DmitriKozlowsky

Collective is a helicopter control that changes angle of pitch of all rotor blades of main rotor at same time , at same rate, to same angle. In other words collectively. Cyclic changes pitch angle of each rotor blade individually , or in a cycle. Collective is used to control vertical velocity of a helicopter in hover and low speed forward flight. At higher speeds above 16-20 knots, collective is used to control vertical velocity of helicopter without changing the attitude of the helicopter (roll, pitch, yaw), and maintain positive G loading in rotor, that control with cyclic would cause. Positive +.2 or higher G loading on disk is critical for flight safety. Near zero or negative G, as caused by aggressive cyclic forward, can cause blades to flap excessively, risking a mechanical collision with rotor mast or with fuselage. Throttle grip on smaller and older helicopters is part of the collective. In modern turbine powered helicopters, and some piston powered helicopters, the throttle (amount of fuel fed to the engine) is controlled by engine governor, to keep main rotor RPM at constant rate. So as collective is pushed down or pulled up by pilot, the amount of power required to maintain rotor RPM changes, and that is the function of governor. In that sense some view collective as throttle, but that is erroneous view. The governed throttle is reacting to collective movement, to maintain rotor RPM, not controlled by collective. In helicopters without governor, the pilot controls throttle via twist grip installed on collective, to maintain required rotor RPM.

Most likely is that I am rarely presented with one issue at any one time.

Is there a reason why DCS: Helicopters including 3rd party Gazelle don't have good autorotation training missions.

Gun does not follow where I am looking. In both seats. So I have no clue how to address that. With weapons ARM, and trigger guard off, with either gun or rocket selected in WPN screen on left MFD in pilot seat. Weapons do not fire. Either with first or second detente on trigger. It is assigned in controls to fire weapon.So there is something missing. Weapon system : ARM Trigger guard : OFF via assigned control. But there is no visual que as to it actually happening. In WPN screen. Either gun or rockets are selected. Range is manual default of 1500 (meters I guess). Trigger press and hold for 1st detente or with modifier for 2nd detente, does not fire the weapon.

Weapons control, when Pilot, makes absolutely no sense at all to me. Some how I get CPG/G TADS looking one direction and gun is pointed on some weird angle 120 degrees in another direction at a point that I have no clue what it is, or how it was set. Forget about firing. With Arm, and trigger guard OFF (which has no visual que), and some point selected, and gun selected, AI won't fire. At all, at anything. I get it, I am new to this mod, its complex. I find it confusing. Personally, ED needs to fix pedals sensitivity. IMHO its really badly implemented. Maybe not a bug, and perhaps SME with actual RL controls signed off on it, but TM pedals seem overly sensitive . Curves don't do anything for Apache. and saturation does need to be at near 100 or there is no full deflection. But the sensitivity of pressure on pedals around 25-50% deflection range is hosed. A tinge of pressure release or add has highly exaggerated responce. Is terrible. I have UH-1H, Gazelle, and KA-50. THey all work great with TM pedals. Apache does not.

In kneepad, there are tables of frequencies for each theater. Bring up the kneepad and cycle through next or previous page . My favorite theater is Syria, becouse as a map it covers Turkey, Israel, and entirety of island of Cyprus which is a theater of conflict of its own. Between Greeks and Turks.

Well, my DCS just updated latest today. I still think that TSD wind report is hosed. Because its telling me wind CALM, yet anemometer weathervane, is not pointing straight down when Apache is in hover. In fact its almost horizontal;, which means that I am facing either into headwind, or tailwind. Per RL world instruction, a main-tail rotor helicopter hovering with tailwind is 'twitchy', unstable and subject to exaggerated response to controls. This combined with strong evidence that 'rudder' tail rotor axis control with pedals, is oversensitive. I mean it really is way strong. I have 50 curve on that axis with my TM pedals, and its still crazy

I was using 'righteous anger' as hyperbole. Noone should really be angry at ED for a bug in early access. But it does seem that wind direction report, being a basic function, should not be a bug that was missed in internal and alpha testing. Sort of like flipping gravity force . Its obvious when it is wrong.

