressing trim near constantly. I find myself trimming alot when I’m level because I like to make my autopilot assist me as much as possible. No that you are aware of it, you might be able to get a good feel for it, for how it feels when AP is at 100% deflection limit and you are less stable, And how nice it is to trim to cruise and have it hold it, or trim in hover and suddenly have it help you stay there. TLDR: Imagine that trim button turns off AP when pushed and back on when released. Play with trimming level for a certain speed, and you might find the benefits

I made an autopilot guide that explains this The trim in Mi-24/Ka-50 resets the attitude hold. So let’s say it’s holding 0 degrees pitch. You pitch down 5 degrees to fly 250 kmh. Pitch AP uses almost full authority to fight you during that 5 degrees. When you trim, the attitude hold trying to pitch you up to 0 degrees goes away, and now tries to hold you at your current attitude of -5 degrees So it’s a matter of your trim re aligning the attitude hold and removing its input As designed and not a bug Ways to get around this are told trim button for longer, or trim 2-3x in quick succession. The more you trim, the less this will manifest also. I usually trim 2-3x just for precision anyways This is exact same for Black shark when not in FD Mi-8 doesn’t do this because trim doesn’t re align the attitude hold, it is only telling autopilot what your new center position is so that it can “help” you when you move the stick from that position, which Mi-24 also does at the same time You can see this clearly by holding trim, which will make AP center as if off. And then will stay centered if you stay at the attitude you release trim at

I never had issues keeping it straight without pedal trim, but also depends on your pedals. Do what works best for you

What is this about changing radio correction to SAHR and not firing before seeker lock. The whole process is automatic, fire beyond seeker range and radio correction automatically occurs with change to SAHR depending on target size and altitude

Do you mean pedal trim or yaw autopilot

Depends if you want to trim pedals. It’s personal preference. Yaw autopilot is a different story

I mean flood mode is a real thing. The F-18 has a 70 degree azimuth gimbal limit. MiG-29 also. Not everyone is limited to 60

And have slightly unstable and planes with significant AOA induced drag not been able to achieve aerial victories in the past?

Works great. Just depends how close you need to get

The pilot can choose. If they don’t like the selection, they can move the TDC to change it. It has to complete one full scan cycle before it can auto gate the target, determine missile engagement range, and then switch to STT which also takes multiple seconds (IRL). That gives the pilot 3.5 seconds to move the cursor as they like even just during that first scan. You have an unlock button if you want to undo switch to STT. I am not trying to talk only short ranges, I am just saying that TWS, in essence, is not your main weapon engagement mode for this radar! This is not like F-14/15/16/18. If you really want to kill someone that your radars detects, you use scan and go STT if all other methods fail. It is designed to attack one target at once, yes the computer could be upgraded for TWS2 and Fox 3. Pairing it with TWS2 is nice, and yes its susceptibility to jamming sucks, but if that fails you do what any MiG-29/Su-27 should do and lock the sucker and fire a missile one by one. It is the most reliable targeting method, and I can’t fault the engineers for not building in more substantial multi target track I do not believe that the engineers of N-019/19M/001 were trying to make the best thing to attack two planes at once, they were making the best radar they could to attack one target at a time. You do not need to use TWS, TWS2 if you don’t want to auto lock. And the featured TWS/TWS2 where the most dangerous target is auto magically gated by the TDC is not even in DCS! You don’t have to soft lock a target you don’t want to in DCS today unless you accidentally move the TDC over them or they fly into it. In Su-27, you have a nice datalink to show you more then one other enemy, so you need TWS for SA even less in that airframe. They made it to shoot one target as well as it could, and when MiG-29S upgrade came around they finally had the processing power to add a nice double target mode that has limits. Is it sad that everything they could’ve achieved didn’t happen because of lack of cost or political issues? Yes, yes it is. It is sad, but everything they have done I think they had good reason for, and made sure it could at least prosecute one target very well, the same as had been done with all previous Soviet mechanical scan array radars.

Press doubt all you want, or don’t believe me, but it is true and what every MiG-29 and Su-27 manual will say. Here’s some examples “For SNP (track while scan) this case, automatic strobing of the target (when there are several targets it chooses the most dangerous), and automatic engagement (locking) at distances close to the missile launch distances are provided, which favors the speed of execution and secrecy of the attack“ “ in TWS, According to the logic adopted in the targeting computer, the target with which the fighter has the shortest approach time is considered the most dangerous, and its mark on the HUD screen is automatically framed by a strobe and subsequently followed by it until the radar goes into acquisition mode. The computer calculates the zones of permitted launches of guided missiles for the conditions of attacking a the target. When approaching the current range mark and the maximum permitted launch range mark, the RLPK-293 complex automatically switches to the acquisition mode. Approaching the target in the TWS mode to the range of the missile engagement zone increases the stealth of the attack on the selected target.” 1. Design choices often don’t make “common sense,” and using it as a filter for what something might/should do can often lead to issues when context is lacking, especially with these complex military aviation birds. For example IRL, IRST/radar interaction is extremely limited in MiG-29 for seemingly no reason, yet works flawlessly and automatically in Su-27 As mentioned above, the idea was to allow the pilot to select the most dangerous contact, keep situational awareness of the surrounding area, and only lock right before weapon firing for minimal warning to the enemy 2. You say pilot couldn’t use TWS at close range with R-27, but this isn’t true. Not only is R-27 can have a range as low as 4-5 km in rear aspect at low altitude. But if you were in situation where it has 40-50 km range and was closer then that, what would happen is the radar would enter TWS, see the most dangerous contact after a search cycle, then lock it if within missile range. There is no need to change weapon, jettison, or turn off missiles. If they want to scan the area without locking, this is exactly why there is a switch to turn TWS off. The mode works fine at any range, and nothing stops you from turning it off if you don’t like it. The plane is not forcing you to use it And in DCS, there is no automatic target selection. So you can enter TWS at any range without automatic lock unless you physically place the TDC over the target or the target flies into it. 3. Yes, TWS does not work with jamming. I have no problem using it to lock an unjamming target. If they turn on their jammer the mode automatically returned to regular search/scan mode. Yes you might need to reselect target, but likely you will only need to do it once since the pilot should be aware that TWS won’t work with jamming So yes, with jamming you need to use normal search and are limited to one target in case of MiG-29S. This is a technical limitation, it’s not like they intentionally designed it that way Technology has limits, and the designers believed that TWS would be helpful to minimize the time the target’s RWR see’s a STT signal and increase SA. And that if it sees jamming it reverts to normal scan so you can still search normally, since TWS requires more processing power then it can handle while jamming. Player F-16/18 has lock breaking jammer, and there is good reason it was decided to equip those planes with it. Hopefully someday FC3 jammers can get the same treatment Is there still an issue?

The real thing works the same. However, it will also automatically soft lock the target with higher proportion of cluster rate/range, which we don’t have in DCS and have to manually tag the radar connect with TDC