AeriaGloria

I have translated it myself and I also enjoy many Soviet manuals. But if you had read the manual I linked you would have no doubt about the existence of automatic bombing. Our Mi-24P has no adjustment of using barometric or radar altimeter, setting altitude data, or setting elevation used for bombing, neither can you set characteristic time or turn on or off a specific bombing computer. I’m sorry but there’s nothing more to say except that it absolutely exists, wether you assume it doesn’t or not I agree with everything you said about Yefim Gordon, SMEs/pilots, and manuals. I have read flight/weapons/performance/limits manuals for Mi-24A/D/V/P/35M, and even read maintenance manuals 1-10 for them. I have read everything about limits and breakage. If I haven’t been able to convince you, maybe some excerpts from the manual? Here is section describing CPG switches and components in section 6 I mentioned…. “The VSB-24 shooting and bombing computer is designed to calculate firing parameters and generate control signals that ensure targeted fire from a machine gun and bombing. To ensure work with the computer on the right front On the operator's panel there is a parameter sensor panel DP-V1 and mode sensor panel DR-V1. The parameter sensor is designed for manual input characteristic time of bomb fall, height above bomb burst point over target The mode sensor is designed to turn on the bombing and dead reckoning channel,” “Switch, WORK - CONTROL. When set to “work,” the computer solves bombing problems “RELIEF SWITCH for entering into computer the elevation of the target relative to the bomb release point, has three positions HIGH - PLAIN - LOW” ”switch for entering height in VSB-24. Has RADIO - MANUAL ENTRY provisions. When the switch is set to the RADIO position, the altitude value is supplied from RV-5, and in the MANUAL INPUT position, the altitude is entered manually on the Parameter Sensor” ”AUTO - MAN switch, for setting automatic or manual release of bombs” “LAMP to indicate health of bombing computer” Under “Working with the system” we have….. “The operator can carry out bombing using the computer or without” Hmmm this only describing the system not how to use it… maybe we should go to section 7.6 “bombing from horizontal flight”, “When bombing from a horizontal flight by an operator with the VSB-24 computer turned on, the aiming task is to ensure that the helicopter, at the moment of dropping the bomb, takes a position in space relative to the target that ensures that the bomb hits the target…. The problem of aiming at range is solved automatically in the computer. The operator places the center point of the KS-53 collimator sight on the target and holds it on the target until the bomb is dropped….” (“KS-53” is not a typo. That is how it is spelled in the manual, interchangeably with KPS-53AV.” That seems pretty clear to me that automatic bombing not only exists, but all CPG needs to do is turn it on and point at target, and pilot can correct for wind if needed. Other parts of those sections talk about how airspeed/DISS-15 are fed into it, so it knows airspeed and groundspeed. For manual operation it is identical to Mi-24P, set sight depression, timers as necessary. And drop bombs are right altitude and speed. None of the switches described could help with that or affect it, and neither could a bombing computer and switches for bombing help with the turret mounted gun Is that all a translation error? Have I mistaken it for something else? What mistake have I made with all this information? Is there some other explanation for why there is a computer that solves bombing issues and switches to control it and a section talking about automatic and manual bombing? Is there a better manual I am supposed to reference? If you have read then can you let me know?

Is this in multi crew? Currently it’s a fixed bug and will be in next patch, but only happens in multi crew

I’m aware Yefim Gordon gets many things wrong. R-3T, he can’t tell the difference between IFF system designations. And he thinks the Raduga periscope is a FLIR/LLTV. Despite his technical inaccuracies, he can still be a very good source in development information and stories and giving access to other 1st/2nd hand information. But yes you need a big grain of salt with him. For example, he has a really good list of every known Mi-24 serial number and country. He’s also the only person I’ve seen that included the pilots description for rapid pitch up at high speed phenomenon and described it, “podkhvaht,” or “pick-up.” If someone being wrong “sometimes” pushed me away, I wouldn’t listen to pilots talk My information of bombing modes do not come from Yefim Gordon, they come from Mi-24D/V manuals. If you go to the post I was replying to, I wasn’t saying my information comes from Yefim Gordon. I merely posted an excerpt from his book the previous page, and someone asked where it was from and I answered. As we were having a discussion about CPG tasks, I then started talking about the bombing modes we don’t have as they give some perspective about the Mi-24 CPG that we don’t have in Mi-24P As for info, Especially the Mi-24V manuals go into a lot of depth and detail about the bombing modes. I can’t post them here becuase they are from 1984-1987, but you can probably find them pretty easily It doesn’t use “ballistics” of each bomb, all it needs to know about a bomb is the characteristic time, or how long it takes the bomb to fall from a certain speed and height. There is a dial for the CPG in both Mi-24D/V to adjust this “characteristic time” setting. There is also a switch to turn auto bombing mode on/off, and dial to adjust the bias of the radar/barometric altimeter, in case of pre planned targets or elevation differences. It also knows range from where the turret is pointing and altimeter, and uses that to see when is the right time to drop the bomb according to “characteristic time,” same way it uses altitude + pitch angle to find CCIP range. You have timers also if high altitude is needed, all the horizontal offset for wind correction is manually done by pilot using the drift gauge and numbers for this are given in the manual. But for longitudinal wind, it should use the doppler to correct for this according to manual 1. videos don’t show everything, absence of videos showing such a feature do not prove they aren’t there. Don’t know what you mean about a swift maneuver needing to restart the sight or break. The Raduga gyros might be upset from roll but KSP-53AV turret doesn’t, and it has no “gyro spin up time” like Raduga periscope If you look at pictures I posted above of CPG panel in D/V variants, it is incorrectly translated into English but basically Burst angle: characteristic time setting Burst height: manual setting of height delta (difference), based off radar altimeter or set airfield elevation. airfield elevation: manual height setting for bombs Gun/bombing switch: selects the gun or bombing mode, with auto/manual modes having its own respective switch It even has its own name, VSB-24 for the aiming computer that handles CCIP/automatic bombing, and is named as handling bombing operations tasks in Mi-24V I.E manual Im sure they loved it in Afghanistan, but I think one of the reasons you have no videos of it is that the Mi-24 proved that even with an automatic bombing computer, a bombing helicopter is of little utility I will enclose a picture of the manual I have found that has the best description, many manuals don’t have the full weapons section. If you can find the manual, the instruments/switches/knobs and process are explained in section 6.3 As for Mi-24VP, in interview before release the head of the team said they wouldn’t do it based off its short 25 unit production run making it very rare. Its only difference to a contemporary Mi-24V would be the gun. As the Gsh-23 is very well documented, i don’t think that would be the issue. In my eyes, the issue is ED not seeing a good market for other Mi-24 variants (A,D, V, VP). It would be nice eventually if they can re use all the great work they did on Mi-24P, in changing front cockpit and weapon systems to be able to sell such a module

