RvETito

Whatever the speed you should always turn with pedal toward the turn i.e. left turn- left pedal. The thing you should consider are right turns at high speed- be careful with the right pedal as you might cause blades intersection. There is no much sense in sustained turn rate for helicopters, hence it's not defined.

The reason you've unable to extend the gear even with the emergency switch is lack of enough pressure avaialble in the accumulator of the common hydraulic system. It is the one that serves for that. The pressure decreases slowly while you fly (you move the controls), which means that you have limited time to fly with ability to extend the gear. Keep in mind that this is the biggest consumer of hydraulic pressure and you could easily spend all of it for the gear and lose the controls. Also the autopilot stabilization/damping automatically goes off in case of main hydro system failure.

I'll keep my mouth shut when it comes to the Apache. I only know in what direction it's rotor is spinning :)

Could you post a track?

I can not confirm.

In FBW system you have a "negotiating" computer between the flight controls in the cockpit and the control surfaces/rods. This cimputer has full authority over the aircraft. In Ka-50 there is mechanical linkage from the controls to the servo actuators with full (manual) authority. The AP input works together with the pilot's input but it's given 20% authority (read operation range of the actuator). Again, 1 min slower :D

Of course it is affected but to a much less degree because they don't fly higher than 4000m on book. Generally speaking for long range ferry flights it's worth climbing and cruising at 3000m for example.

Turn on the Weapons control system switch right next to the ejection system switches.

Average fuel consumption of TV3-117VMA is 330 kg/h.

That's only for airplanes where during retracting the wheel is spinning fast. Usualy on airplanes the brakes are automatically operated with the landing gear lever- gear up- brakes on- gear down- brakes off. Helicopters usualy take-off and land with zero or very small forward speed so this is not an issue.

The servo acuators are irreversible- they don't feedback any tension from the controls (swashplates and sliders). To simulate aerodynamic forces in the controls the cyclic and pedals use srping mechanisms with electromagnetic brakes. That last forms up the force trim system- springs and brakes. By trim is meant neutral position of the controls (cyclic and pedals only) in terms of force (srpings fully unloaded). The collective is diferent, it's artificial tension is provided by a friction mechanism which you operate with e lever bellow the collective handle- you squeeze the lever, that pushes a spring compressing the disks of the friction and you move the collective lever. When you let go on the small lever on the handle the collective is fixed in the current position. One must be really strong to move it without squeezing that small lever on the handle.

No.1 reason for blowing up a tyre is touch down with parking brakes enabled. So always check to release them prior take-off.

Of course :D

There is a bank momentum because despite the lateral components of the rotors thrust are almost the same, the upper rotor has twice the arm to the CG.

Due to gyroscopic precession the maximum deflection occurs 90 degrees ahead in the direction of rotation.

There will be an extended hardcopy version of the manual with much more details concerning wide variety of procedures/systems.

It isn't. The lower rotor RBS is at 3 o'clock while for the upper is at 9 but maximum deflection due to precession for both is at 6 o'clock (over the tail). So both rotors tilt backwards hence the pitch up moment.

On the combat modes panel (left of keft knee, just above the cut-off valves) you have four buttons- bottom left says Airborne target, top right is Head-on airborne target. Press first the bottom left then the top right. Even though the target may not be head-on the Shkval keeps better track and cannon accuracy is much better. Although if the target is beaming full speed you must get really close for successful shot from 3-9 o'clock line. As for the targetting box size- I recommend the smallest possible. I always use that for all kindof targets, ground or airborne. It makes easier for the teleautomat to get a lock and track. You can select which part of the target to point at, for example main rotor, tail rotor etc. Because airborne targets usualy have high relative velocities to you, especially on beam locking is sometimes difficult. I strognly recommend use of the HMS as it is the fastest way to slew the Shkval. So when the bandit is on a beam try estiamate his trajectory and point the HMS ahead of bandit's current position. When he appears in your TV indicator u gotta be really fast with the lock button, press it multiple times while trying to put the box on it, sometimes you might get a lock when you don't expect. Also, don't waste Vikhrs for maneuverign targets. The cannon is much more effective, though the effective range decreases a lot. While for ground targets it's accurate at 4km for aiborne targets, especailly maneuvering you need to get closer then 1km and 0.5km for fast fast beaming target.

Hairdryer? Now that's a cool idea, too bad I don't have much hair :D I've heard that US fighter pilots have flight suits where they can take a leak during long missions. I would like to have that modeled in DCS:Warthog :D

Увы вывод неверный- у всех многодвигательных вертолетов есть как правило не менее 2 систем, которые питают рулевым приводам. У Ка-32 например есть 3 независимых систем. Что касается Ка-50 в случае отказа основной системы питание рулевой системы переключается автоматически на общей системы, при чем отключается автопилот. Никто не сказал что это катастрофа, полет на одной системы возможный, но согласно инструкции при отказе любой надо искать немедленно площадку для посадки. Аварии/катастрофы вертолетов изза полный отказ гидравлики явлется очень редкое событие.

Bult, усилие развиваемое бустерами 1100кгс для продольного, поперечного и попутного канала и 2200кгс для общего шага. Без гидравлики только Попай матрос мог бы справится. Если любой летчик думает что он справится с управлением без гидравлическое давление его надо срочно к врачу направлить... И снять с полетами.

If you wanna go 100% hardcore you should be aware of one rule that pilots follow IRL- they don't move the engine selector between flights. Lets say you start left engine first then right, you fly and land. The next flight you start right engine first so on. Thus you ensure equal free wheel clutch loading and wear, otherwise the left free wheel clutch will always be the one engaging first.

No, it's because of intake and Inlet guide vanes icing. If you turn on the engine ice protection (the switch to the up position) that will heat the dust protector as well. Of course, this is not for free because you're using compressor oultet bleed air, but better 100hp less than dead engine ;)

What do you mean? All planes in LO have engines RPM gauges in %. There is no gas-turbine engine RPM indication in anything but % anywhere in the world.

It's the same on any gas-turbine engines around the world, RPM is always given in %. As for the startup RPM- 15-20% gas-generator RPM is when the free wheel drive (clutch) smoothly enables. IRL, when this happens the pilot usualy opens the cut-off valve to allow fuel flow and ingition. Engine startup cycle is 55 sec, bear that in mind. Once the rotor is turning, you don't have to wait that for the second engine start, you can open it's cut off valve before pressing the start button. IRL pilot is looking for oil pressure indication in order to allow fuel flow/ignition in the combustion chamber.