Vortex

:lol: Sim pilot's would love their windshields to get dirty, the cockpit to get hot so they can use the ventilation and lightning to strike their aircraft. Real pilot's would love not to deal with any of these things!

Nope you do not use cyclic to maintain altitude. forward and back cyclic is purely used to maintain speed in a turn, pull back and you will slow down.

I've been wondering about the rudder on the tail fin and whether it was used purely as a balance aid, or indeed was used like an aircraft for turn in. Stingray. In a conventional heli you do not intitiate a turn with the pedals at all, they are only used for balance. Plus you do not pull back on the cyclic to raise your nose as you will lose all your speed, you raise the collective instead to maintain altitude (something that took a while to get the hang of for me after flying fixed wing) Can you explain what you mean Airtito with that last line, I think you mean that heli's do not do "Rate 1" turns? But that doesn't make sense as they do.

Ok that makes more sense, it's done to avoid a rotor overspeed on a fast descent. But the landing is performed normally with the throttle wound back up to auto. Glad that's all cleared up, but it's kinda dissapointing that another landing technique wasn't uncovered.

Doh, lucky I mentioned I was only guessing! You seem happy I was wrong too! Must mean I've been posting fairly correct stuff to date :smartass: btw, we need a heli version of this :pilotfly:

I think toe brakes is a fixed wing thing, Heli's have such control authority at a standstill you don't need them. I could be wrong though as I haven't flown the big multi engine with black round things yet :( I'm sure those that do fly them on this forum can answer.

That's because helicopters ARE more stable than planes. If you are getting a shake in a heli it's most likely a rotor imbalance, something the engineers need to look at. I get far more jiggle in a Cessna 172 than in a Robinson R44. My hands sometimes hit the roof when flying over the ranges in a 172 when I'm trying to refold my map! Same ranges in the R44 and it's like a magic carpet ride in comparison.

Later done the line I wouldn't mind a Huey once we have some attack helicopters for support in multiplayer. Missions to sling load some artillary/vehicles or drop off then pickup troops off without getting blown out of the sky. Machine guns out the doors blasting down a river at 10 foot would also be cool.

I'm surprised nobody has posted this old beauty of the guy who bought himself a heli and tried to fly it without lessons. http://au.youtube.com/watch?v=mo82pnyMR44

No worries. In real life you get to go to ground school and have an instructor go along for the ride to keep you out of trouble, this sim shows exactly why that is a good idea.

See that is what I mean, it's not something that is easily explained and should not happen in the real world as far as I know. I've escaped from VRS (sure, it was only an R22) going sideways and backwards while training. I greatly appreciate the guys from ED for having a look at my track. It's what makes ED such a great company :thumbup: If it's something oddly specific to the KA50 and co-axial design it would be great to know what it is. But I have a feeling winds at 25m/s and gusts at their max simply stretch the physics engine too far and something odd is happening.

It shouldn't matter what direction you are facing, airspeed is airspeed. You can escape VRS in any direction, left, right or backwards, it doesn't matter. Anyone looked at the track yet?

Yeah pretty sure it's not overpitching. Here is the thread I started about it and a track I posted showing the VRS condition. http://forums.eagle.ru/showthread.php?t=36020

Any warning buzzer must never be ignored. /Reminds me of a fairly ordinary pilot I know who has a PPL, he was in a borrowed plane and was on final for landing when a warning buzzer came on. Everything seemed fine to him so he just continued the approach. Luckily for him just as he approached the threshold he realised he hadn't lowered the landing gear :doh:

There is no observations to be made. The wind is set at a such a speed the KA50 is damn near tipping over while sitting on the ground.

lol I am and many others on this forum have helicopter licenses, I think that's evidence enough :thumbup:

Yes the lean to the right is normal. It's a problem of having two blades spinning in the opposite direction. The advancing blade has to flap up to reduce the angel of attack, while the retreating blade has to flap down to reduce the angle of attack. They do this because the advancing blade is producing more lift given it's extra speed in forward flight. Now why do they do this? Because if they didn't the aircraft would constantly bank towards the retreating blade (like a plane with one wing producing less lift than the other). It's called "Flapping to equality". The faster you go the more they have to flap to equality. Now add another blade ging the other way and you have problem, The bottom blade goes up, and the top blade goes down. Simply keep from exceeding VNE (the warning light and alarm that comes on just before you have a mid air collision with yourself) and do not use the controls to their full extent, enter all movements smoothly, and when travelling at high speeds be careful of how much collective you use.

Because it's creating a downwash. VRS needs upwash. VRS occurs because the inner part of the rotor has a slower air speed, as such it stops creating lift when air is being forced up through the disk when you descend rapidly. As this area of non lift producing lift gets bigger along the disk, less lift is produced. The faster you fall the bigger this area of the disk becomes, so as you can see it's a situation that only gets worse if you don't remove one of the three ingredients needed in VRS. This picture is worth a thousand words See the air going up the middle of the mast, that airflow gets wider and wider on the rotor, until it meets the tip vortices by which stage yuo are falling like a rock from the sky. In a normal hover even the inner rotor creates lift.

:lol: no wonder it felt confusing.

Why do you lower the engine RPM manually and the collective on a heli with a governor? I can understand it in heli's like the B47 and the like with no governor as it's a necessary to keep the engine RPM down. But in a governed heli lowering the collective also lowers the engine RPM. It is a very interesting technique and I'd love to know the details.

Yeah a few people get the pedals confused at first. I'm not sure why, perhaps it's those billy karts you made as a kid where you pushed the front plank the wheels are connect to to turn. Even a 40 year old professional race driver training at the same time as me kept getting it reversed at the beginning. And yes pedals are a BIG improvement for hovering.

Simply do what I did after reading shrubbo's post. Create a wind of 25m/s and gusts at their maximum. Then try and hover over the runway with all the autopilot aids switched off. I can re-create it everytime. edit, okay here is a quick and dirty track http://www.filefactory.com/file/aff3g83/n/Vortex_ring_state_trk At first I wondered if it was simply overpitching, but notice how I only go from zero to 1/3 pitch just before I enter VRS. My ROD goes from 2m/s to 8m/s in 50 foot.

I don't thinks so for campaign. You can activate them in the mission editor.

Thanks for taking the effort to make the post, but I think you missed my point or didn't read my posts. I already know about VRS. What I'm talking about is that in a hover over an airfield (zero ground speed) with a 25m/s wind and gusts +-6m/s I was able to get into VRS when descending 2m/s with power applied. By my calculations I only had 2 out 3 conditions for VRS.

Okay I'll take your word for it on the KA50. But I'll stick to doing it, as my instructor used to say "it may not be necessary but it is good airmanship".