AH-64D is more in-depth Sim then KA-50. That is without a doubt. KA-50 is mainly a daylight VFR platform for combat. It's sensor and targeting are effective , but far lower the ApacheD. They are lower then Apache A. As DCS Apache does not feature AGM-65 as a munition, even though Apache has ability to carry it , according to all knowing Wiki. DCS KA-50 can carry more punch with larger KH air-ground / surface missile. A single ship KA-50 can neutralize two Molnya Tarantul missile corvettes. It takes two Vikhrs missiles , fired as a pair salvo to destroy an MBT. If M1A2 , LeClerq , Challenger 2, Leopard 2, take a single Vikhr hit, they still fight and still a threat . I have yet to advance to weapons in my Apache self training, but YT videos show players taking out T-80, T-72 , and T-90 with single 114K Helfire. Without Vikhrs KA-50 is essentially a close-in gun and rocket strafe platform. A rotary IL-2. Which is fun,provided there are no or minimal threats. At high near Vne speed, around 150 knots(285-290 KPH), it is vital that post engagement breaking turn be to the left and with low collective. Otherwise you risk rotor disk intersection. Even in level high speed flight, rotor disks come awfully close to each other. If you exceed Vne , you may get overspeed warning for 1-3 seconds before your rotor mast comes apart. Otherwise KA-50 is far simpler and far quicker to learn then Apache.

Maybe, probably, and if that is the case, then we have one of the very few cases , where user base has cause for righteous anger against ED. Basically a critical information ,wind direction, is flipped. Is it unique to AH-64D, or is wind direction flipped for all aircraft? Is the DCS met report for ground level wind of wind speed, wind FROM direction, and reciprocal, hosed with directions flipped, or is it correct? Is the wind report on right MFD correct? But my question is not answered yet? Which end of AH-64D anemometer (weatherwane) is front?

Fixed by emptying Metashaders folder.

Ahh. It is missing. The page 70 refers to BRT of center MFD, not the brightness of CP/G IHAADS symbiology. I make HMD the active sight adjust BRT and all I get is brightness adjustment on center MFD. That is because in CP/G. brightness of IHAADS is not a BRT rotary , as in pilot seat, but SYMbology rocker.

CP/G IHAADS brightness rotary knob is missing. Works great for pilot, as there is a brighness knob. But CP/G is missing that control, it apppears.

Which end of AH-64D weathervane is front? For me thats a little bit confusing because I am seeing non-predictable behavior. The control mission is Instant Action-Syria -Cold Start. Wind is FROM 145 at 5kt. Sitting on the ground cold the little cylindrical shroud around wind speed sensor propeller is pointed into the relative wind. It continues that behavior with started engine and ready to take off, with nose at 145 heading. The expected behavior is that the shroud body would be pointed aft due to wind. But it is not. However after takeoff and at fwd speed or close to ETL , that behavior appears to be corrected, with shroud pointed aft. So I am faced with confusing contradictory behavior, as I check with F2 external view to verify that helicopter is pointed into the wind during hover and recovery. DCS is kind of weak in area of wind direction ques. Unless there are smoke stacks, flags, or windsock . Perhaps I am missing something on HUD or instrument panel. If the sideslip ball is centered, and I am at hover or slow fwd speed, then my nose is pointed into the wind. Right? I am not sure in Apache.

I believe that F-35 DAS projects 360 all spherical POV onto visor allowing for more accurate depth perception. DAS uses distributed sensors, so it has no FOV limits. I imagine is like flying disembodied, which may be weird at first. F-35's helmet is unique to F-35 is the aircraft's primary flight instrument. Or so it is said. Probably the shape of things to come on all manned air systems. But thats off topic.

Its the Instant Action-Syria-ColdStart. mission. Loadout is as default. 50% fuel, 2 X rocket, and 2 X (2 Hellfire). After start up with throttle at Flight . Taxi aircraft to 145 deg. heading. Met. is Wind FROM 145 and 5 knots, 29.92. Standard day. I find it odd that AH-64D is harder to hover and control in IGE, then it is in OGE. Once I enter into IGE slow flight to however, the oscillations in YAW, and ROLL increase dramatically. The slip indicator ball just dances from side to side.