DCS does simulation of weights, moments of inertia and torque moments very well In Mi-24 case, having 4x rocket pods may have a 2-3% impact on speed/efficiency. It would be larger, but often having weight on the wings improves speed/efficiency at cruise speeds. This is becuase the wings are behind the center of gravity/main rotor mast significantly, so any weight added to them moves CG back and causes a more nose up position. More nose up means more wing AOA/lift, and with your wing helping you out more you need less collective You will notice the release of weight during firing, pitching to it nose down, on rockets it makes recoil even worse as you are getting rid of weight behind the CG Other than that, you have to be very careful of your weight and your limits becuase of that

IMO the real reason that microswitches aren’t as needed in Mi-8 vs 24 1. in 24, microswitches make yaw channel go into a sort of dampening mode, so it still smooths you out 2. In 24, lifting vertical stabilizer changes center point of pedals with speed much more drastically than with 8. So the “release microswitch by return pedals to center” works better for the 8 then the 24, as center point doesn’t change nearly as much In addition to answer the original question, You can bind “z” and “x” on the keyboard to your HOTAS, these buttons move the pedals left/right when pressed but when released they leave the pedals in that spot, basically trimming them in that position So if you need more right pedal trim, tap the “x” button or whatever is bound to it until it is trimmed where you like

If you check chucks guide for Mi-24, he has very nice high resolution takeoff chart I haven’t seen anywhere else. He probably made it himself from low res scanned 1980s docs. I can’t even post it here it’s so high res

You set ARK-U2 to comp on “R-828” mode? Becuase there is also a ARK-U2 comp mode for R-852, which is a short range CSAR radio

Yeah, I bought a $25 PS3 webcam with no IR filter and use free open track with a $15 head tracker, works great, Can’t really say much about flying in general but if you have any specific questions let us know. You are going to want to running take off/land at 50-80 kmh, and cruise at 260 kmh (red dot on IAS gauge.) as miki said keep yaw AP off for now. It is fun, but be aware the faster you are the more controls change as wings/tail lift you. The tail turns you right at high speed so you need less pedal the faster you go, and wing produces enough pitch down lift that cyclic is roughly centered from 180-280 kmh

You should switch to Russian. Then he says “I *%#*/hit your mom!”

The only switches that should matter for this that you highlighted are the switch on the top right of the weapons panel to turn sight on, and the switch on bottom left of the sight (AUTO) to be able to see where the periscope is looking. The switch above it (“SYNC/ASYNC”) is not implemented in DCS Petro should work regardless as Miki noted. But that’s the bare minimum to see where Petro is targeting and prosecute an attack

