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Many DCS airports have ILS only for one direction and since IRL the ILS antennas are directed towards the inbound airplane, you should not be able to recieve a signal from the opposite direction anyway. But you could try to dial the opposite heading in your HSI, maybe that will work in DCS.

IIRC the SPUU-52 tail-rotor torque limiting system, among other small improvements

you can home on other radios broadcasting on the frequency set in the R-800 radio. For example, when you approach an airport or farp, and call the tower, your ADF needle on your HSI will point to the tower while the tower is talking to you. Very useful for back up navigation IMHO

AFAIK only the vikhr are beamriders, while the S-25L and Kh-25ML are "conventional" home on laser spot missiles. But as stated above the laser system are unlikely to be compatible. As for Ka-50 lasing for Su-25, the Ka-50 has a dedicated laser spot illumination mode and IIRC you can buddy lase for another Ka-50 firing Kh-25ML missiles (although I dont think these can be employed from a Ka-50 in real life).Therefore, it should be also possible, although not necessery implimented in DCS, to lase targets for a Su-25 fired Kh-25ML from a Ka-50

I did that two times before I realized that you can still click cockpit controls with the briefind window open, so that is probably the cause

Although the basic concept of the Mi-8 GMK-1 and the Tu-154´s TKS-P2 gyroscopical navigation system is the same, the latter one is far more complex and capable. Therefore, I would NOT recommend documentation from the Tu-154 project to be used as a reference for operational procedures for the Mi-8´s GMK-1. However, the general idea behind great-circle navigation and the differences of a gyrocompass vs. magnetic compass can also be found in this documentation and are worth reading, if one is interested in that.

certainly not since the inverter switch has te be in the "standby" position during all phases of flight

Thanks for the reply, I never actually used the switches with the engines under load, only when idle on the ground. In a real-word mi-8 startup video I´ve seen I noticed the flight engineer turning on the "equipment check" switch bevor starting the engine, then flipping some other switches outside of the camera field of view, then turning the "equipment check" switch off and only then he would start the engine. Same procedure for engine no.2, so I assumed he would do a EEC test before each engine start.

Does anybody know if the EEC test switches on the bottom of the central panel are functional? I´ve read theough the russian manual but it doest mention them at all. AFAIK, in the Black shark the "CT-1/CT-2" is used to check the turbine overspeed warning, while the "TK" switch is used to check the engine power limiter. While both switches work in the Ka-50, turning them on in the Mi-8 apparently does nothing...

The mi-8 has an automatic anti ice system wich turns on engine and blade anti ice if it detects that icing conditions exist. However, the left engine anti ice can only be activated manually. In your pick, right engine anti ice has been turned on automatically, while left engine anti ice is still off. So you can either turn off automatic anti ice or manually turn on left engine anti ice. That should even out engine loads since engine ai noticeably reduces engine performance

same here

I dont fly the huey but I wonder how you can fly any helicopter without using the trimmer and dont have your right hand hurt after every flight. Regarding the Ka-50, you should find it very easy to fly compared to helicopters without stability control systems like the huey. You NEED however to use the trimming system properly to control the Ka-50

same for me

Will the KURS MP VOR-Navigation equipment be implemented? It is described in the manual but I could not find the panel anywhere in the cockpit, nor any kind of HSI wich would be able to display VOR information.

I have noticed that the heading indicated in the helicopter is not the same as the one indicated when you click on your a/c in map mode. The map shows 10 degrees more then the helicopter does. The heading system is set up as per manual, so I dont think there is a user error. Im not sure if DCS world accounts for magnectic deviation, even if so AFAIK the magvar in that region is about 6 degrees not 10.

I noticed the Mi-8 to increasingly shake when flying at high forward and/or vertical speed, which I believe is realistic (Vortex Ring, blade-stall). However, I also sometimes expierence shaking when descending at low forward and vertical speed. I was doing a FARP approach with 50km/h forward and 3m/s vertical speed. At about 50m altitude the helicopter started moderately shaking albeit with no noticeable influence on controllability. Anyway, I wonder if this is intended behavior and how it can be explained, as I believe there should be no blade stall occuring at these low speeds.

The Pilot sits on the left, while the copilot sits on the right, as in any Soviet-Russian built helicopter/airplane

I also found using a ministick as skhval slewing control to be not precise enough. Playing around with sensitivity /saturation settings didnt help very much. The solution for me was having two controls for the skhval: The ministick for quick slewing to the general direction of the target and a POV switch to precisely aim on the target. I do not have the problem with ministick "jitter", even at very small deadzones. Maybe this is due to different hardware we use, I use TM HOTAS Warthog