The torque meter appears to be working correctly now in 83836, the turn coordinator on the other hand is still INOP (oversight, or simply limitation of the preview platform?). The machine also respond better to lowering the collective, and pedals movement, have you tried autorotations now (I don't have time till Friday)?
Yes the last iteration of the TKoH CP is much better is lots of respects,
On the plus side:
We now have clutch between the engine & rotor which for the most part seems to work,
The torque gauge is now functional in range without seemingly having the strange problems,
The climb rate has been tweaked a little (lower),
If you keep maximum torque load for more than ~55sec the main transmission fails, if you keep it on ~98psi to 102psi it’s about 10mins before the same happens, as for the >87psi <93psi range I gave up after 10min at x4 game speed, also before it fails things start to shake .
On the negative side:
The TOT is now reading to low IMO (only just under 600C) and seemingly hardly moves even if you run it at ~98psi torque load and have added enough “weight” so it cannot get out of ground effect or off the ground!
(FYI: if you want to add more weight use “NAME setcustomweightrtd VALUE;” (e.g. “heli1 setcustomweightrtd 300;”) ware NAME is that what you gave the helicopter in the editor (heli1) and VALUE is expressed in kg (300) and pertains I think to cargo weight which is additive to the base weights in mission – you set the value back to 0 by issuing the command again either by a trigger/waypoint with “0” replacing the prior value, it makes it easy to make missions using triggers etc and the “attachTo” & “setcustomweightrtd” commands as you can load/unload something into the helicopter then add an appropriate weight e.g. “crate2 attachTo [heli1,[0, 1.05, -0.28]]; heli1 setcustomweightrtd 300;” – don’t attach the default ammo crate as it makes the helicopter explode shortly after take-off/>80kts – or if you attach the 45gal barrels in the rear it will refuel in flight!)
There is still no NR needle which is more importet now we have a “clutch” given you can no longer infer NR rpms from N2 rpms if the engine shuts down,
We can seemingly get to a potentially higher hover altitude than the normal MD500D figures would suggest for a given weight on an ISA day OGE (which was spot on before) so perhaps suggesting a “hot & high” hybrid variant???
Something else I noticed is the effects of forward or rearward speed vs. cyclic position is seemingly opposite (left><right) to what it should be, the retreating rotor blades are on the left, the advancing rotor blades are on the right when flying forwards, when transitioning from trimmed stick centre hover forwards you need to move the stick with bias for left of centre for level flight in-game, when flying backwards you need bias right of centre for level flight in-game which both go directly opposite left/right of what they should, i.e. if you are trimmed centre stick in a hover and you fly forwards slowly building speed with the advancing blades on the right then you would expect that side to start generating more lift than the retreating left side thus by implication require less blade pitch while the retreating side requires more blade pitch to account for the blades relative air-flow speed differences, if you are having to go into left stick bias as forward speed rises that means you are increasing the pitch on the advancing right side and decreasing it on the retreating left side.
As for autorotation’s, they are still falling apart on the ground slide (or lack of it) mostly resulting in nosing over as the skid “digs in” which I don’t think is helped by the seemingly almost total rigidity of the skids vs. real life and the skid collision modal, also nosing over now is less likely to end in death 99% of the time, also in view of the fact there is no reference for NR with the engine off I still think the rotor speed is deficient for a given weight, you certainly don’t get the feeling of ever having to apply collective or slow in order to stop the rotor from ever going “to fast” or even trying to maintain optimal rotor RPM range, that said it is an improvement and going in the right direction, so I am just hoping they are withholding the NR needle until they have looked more into this.
Last edited by b101_uk; Aug 23 2011 at 13:35.
Not sure what the problem is as helicopters in Operation Arrowhead slide when you land too fast. This one digs in and noses over as the others report? Still a problem on 83836.