while this topic is at the top, might as well post full list of warnings for those curious “•Fire, aircraft (tail #). Check fire protection system panel.” The FIRE advisory is confirmed by the FIRE warning light on the pilot’s instrument panel and the light on the fire protection panel indicating which compartment the fire is in. “ Dangerous vibration, left (or right) engine.” These advisories are confirmed by The LEFT or RIGHT ENG HIGH VIBRATION lights on the pilot’s instrument panel. “ Main hydraulic system failure.” This advisory is confirmed by the MAIN HYD SYS ON light going out and the BACKUP HYD SYS ON light coming on. Both lights are located on the pilot’s front left control panel. “ Backup hydraulic system failure.” This advisory is confirmed by lighting of The BACKUP HYD SYS FAIL caution light on the pilot’s front left panel. “ Low fuel emergency.” The low fuel advisory is confirmed by lighting of either or both of the CELL N1 120 LT FUEL and CELL N2 120 LT FUEL caution lights on the pilot’s instrument panel. “ Low oil pressure main transmission.” This advisory is confirmed by illumination of the LOW OIL PRES MAIN XMSN warning light on the pilot’s instrument panel and a low or zero pressure reading on the transmission oil pressure/temperature gauge. “ Service cell fuel pump failure, check remaining fuel.” This advisory is confirmed when the green SVC CELL PUMP No. 1 or No. 2 advisory lights on the fuel system panel go off. “ Extend landing gear.” This advisory is activated when the flight altitude drops below the preset level on the RV-5 radar altimeter and indicated airspeed is less than 70 km/hr (37.8 knots). The signals for this advisory come from the RV-5 radar altimeter and SSA airspeed sensor. “ Audio warning system operational.” This advisory plays to confirm system operation when the TEST button on the control panel is pressed.

In addition to people saying Rita is telling you to lower gear, this warning is triggered by 1. Speed less then 70 kmh 2. Radar altitude below minimum height set If your radar altitude gets shot or doing a fast running landing, don’t forget

Pretty sure “AI autopilot assist” is a Mi-8 only feature, for flight engineer to center the autopilot channels. But since we have trim button in Mi-24 that does re aligns autopilot the same way, the knobs are there for testing/maintenance There is a lot of options and doesn’t help that there is two separate AI menus for Petrovich and the gunner respectively

“Controls indicator” is just the display showing controls, “control helper” is an old “assist” that doesn’t work anymore and just makes flying harder

I think it would be awesome if some fire was added to the pods

Yes I love them in Mi-8. It’s just since trim button resets/centers AP channels in Mi-24, I see no point for knobs except for messing with small changes. Hopefully I can get a button box with a few knobs for them

Yeah you don’t ever “need” to use them, but I have wanted them just for the sake of curiosity sometimes

No, when you exceed these limits the doppler enters a “memory mode.” You will see this occur becuase a green light with the Cryllic M will light up on the doppler drift/ground speed gauge When memory mode activated it assumes your ground speed/drift stays the same but applies your changes in heading to your map/doppler nav panel. So there is no need to turn off doppler circuit breaker if exceeding those limits. When back within limits the doppler will automatically exit memory mode. However, route/hover mode will not automatically turn back on. So you must either press off button yourself when it shuts off automatically, or press OFF while it’s still on but no longer needed, When you need route/hover again, you just need to press the ON buttons for them again manually when needed.

Yup, so if you set your doppler to a point, or use F10 bearing, it will fly you perfectly along a true heading bearing as long as it works correctly. I love having it set while e route with speed and altitude hold and being able to get a snack!

I have a guide that will explain entire system if you are interested, but if it doesn’t work here are some possibilities - battle damage, doppler being shot will mean hover/route mode won’t work since they need doppler -doppler has +/-30 degree bank limits and +/-7 degree pitch limits. Exceed those and system will not turn on or turn off if already on When automatically shut off, it will continue the last input until you press the “OFF” button, so make sure you do that after using it as well. Pressing it will also reset AP channels Like trim button It corrects for drift from wind, so when you are on correct course you will see two things 1. Heading equals set heading +/- drift angle 2. Roll channel of AP will be centered

I believe there is a specific button you have to press to launch and stop the process. It is there for CPG but not pilot. According to manual the weapon release button should work for pilot. It’s In section 4.6.1 for anyone with the document. CPG

It would be, but the posted screenshot shows that they can’t even reach the limit on right pedal travel set by SPUU-52, which could only happen on its own if settings where such that heading hold was on at one point and trimmed the pedals left to stop a right turn at some point. Usually I suggest never going below 90% rotor rpm and staying as close to 95%, the governor commands max power below 95% so you don’t get more power really below that, just a little more torque that requires a lot more tail rotor. But I don’t think that’s OPs problem

Yes, I agree with that guess

Hello, setting microswitch to off doesn’t stop your problem, becuase it defaults to heading hold. So since you have yaw channel of autopilot on, it is trying to hold heading and trimming your pedals to maintain heading when the difference between current heading and heading it’s trying to hold is more then 9 degrees Basically if this happens press trim reset to undo pedal trim. And to prevent either never turn yaw AP on unless you explicitly want heading hold, or have the specific microswitch bind activated while AP is on so it enters a “coordination” mode that stabilizes you but won’t fight turns or trim you or hold heading For micro switch there is both a hold button and a toggle, I just use the toggle and make sure I hit that toggle Atleast once at startup before takeoff. This way I am sure when I turn on yaw autopilot it won’t trim me or hold heading There is also a special options setting you will find in Mi-24P section that is called “Pedals auto move,” making sure it is not checked will stop the yaw autopilot from trimming you. However it will still hold heading in heading hold mode, just with less authority. I find it has plenty of authority anyways, so I think it’s always a good idea to make sure it’s off Here are my settings, I do use force feedback stick so that’s why my trim settings are the way they are

Let me know why you think it’s not fixed or send a video or track. I haven’t noticed anything