CP/G gunner seat view in PIP window with ON-OFF toggle. If not the whole 'occupy seat' view then at least the three main MFD Vice versa in CP/G full screen, have pilot seat view in PIP

Unable to understand why I get LOW ROTOR RPM and loss of lift with 103% power in IGE facing into wind. Wind is FROM 145 deg. at 5 knots. So I establish , or try to, a control hover with nose pointed into the wind. This is the part where current AH-64D and my skill with it, or lack of it, is most chaotic. Strong oscillations in YAW and PITCH, less in ROLL. 1/2 times Bitchin Betty tells LOW ROTOR RPM, and helicopter settles, as if its in VRS. My control mission is Instant Action-Syria-ColdStart.

IDF Cobras once or twice extracted individual IDF infantry in Lebannon by having the guys stand on or hang on to skids. In AfPak, Royal Army/RAF joint Apache force rescued Royal Marine Commando in fashion of sitting on cheek of AH-64 (Westland). I do not know if US.Army 160th SOAR ever done this type of emergency extraction , but I doubt it. SOAR does not have any AH-64 assigned to it per TOE, although I imagine those assets can be brought under SOAR command for mission or campaign. AH-6 Little Bird uses side boards to seat 4 Rangers or SFG-ODD operators.

Just extra modules for aircraft. No script mods. Matter of fact, it seems that this behavior started after I got AH-64D. But since I got AH-64D, there have been one or two DCS Beta updates. My current 2.7.14.24228.

KA-50 InstantAction-Syria-Cold Start

KA-50 rotor is motion blurred, when sitting on ground and cold. Motion Blur option is OFF.

Good stuff. Chickenhawk is memoir of UH-1C/D/H Warrant Officer aviator. I figure that rotary is rotary and thus lessons taught carry from one type to another . For myself, in DCS, I have a bit of problem of instinctively knowing wind direction at any one time, unless I see some clue. Smoke is #1, windsocks if close to one, flags, and least usefull is the darn weathervane slip indicator. In Gazelle that string is useful, because it is visible. In KA-50 weathervane on nose is difficult to make out what its doing, same in AV-8B. In UH-1H, have to go by instrument sideslip indicator. AH-64D has two, one just aft of engine exaust, but what I should be looking for on HUD or instruments, I am not there yet. Without dynamic weather, take brief wind direction, then subtract 180 (if over 180), or add 180 (if less then 180), and that the direction to point the nose to land helicopter into the wind.

I think CHOP cuts fuel and closes throttle to engines, and disconnects rotor from gearbox. Probably the closest thing Apache has to fixed wing ejection. You lost tail rotor, or both engines are on fire , missile or AAA deprived your Apache of its boom. It is , perhaps, faster then manually throttling back and shutting down the engines. In RL, and this is from 'Chickenhawk' memoir, in U.S. Army aviation school, trainees are taught , in case of loss of power in fwd flight, immediately , drop sling load (or drop stores), turn into wind, cut throttle(CHOP power), collective all the way down, and enter autorotation. In autorotation maintain attitude and collective to keep rotor RPM in 'green', at about 50-70 feet (treetop) cyclic back aft to 30 deg, collective slight up, collective fwd to bring nose to zero pitch, collective UP untill helicopter skids to halt. During training, the instructor was always reinforcing trainee that whenever in flight, rotary pilot should always be, cognizant of wind direction, selecting aimpoint for autorot landing, as if he would loose engine at that moment. During training and testing, instructor would surprise trainee with "LOST ENGINE", and then evaluate pilot on how he (or she today) performed emergency autorotation. The harder training and test was Loss Of Tailrotor Effectiveness, on approach to landing zone. Becouse how pilot handled LTE is based on helicopter altitude above ground, fwd speed, gross weight. Hardest was LTE or LOST ENGINE in confined area operations. P.S. Does Apache even has sling load capability for those rare times ? I don't think it does. However Israelis on the AH-64A/D Petan (Python in Hebrew), and British Army equipped their Westland Apaches with safety rope attachments on cheeks, allowing Apache to perform emergency extraction or rescue of personnel. The personnel would then sit on the cheek, holding for dear life.

What is FMC?