BK made a nice video the problem, it is just the collision model for the skids that needs addressed.Originally Posted by PELHAM
The skids appear to be working better in current build, I was able to perform a rolling touchdown at 40kts without turning into aluminum tumbleweed. Gauges still broken though
b101_uk, I absolutely love your thread and whish that BI gets it right!Something else I noticed is the effects of forward or rearward speed vs. cyclic position is seemingly opposite (left><right) to what it should be, the retreating rotor blades are on the left, the advancing rotor blades are on the right when flying forwards, when transitioning from trimmed stick centre hover forwards you need to move the stick with bias for left of centre for level flight in-game, when flying backwards you need bias right of centre for level flight in-game which both go directly opposite left/right of what they should, i.e. if you are trimmed centre stick in a hover and you fly forwards slowly building speed with the advancing blades on the right then you would expect that side to start generating more lift than the retreating left side thus by implication require less blade pitch while the retreating side requires more blade pitch to account for the blades relative air-flow speed differences, if you are having to go into left stick bias as forward speed rises that means you are increasing the pitch on the advancing right side and decreasing it on the retreating left side.
What you are describing is onflow roll. What is experienced in the sim is correct.
Inflow roll is created when the rotordisc is moving into relative wind. The fore sector of the rotordisc will move into "clean" air, but as the rotordisc move through, the air will be accelerated downwards through the rotordisc at an increased velocity as approaching and passing the aft sector.
This causes less lift to be produced by the aft section compared to the fore section. Due to gyroscopic precession, the rotordisc will now tilt towards the advancing blade and cause a roll to the right. -Correct with left cyclic (if accelerating forwards). The inflow roll is most noticeable when going through ETL.
As you speed up, the advancing blade will start to create more lift than the retreating blade. Again, because of gyroscopic precession, that will cause the rotordisc to tilt up towards the direction of incoming relative wind. If accelerating forwards, this will cause the nose of helicopter to pitch up. -Correct with forward cyclic.
From this description you'll see that an attitude correction by cyclic input is initiated by changing blade angles at ~90 degrees preceding the resulting rotor tilt.
By now, I hope you are no more confused that what I am
CPLH student since Dec '10
"Helicopter Pilots get it up quicker"- Spud
ahh...but what about dissymmetry of lift. it will roll ..., but don't forget gyroscopic precession, and this effect...
I love all of these discussions.
Some of us may have a good understanding of some of the physics at work in helicopter flight, but it is very difficult to understand them all working together and understand the effects that they will have and the control inputs required to counteract the effects.
I have actually flown in an R22, I have less than 3 hours, and have ridden in the back seat of an Astar 350. So i have more experience than some. I still, however, no enough to understand that I really know very little.
I can't wait to hear the impressions of all the real world licensed pilots on the flight model of the beta and full game, because they are the only ones who have a true understanding of all the forces working together.
@kospilot onflow what is experienced in the game regarding annoying roll is nothing like translational lift then inflow roll (transverse flow), it happens at many speed and last with increased speed, which should not be the case.
@zentaos http://forums.bistudio.com/showthread.php?t=122626
Last edited by ocramweb; Oct 7 2011 at 05:59.
It has been a while since I last flew helicopters, been pilot int he german army aviation forces up to like 20 years ago
As seen in other posts the hardest part is hovering since you basically have to adjust all controls to be in balance while sliding down from your cushion of air.
From the video it looks that you come in quite fast and you forget to bring up your nose just before you hit the ground. While you are descending the air will keep your rotor going, but it all has to be within limits ... you can't be too fast and you rotor can't be too fast either. Think if I remember right our Alouette II had a speed of 50-60 knots for autorotation ... you have to take speed and energy out while descending if you come too fast. Jsut befor you touch ground you pull the pitch and use the energy stored in your rotor to create a cushion of air which you need to use to reduce the speed more and more before actually touching the ground. The alouette usually slided around 30-60m on wet grass and you needed to be ready to pull back in case the nose would go down.
Hope that helps
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