47_Driver

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.

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.

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.

No idea, but I'd wager to guess that thing was pretty hard to fly lol

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.

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.

Took me this long to realize I accidentally typed Digital instead of Differential when describing the DASH, oops.

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.

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.

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.

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.

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!

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.

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!

There is a difference in "power" I guess between the aft and forward rotor system. Something like 10% but it's never noticeable in flight really. If you're at cruise and stomp the pedal it's still going to yaw around the center of the helicopter if you don't make any other flight control inputs, I don't really see why you would ever do this and in real life it would be a good way to blow all the windows out... If you're trying to roll the helicopter AND use pedal, which is how you have to turn in the current flight model, then yes you are technically swinging the tail around as you're applying cyclic and pedal in the same direction, which will cause the helicopter to yaw about the nose rather than the center. Opposite control inputs will cause the helicopter to yaw around the tail. Pedals have a magnetic brake. They have a centering spring just like most other helicopters that is disengaged along with the Mag Brake when the Centering Device Release switch on the cyclic is pressed. NEVER taxi a tandem rotor helicopter, ie. the Chinook using the pedals. This is not currently simulated in game but in the real helicopter can very quickly cause the helicopter to destroy itself due to exceeding droop stop limitations. It can also cause the helicopter to roll over. The droop stops are in place to keep the blades from hitting the fuselage. 2 Wheel Taxi is an option as well, and pedals are used for this as the helicopter has pitch in the blades and they are not resting on the droop stops.

Sometimes you just have to send it... scud running is always exciting. G 135 is ground speed, yes. Winds were at ~55kts before I decided to take a picture. We got up to 120kts indicated and around 170kts ground. Good times.

You're not hearing the turbines, you're hearing a 700lb transmission right above your head it's extremely loud and the sounds are damn near perfect. If we had the ability to FEEL the blade slap, that would be another story. There's nothing quite like it.

Yes. Will display on the HSD in either Full Page or Half Page format. Will be located on the left side of the HSD, ie. 270/15. Will also display a wind barb on the HSD indicated where wind is coming from and what speed. See attached example from a flight I had the other day. Winds were a little spicy.... Not modeled yet in DCS though.

I think this is an issue with DCS ground taxi modeling as a whole, exacerbated by this module's unique way of ground taxiing. Try 2 wheel taxiing works great. If you need some help check out the video I made on 2 wheel taxi on the 47Driver youtube channel.

Just the swashplate. Gearboxes have some fwd tilt built in as well. 9deg in the fwd and 4deg in the aft.

@cw4ogden I will tell you right now as an operational CH-47F pilot, your depth of knowledge on these phenomena is greater than about 95% of the Chinook community these days. This was an incredible read and I greatly appreciate it. Will be mentioned at our next WO meeting at work. Dual FADEC PRI failures are one of the scariest things we can experience in this aircraft in my opinion. I've been exposed to it one time, thankfully at a hover (when I probably shouldn't have been). Can't imagine some of the things you have seen in this bird. Really appreciate you sharing your knowledge with us. @McRuffen no yaw tendency that I'm aware of even AFCS off, but this could be because the yaw is generally just all over the place when the AFCS off because of the Chinook's inherent lack of directional stability (it's just a giant school bus, it's not really all too aerodynamic). As OP mentioned above, the yaw can completely spin the helicopter around VERY quickly when the AFCS is off if you let it get away from you. When the AFCS is off you will notice large pitch transients as power is increased or decreased, due to the difference in tilt on the Fore and Aft head. Increase power and the nose drops, decrease power and the nose climbs.

Been wanting to cover this for a while to clear some things up. I am 47Driver on YouTube, some of you have been watching my videos on the DCS CH-47F, (I really appreciate that), and everybody wants to know about all these weird acronyms that I mention, along with many others. First of all I want to point out something in regards to the flight model. I see a ton of complaints about how unrealistic it is, etc. Yes, the FM is very WIP and that is what it is. Tandem Rotor physics are straight up wizardry. This is far and away the most complex flight model that ED has ever tried to replicate, and I can say that confidently as an actual Pilot of this aircraft and someone who understands a fair bit about aerodynamics. Tandem rotor helicopters are very weird, and what I'm seeing in the flight model so far indicates that the devs have done their research on how these helicopters behave when none of the things that are built in to help you fly are working, which is true in the module's current state. Please keep that in mind as you fly this thing. AFCS: Automated/Advanced Flight Control System. This alone is what makes the Chinook so easy to fly. Put your feet flat on the floor, don't touch the pedals, and fly all day long. Thanks Turn Coordination. She's very smooth, steady, coordinated, and controllable when this system is on. When the AFCS in DCS is fully fleshed out, it's gonna make a huge difference. DAFCS: Digital Advanced Flight Control System. Super cool autopilot(ish) functionality. Basically allows us to capture current Inertial Altitude or Radar Altitude, maintain low speed over the ground via TRC or Translational Rate Command, or capture current position over the ground via P-Hold. P-Hold + Altitude mode = perfect hands off hovering. We also have a full 4 axis autopilot via Flight Director for cruise/instrument flight. DASH: Differential Air Speed Hold. As you increase speed, the DASH, (a long tube in the flight controls with an actuator on each end) will decrease in length. You'll notice eventually when this is modeled that as you increase speed, you'll actually start moving cyclic backwards towards center and the aircraft will keep the speed. Pretty nice and allows us to fly with a more neutral cyclic position. LCT: Longitudinal Cyclic Trim (Actuators). As speed increases, the LCTs will extend, this will increase forward tilt in both the fwd and aft heads. Allows a more level fuselage at cruise and reduces stress on rotor system. You'll be flying at 140kts and the fuselage will be completely level with the horizon. No more staring at the ground 10deg nose low anymore. When you land, the LCTs drive to the GND position, allowing easier ground taxi. When you hover, they drive to the RET position to facilitate a level hover attitude. DCP: Differential Collective Pitch. This is mostly why the Thrust Lever is called the Thrust Lever and not a collective. DCP comes from longitudinal cyclic input. Forward cyclic increases collective pitch on the aft rotor system while decreasing collective pitch on the fwd, and vice versa. So basically, the cyclic is also a collective... Hope this clears some things up and helps you folks understand why the flight model feels so weird right now. With most of these things not being implemented yet, because I'd imagine they're all very hard to simulate, the Chinook is gonna fly a little weird. I'm still having a great time with the module and I'm very excited for more systems depth to be added, so I can continue to share with you guys. Thanks! 47Driver

Retreating blade stall basically doesn't affect Tandem Rotor helicopters other than an increase in vibration. As @adrift_foolish1 pointed out, escape from Settling With Power or Vortex Ring State would be via lateral cyclic or pedal input along with a reduction in Thrust if altitude permits.

DASH stands for Differential Airspeed Hold. It is merely a tube with two actuators attached on either side that will extend or retract based on commanded speed via the cyclic or Flight Director. This will ensure the pilots do not have to hold forward cyclic to maintain forward speed, and vice versa. The LCT, or Longitudinal Cyclic Trim (Actuators) are what you're referring to. As speed increases, they extend on the FWD and AFT head, which will pitch both rotor systems forward, allowing the fuselage to remain level with the horizon regardless of speed. They retract at a hover and low speed to assist with hover attitude, and the drive to the GND position on the ground to assist with ground taxi.

EAPS are not installed on the current variant in the game, and thus those cautions should not even exist and the EAPS switches should do nothing. I'm sure ED is aware of this.