More update UH-1H changelog incoming 1.2.7 Beta.

http://forums.eagle.ru/showpost.php?p=1940605&postcount=1

• Reduced recoil when firing unguided rockets

   

   

New door Minigun UH-1H 1.2.7 Beta

Slng load manual (official) UH-1H

http://forums.eagle.ru/showpost.php?p=2035161&postcount=5

I noticed that if I fly a Fast Mission in combat, I seemed to fly the helicopter better than if I just did a free flight.

 

Then I remembered a very simple mental technique that I had heard about somewhere. The idea is that if you do some simple mental task, you force the motor skills onto the back burner of your brain, and it all happens intuitively. I heard about this a long time ago, maybe on a Youtube video, or somewhere, but I just remembered it and applied it to the Huey.

 

You count backwards by 7 from 99, as you are trying to hover, or as I've found useful, coming in for a landing and going through translational lift to get to the hover. 99..92..85...it really works somehow. I'm not looking at the instruments, I'm not consciously anticipating the next move my feet or hands are going to make, I'm not critiqueing myself, I'm just doing it, and somehow I'm flying the copter with a precision that I had not previously managed to achieve.

I noticed that if I fly a Fast Mission in combat, I seemed to fly the helicopter better than if I just did a free flight.

 

Then I remembered a very simple mental technique that I had heard about somewhere. The idea is that if you do some simple mental task, you force the motor skills onto the back burner of your brain, and it all happens intuitively. I heard about this a long time ago, maybe on a Youtube video, or somewhere, but I just remembered it and applied it to the Huey.

 

You count backwards by 7 from 99, as you are trying to hover, or as I've found useful, coming in for a landing and going through translational lift to get to the hover. 99..92..85...it really works somehow. I'm not looking at the instruments, I'm not consciously anticipating the next move my feet or hands are going to make, I'm not critiqueing myself, I'm just doing it, and somehow I'm flying the copter with a precision that I had not previously managed to achieve.

 

I believe there is truth to that, the more you can improve your concentration the better your situation awareness becomes.  One of the best ways to improve your concentration is to force the grey matter in your head to actually do some work.  Flight sim is an excellent platform for this, be it DCS or FSX/P3D/Xplane..etc.  

 

For example, I find that if I fly an instrument approach with the A2A Cherokee in IMC, navigating with the heading indicator and CDI needles, doing VNAV and other simple calculations in the head, while trying to keep an effective scan going with hands/feet flying the plane.  I find that the more I force myself to be my own FMC, GPS and Autopilot, I become more 'in tune' with what is going on with the airplane and I feel my situation awareness as a pilot improves the more I practice.  Sure it is possible to get overloaded, especially doing this in higher performance birds, but that goes away with practice.

 

I feel I get a lot out of the simulation experience, rather than just plunking on the autopilot and watching the plane follow a magenta line.  Sure there are good appropriate times to follow a magenta line, but being a simulator and not real life, it's great opportunity to push yourself and put yourself in situations where you are challenged, be it flying an IAP in FSX/P3D, navigating thermals in SOAR, or landing a Huey in DCS. 

 

Cheers

TJ

It's pretty much like IRL... When I first started using DCS, it was the p51d the module I used. Taking off and landing was a nightmare... but after a few tries, I noticed it was changing, and one of the reasons as I was adapting to the right amount of inputs and proper techniques, but at the same time became busy with managing other factors like enemy aircraft strafing my homebase... or coming down for landing with damage...  

 

The Mi-8 is, nonetheless, still a problem to properly land. It enters VRS so easily that I ask myself if it's realistically implemented ?  I always have to perform my final approach down to IGE with forward / backward speed components ...

I've decided to concentrate on the UH-1 for a while until I'm really good, and put the Mi-8 on hold, mainly because of the opposite spin of the blades. If I'm developing the muscle memory to fly the Huey, then with the Mi-8, everything is laterally opposite with it. Also, the VSI in the Mi-8 is measured in Meters/Sec, correct? So that "-5" corresponds to "-1000 fpm". Could it be, jcomm, that you are getting into VRS because you are accustomed to flying the Huey which has a variometer reading in feet/min, and you are simply descending at too high a rate? I'm so new to the Mi-8 that I've done little else than set up the basic controls and crash a few times, but on a few test flights I too was having trouble with VRS and I partially blame it on my failure to properly accomodate the metric gauges after spending a considerably larger amount of time in the Huey where "-5" is half the rate of descent.

 

 

Could it be, jcomm, that you are getting into VRS because you are accustomed to flying the Huey which has a variometer reading in feet/min, and you are simply descending at too high a rate? I'm so new to the Mi-8 that I've done little else than set up the basic controls and crash a few times, so I really don't know if VRS is overdone or not, but on the few test flights I've flown this caused me to get into heavy VRS.

 

Hmm!  Now that you mention it, and although this shouldn't happen to me ( we in gliders only have m/s in the variometers, speed in Km/h, and altitude in meter ), I believe that may very well be the case!!!!

 

I'll check it tonight!

 

Thx for the hint!

I feel I get a lot out of the simulation experience, rather than just plunking on the autopilot and watching the plane follow a magenta line.  Sure there are good appropriate times to follow a magenta line, but being a simulator and not real life, it's great opportunity to push yourself and put yourself in situations where you are challenged, be it flying an IAP in FSX/P3D, navigating thermals in SOAR, or landing a Huey in DCS. 

Cheers TJ

True for me as well. I hand fly on raw-data allot of challenging approaches, sids, stars in IMC with partial panel, sing. eng, simulated fires etc. in FSX.

