AeriaGloria

Been discussed a bit here https://forum.dcs.world/topic/305327-cargo-bay-door-can-be-shut-in-the-gunners-face/#comment-5018036

It is correct per their quick start guide. You just have to understand there are three different number sets for Mi-24P pylons.
The official numbers for main pylons. The official numbers for ATGM pylons. And the ME specific numbers 

Lots of threads on the topic already. But in short in real life there are switches that detect feet on the pedals. You put foot on pedals. Yaw autopilot only dampens movement. Take feet off and yaw AP holds heading. 
 
   In Mi-8 and Mi-24 up until last patch this was simulated by having yaw AP in heading hold when pedals were within 9% of center. In Mi-8 it’s less of an issue becuase there is no dampening function. But Mi-24 has it when not in heading hold mode, it helps stability, reduce Dutch roll, increase weapon accuracy. And when it’s in heading hold mode, It will fight turns and when yaw AP reaches its 18% limit it will trim pedals without your consent. And becuase this is a helicopter, sometimes pedals are close to center when turning and puts it in heading hold fighting your turn and trimming you. So before you either had to avoid turning on yaw AP, over coordinate your turns, or like me use joystick gremlin profile to turn off yaw AP when within 9% of center. 
 
This just changes how it’s activated. Disabled by return to nuetral is how it was before patch. Automatic off gives you full manual control lane only changes AP mode through the micro switch bind (keyboard button Y). You can assign it to also trim pedals, or have cyclic trim also trim pedals. 
 
That’s the shortest version I have explained all day😅. ED made a good choice to have defeault set up be same as it was before patch, so nothing changes if you don’t know what this does, but if you know you can take advantage of the options. 
 
It’s been a pet peeve of mine that I’ve talked endlessly about on the forums here on almost any thread having to do with yaw and autopilot. Having this solution and these options is more then I ever hoped or expected. 

Anyone know what the washout on the Mi-24 rotor is? The twist from root to tip? On Mi-8 I believe it is 5 degrees. On Mi-35M about 7.2 degrees. There has to be some amount on Mi-24, and a small amount can be seen in real life pictures. You can see it modeled in the DCS AH-64. 
 
If anyone knows, I would be very interested 
EDIT: Not sure I can delete the thread but might as well keep it up if anyone else is interested. Have been translating a technical/maintenance manual for Mi-24D/V. 

Now, when I said Mi-8 has 5 degrees of twist, what it actually is is the first 20% of the rotor is 5 degrees up, and after 20% of the rotor length it steadily changes until it is 0 degrees at the tip. 
 
  It is same for Mi-24D/V/P except that it is only 3.5 degrees for the first quarter of the blade, then changes linearly after that until the tip is 0 degrees. This is why at even 1 degree collective there can be significant lift. And the use of this twist/washout is to even out the lift generated across the rotor, as well as allowing portions of the wing to remain unstalled if the center stalls, such as in autorotation or high AOA maneuvers. During autorotation having this twist allows different parts of the rotor to be at different AOA, increasing the efficiency of the section around the center that provides lift in autorotation
In aircraft wings, this helps reduce the severity of stalling, instead of it happening all at once it happens gradually starting at the root. And since the stall happens at the root with the tips being a lower angle and less/not stalled, you still have airflow over the ailerons allowing control. This also increases directional stability 
This gradual stalling likely also helps our helicopters, during RBS and high alpha/mushing. During mushing maneuvers you notice this in other helcipters, but in the Mi-24 is harder to notice as almost any positive AOA causes the wing to stall, which causes a rapid pitch up, since the wing is behind the center of gravity and creating a pitch down force that goes away after stalling. This increas in alpha as the stalled wing makes the helicopter rapid pitch up completely stalls the rotor. But this washout probably makes it easier to control and recover. You can hear the rotors begin to slap and start to stall sometimes(which is slow and gradual thanks to washout, even if it is less then other helos), and can use that to “ride the edge” of the maneuver limit where the wing is at maximum AOA without stalling 
 
Thank you for coming to my aerodynamical TED talk😅
 

I can’t watch the track yet. But if you turned on anti ice, even though it doesn’t eliminate/reduce damage from icing currently, it’s power draw is functional. You will see it decrease right engine power on EPR gauge. Dust protection takes 100 HP from each engine and decreases max take off weight by 200 kg. Anti icing decreases max take off weight by 700 kg!! 
 
In colder temperatures you can actually perform better becuase of denser air, but right now in sim we can’t use anti icing properly. So until your engine begins to die from ice or ED adds anti icing functionality in a future patch, you can use full power! Until you’re engine dies from ice Atleast. 
 
  And if we take those horse power figures and apply the same difference to max takeoff weight penalty, it’s possible the anti icing uses up to almost 16% power of the engines whereas dust protection only uses 4.5%. 
 
So being more gentle, less takeoff weight, using rolling take offs to deal with high weight, using Differing amounts and combinations of these is your key to survival….. once the anti icing does its job. Or if you want to turn it on before it does anything to practice the final/most realistic procedure. 
 
When anti icing is fully implemented, we’ll probably also have the icing automatic detector implemented. So you’ll only really need to turn on anti icing when you get a big red caution light and Rita both saying “ICING.” 

This is correct, there is a rudder dampener becuase moving the pedals too fast can cause issues, such as severe Dutch roll. A pilot can push through the dampener, but even then manual says that at high speed to never push pedals from side to side in less then 3 seconds
 
When the speed of the pedal movement is limited by the dampener, you will see a yellow caution light saying “high pedal rate” near the gyro buttons/switch/lights. 
 
you can turn off rudder dampener though, it is a switch with a red guard on left side of instrument panel. However be aware that turning off the rudder dampener will also disable any yaw autopilot functions 

Turn on Ai menu, the short left on AI menu hat