47_Driver
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Posts
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What altitude and what is the outside air temp? Extreme cold and high altitude are a recipe for Ng(N1) Limiting, which is similar to what you are experiencing.
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Unfortunately is prohibited to land on water these days due to the addition of so many avionics to the aircraft. She can still do it if needed, and can still float. We're just not able to conduct a lot of these tasks anymore. Can absolutely still do all the Soft Duck, Caving Ladder, etc stuff. I believe the D model was the last Chinook variant that was permitted to land on water outside of emergencies.
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In the real aircraft, we fly with the searchlights extended at about 45deg. On the newer software versions there is an indicator on the MFD if the searchlight is on in case you lost where it is and don't realize you still have it on, which happens all the time lol. Also, when the Searchlight switches are turned off on the overhead panel, the searchlights automatically retract and stow. No need to manually stow them.
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No idea, but I'd wager to guess that thing was pretty hard to fly lol
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What is the Outside Air Temperature at altitude in your scenario? Don't look at TQ in this case, you need to be looking at NG. You're likely running into NG Limiting due to atmospheric conditions/aircraft configuration. This would give you similar indications to what you are experiencing. However, (and keep in mind this module is still WiP), the aircraft would not remain airborne at 74% NR. Your Generators would have failed long before that as well and you would be descending rapidly, whether you wanted to or not.
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Chinook does not have Blade De-Ice capability. We are IFR/IMC rated, and fly in these conditions very often, but cannot fly in conditions worse than Light Icing.
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Took me this long to realize I accidentally typed Digital instead of Differential when describing the DASH, oops.
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Because essentially the DASH programs to basically replace your FWD or AFT stick position. DASH authority is equivalent to around 2" of fwd cyclic and around 4" of aft cyclic. So as the DASH programs to maintain speed, not as much fwd cyclic as required to maintain that speed.
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This is only an issue for the AFT LCT Manual EXT/RET switch. Holding the switch to the RET position Extends the LCT, and holding it to the EXT position retracts the LCT. This is obviously opposite of how the switch functions IRL, and the FWD is modeled correctly. Can submit a track file if needed, but very easy to duplicate.
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Your original post seemed to indicate that you are manipulating the Engine Condition Levers on the overhead panel every time you land.... If that's the case, do not do that. Once the Engine Condition Levers are in Flight, that's where they stay. If you are doing a touch and go and manipulating the ECLs, you're doing it wrong. Unless you're talking about the Thrust Control Lever/Collective. If you're not manipulating the ECL's, there should be no reason you need supplementary electrical power from the APU, as the main generators will continue to operate as the helicopter maintains 100% rotor speed.
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Hi 47_Driver, I just stumbled upon your comment on the DCS forum and I am so glad that a pilot who actually flies the CH47 decided to tackle the critics on the DCS forum. As a civilian helicopter engineer, now retired, contracted by the RAAF I had the opportunity to participate to the upgrade standard (in 1993/95) of four CH47Cs subsequently delivered to the Army in 1995. This was the most challenging and enjoyable project of my entire engineering career.
Therefore I do understand the complexity of the aircraft, even thou I never worked on the F model, I also understand how daunting it must be to translate this A/C into a flyable virtual model. The ED team attached to this model have already done a fantastic job with the unit we already have to fly with. We should be humbled by these achievements for what they have ahead is a real challenge. This aircraft is a piece of art, and if the DCS pilots really want to learn how to fly an helicopter, this is the time NOW with the CH-47F.
As my instructor said..."Keep practicing your over"
Cheers Mate
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No no no no. Once the Engine Conditions Levers are in FLT, that's where they stay. You would only further manipulate the ECL's during an emergency or during Shutdown at the end of the flight. It is a known bug that engines don't shut down properly, ED is working on it. As far as your landings go, do not manipulate the ECLs at all once you're in FLT unless you're trying to shut the helicopter down.
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I've seen this come up a lot. First, no you can not run the VSD in full screen for those wondering. Second, keep in mind that this is a sim and you're looking at a screen within a screen. IRL, these MFDs are huge and extremely easy to read. I've been solving this issue by zooming in. I have no issues on my 49" Ultrawide seeing any important information on the MFDs. Your sight picture is generally just going to be straight ahead and outside, and you're going to SCAN the MFDs in front of you. Zooming in in the sim will accomplish this and you'll be able to read information on the MFDs just fine. You don't need to see the whole dash from one seat. Hope this helps! Edit: Attached a picture for reference. What's within the red box is what your eye is going to focus on based on how far away you sit from the dash. The rest of the MFDs and cockpit area are part of your scan, ie. move your head around. Not necessarily what you're focused on in flight at all times. Zoom in and look outside!
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47 has always had at least a basic SAS or Stability Augmentation System. Just too difficult to fly without it. The 46 would have had to have had very similar systems, yes. All tandem rotors will, as these systems overcome the inherent lack of stability of a tandem rotor design.
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The DASH won't pull the cyclic back, the pilot will as the DASH extends and takes the place of that forward cyclic position. It's pretty cool but also weird to get used to. Thanks!
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