Yesterday I did with the Uh-1 an ILS, in IMC in a snowstorm & 200m visibility...it was hard as hell, but doable...I find flying choppers commercially (hold, bank, speed, alt) in IMC very difficult & demanding :smile:  

An interesting side effect of flying the Huey, in line with this discussion, is the effect it has had on my ability to fly the Dodosim 206 in FSX. That isn't a craft I fly very much, and though I considered myself somewhat competent with it, I don't think I could use the term "good". But for the last several days I have been practicing in the UH-1 in DCS somewhat obsessively, and for a change of pace, I loaded up the Dodo in FSX. I noticed the transformation immediately. I felt completely at ease with the Dodo, and some of the bad control habits that I could never seem to shake off were nowhere to be found (I was going to say, 'gone the way of the Dodo' but I'm not much for puns). I had to double check that the variable difficulty settings were at the highest, because it just felt so much easier than the last time I flew it, and my ability to do exactly what I wanted with it was just that much greater than before. That's why I love flight simulation!

I no longer have the DODOSim Bell 206... It's been  long time since I last used it in fs9, but it was the best, by far, rotary wing model ever available for MSFS.

 

Of course, I believe the details of the FDM in DCS go even further in terms of detailed modeling of some effects, and, excluding ELITE and FRASCA models, I believe DCS offers by far the best helicopter flight dynamics available for PC-based flightsim, including everything I tried for XP9 and 10...

Did halving the descent rate on the instrument help out in the Mi-8? It did for me. One stark difference, in addition to the opposite rotor torque, is the forward tilt of the blade. I'm consciously avoiding the Mi-8 for now, but I'm really noticing how much higher I need to tilt up to slow down and hover compared to the Huey. The bug splatter on the windscreen of the Huey helps a lot, btw...I'm sure that's the real reason they put it there. Meanwhile, for the Dodo in FSX, the hover seems to be flatter than the Huey, and of course you don't get that extreme vibration when you pass through ETL. I've never been in a helicopter in real life, so I don't know if that vibration is overdone or accurate.

 

I know one thing-flying helicopters is the most invigorating thing I've done in flight simulation in 20 years.

 

Too bad there are only half a dozen of us DCS people who bother to post about all of these hard core simulation aircraft on Avsim (that beat the simulated pants off of 99% of anything available for FSX)! There are lots of good discussions to be had!

I believe there is truth to that, the more you can improve your concentration the better your situation awareness becomes.  One of the best ways to improve your concentration is to force the grey matter in your head to actually do some work.  Flight sim is an excellent platform for this, be it DCS or FSX/P3D/Xplane..etc.  

 

For example, I find that if I fly an instrument approach with the A2A Cherokee in IMC, navigating with the heading indicator and CDI needles, doing VNAV and other simple calculations in the head, while trying to keep an effective scan going with hands/feet flying the plane.  I find that the more I force myself to be my own FMC, GPS and Autopilot, I become more 'in tune' with what is going on with the airplane and I feel my situation awareness as a pilot improves the more I practice.  Sure it is possible to get overloaded, especially doing this in higher performance birds, but that goes away with practice.

 

I feel I get a lot out of the simulation experience, rather than just plunking on the autopilot and watching the plane follow a magenta line.  Sure there are good appropriate times to follow a magenta line, but being a simulator and not real life, it's great opportunity to push yourself and put yourself in situations where you are challenged, be it flying an IAP in FSX/P3D, navigating thermals in SOAR, or landing a Huey in DCS. 

 

Cheers

TJ

This is excatly why i love flight simulation! You can easily push yourself out of the comfort zone and have a great deal of fun doing it. And single sim-pilot resource managment is a real thing.

Hi guys check this out. Made a demo with the Komodo flight controls.

 

Questions for Comanche: Sorry, I had more questions than I thought, so don't feel like you need to tackle them all, but thanks for taking the time to help me out with whatever answers you feel like providing!

 

They talk about a 10 degree approach starting at 60 knots:

 

Do you start at 300 ft?

For a pilot of average height, where on the windscreen do you recognize 10 degrees to be?

Do you begin the deceleration simulatanously with initiating your descent or do you wait until you are closer to the ground?

What if you are going at 60 knots less than 100 feet agl. Do you decelerate to some speed before you actually reach your descent point?

 

For even steeper approaches, what kind of speeds and altitudes to do you enter from?

 

For "combat" type landings, like they talk about in books about Vietnam, what does a typical approach look like?

 

 

J hook type descending turns:

 

Do you keep your speed up downwind, and then only decelerate as you come out of the hook?

Is it poor technique to let the helicopter go into a slip as you're doing this, or do you want to be completely coordinated all the way?

 

H-V diagrams:

 

There are some helicopter pilots who insist that the H-V diagram applies to landing approaches. I've been doing a lot of reading on the pprune rotoheads forum and there are some pilots who talk about maintaining hellacious speeds down to below 50 feet in order to stay out of the dead man's curve. First, does the H-V diagram have any relavence to landing approaches in the Huey at all? I mean, you don't scream down at 60 knots, at a 10 degree angle and 1000 fpm descent (unless you are autorotating) and then power out of it at the last second do you? You can't really adhere to the H-V curve when landing in a "normal" 10 degree helicopter descent in the Huey or any other copter, can you?

 

How do you autorotate when you are in a hover oge? Do you always want to push the nose down and gain forward speed?

 

What does the hat switch on the cyclic of a real Huey do?

 

Do you ever use force trim on the real huey, or any helicopter, other than during cruise? A lot of sim guys seem to recommend using this to aid them in hovering or approaching, but I don't think this is appropriate use of trim.