RvETito

That's what I said- DCS:Blackjack :D A2A is sooo old school :P

No way to IFF with optical system unless you recognize the vehicle yourself. SA is your friend on the battlefield, you should know your forces and enemies position.

I hear ya brother, A-6 rocks!

Then you should know that all my efforts are directed to sabotage any fighter line in DCS :P Bomber land baby :D Just wait for DCS: Spirit or DCS: Blackjack... The moment your poor Viper, Eagle, Flanker or MiG is spooling up there will be Tomahawks/JDAM's or Kh-65's heading to your base :D

What was your rotor RPM? Did you have main hydraulics failure? And no, turbulence can't cause this.

You've missed the WCS switch, to the right of the ejection seat switches.

For the moment the patch is bug-fixing oriented. However, there are some new extra features, some of them pretty neat ;)

Then comrade Tito tells while flying his Ka-50- GUNZ, GUNZ, GUNZ :D And comrade Yoda says, while flying DCS:Eagle: OH NOOOOO :P BTW, there will be no A-10A in DCS, only C. If you want old school, Lock On is still out there.

No antitorque pedals exist on any coaxial helicopter. Right bank is normal, the upper rotor have twice the arm to the center of gravity. The trimmer is your friend. While you speed up the helicopter will have constant thendency to bank to the right. You can fly fully straight hands free if you trim it properly, in this case the cyclic will be deflected to the left and the right pedal should be pushed forward in quiet a range. All features.

Nope, not a bug ;) Check the WCS (Weapon Control System) switch, right next to the ejection seat arming switches- it should be On. It is what makes those buttons lit.

Try always keep the slip ball centered. You'll find your flying and aiming much more precise. Besides, this is an essential thing pilots on russian helicopters are trained to get used to. Screw autohover, you only gain bad habits with it.

On western helicopters (Bell-407 for example) there is one pointer for PT RPM and one for rotor RPM on the same gauge. In powered flight (clutch engaged and PT transfering torque to the rotor) the two pointers match. In autorotation (free-wheel clutch disconencted) you can see the PT pointer falling behind. Russian helicopters use only rotor RPM gauge concept. There is no direct indication whether the free-wheel is engaged or not.

Why not? I'm a big fan of Brainiac and tend to use it a lot to prove things :D

You guess wrong, big time :P

You feel that right ;) It's a pain in the a.. to remove and install it but once properly adjusted all it takes is grease. A lot of it ;)

Yes, coaxial helicopters are much more "natural" for flying. Once a pilot put his hands on coax he would never think about single rotor anymore. At least I don't know such person. The mast mostly affects drag, nothing extraordinary with the centrifugial forces. You still didn't answer me how you counter the side slip caused by the bank..

Classic! :D Not a bug, 100% realistic feature. What happens is you lose the AC generators (AC main bus). They are turned off/on automatically at rotor RPM ~78-80% (gearbox driven). The doppler navigation system is supplied by AC main bus so when your rotor RPM drops and generators go off the system goes off and there goes the GS indication, autohover, Shkval screen and some other more.

That's all good and well known but how do you counter side slip when you bank the helicopter? Because typicaly pilots train (well at least flying russian helicopters, regardless coax or classic) to turn with the velocity vector being in the plane of symmetry or in two words with zero side slip. In coaxial helicopter you have independance of the controls- change of collective doesn't require pedal input for balance. So when you bank the Ka-50 and raise to collective to increase lift (component opposing gravity) you don't need the pedals to balance torque. They are rather used to counter the inevitable side slip caused by the bank. Again, this is only for coordinated turn. You can fly with no problems with 90 degrees angle of side slip if you wish. The word is about standart requirements for flying tecniques. Having the velocity vector in the plane of symetry is crucial for weapons employment, that's why it's so important for combat helicopters.

You can fly upside down if you like ;) I'm just telling you what the books say about general flying techniques of Kamov helicopters.

Without underestimating Vortex'es observations (which I can not test right now), no one is going to try to take-off IRL in those conditions ;)

HBD Fudd, long live LOCERF!!!

Well first of all at 25 m/s you won't get a take-off clearance as it's beyond helicopter's wind limitations:P

The correct way to turn is to keep the slip ball in the center. For that you need pedal input, toward the turn. It's called coordinated turn.

Helicopters do all kind of turns, even such that airplanes can only dream of. Sustained turn rate is what defines maneuverability of fighter planes which requires maximum thrust at the given density altitude and high G-load. Because of the principles of flight such parameter as turn rate can not be observed the same way as for airplanes. At flat turn you can easily hit 90 deg/sec turn rate with a helicopter. Poor F-22 does only 28 deg/sec :D In other words, while sustained turn rate is very important for airplanes it's means nothing for helicopters during combat.