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About quickvenge

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    Lance Corporal
  1. I haven't flown the Blackfoot in awhile, but I just tried it and have no issues landing it. Are you trying to do a rolling landing? I also didn't have issues auto-rotating, but this was done with engine off. Maybe your main rotor was getting shot off.
  2. It's hard to simulate a helicopter. As gatordev pointed it's simply not conning that causes RPM to increase as well. As you pitchup the rotors do enter an auto-rotation state also. So its a combination of both coning, and TAF that causes the RPM to increase. DCS does a good job, but you had an entire development team tuning one helicopter module that you pay for. BIS has RTD which they pay for and are trying to model a bunch of helicopters. So it probably will never get to the fidelity of DCS, and X-plane helicopters. Looking from where they stated BIS devs have done a descent job for a good chunk of the flight envelope particularly for the xH-9 family. Are there issue? sure, ETL still not strong enough in my opinion, left and right cyclic inputs don't actually behave properly on torque, but I really don't care at this point. They can improve those if they choose in the long run. Where I do care is when the correct control input results in catastrophic failure or causing me to crash. That is why I have been harping on behavior of aft and forward cyclic input. The behavior is wrong, and it is getting me killed in game. It's fine if I never do aggressive maneuvering, but this is also military sim. I'm getting shot at, and it's really hard to trade altitude for energy given the current behavior. I like flying in arma because of the really fine detail in the terrain. No other sim gives you that, and in a helicopter you can hug the earth and fly slow to enjoy that detail. Something DCS, and x-plane can't match today. I love following a road at high speed, below treetop level trying not to hit power lines and trees.
  3. It has to do with rotor coning. Taken from the FAA document: https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/helicopter_flying_handbook/media/hfh_ch02.pdf. Page 2-15. "The rotor blade rotating about the rotor hub possesses angular momentum. As the rotor begins to cone due to G-loading maneuvers, the diameter or the rotor disk shrinks. Due to conservation of angular momentum, the blades continue to travel the same speed even though the blade tips have a shorter distance to travel due to reduced disk diameter. The action results in an increase in rotor rpm which causes a slight increase in lift. Most pilots arrest this increase of rpm with an increase in collective pitch. This increase in blade rpm lift is somewhat negated by the slightly smaller disk area as the blades cone upward." The first page of basic flight manuvers of helicopters from the FAA also mention inputs and their effect on torque loading. Read page 9-2. https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/helicopter_flying_handbook/media/hfh_ch09.pdf "• Left turns, torque increases (more antitorque). This applies to most helicopters, but not all. • Right turns, torque decreases (less antitorque). This applies to most helicopters, but not all. • Application of aft cyclic, torque decreases and rotor speed increases. • Application of forward cyclic (especially when immediately following aft cyclic application), torque increases and rotor speed decreases." This applies to counter clockwise helicopters for left right cyclic movement.
  4. It doesn't feel right. It's cool that it is there, but other than watching the instruments there is nothing telling you that you are in that state. It needs some vibrations, and some audio cue from the rotors. The cut line is very predictable for the Mohawk at least, will it be different for other helicopters, and dependent on load? I didn't try sling loading it. Can you please fix the rotor torque loading, before you even consider VRS. Aggressive maneuvering, and energy management is really hard with the current behavior on the cyclic on rotor torque. Aft cyclic, and G-loading should reduce rotor torque and increase rotor RPM for a given collective setting. Today you can basically descend with 200KMH speed, pull up, and hit a low rpm condition and crash into the ground. The behavior should have been an increase in RPM, some mushing, and then be able to translate that back into a climb without touching the collective. In actuality to prevent a rotor overspeed, I probably would have been increasing collective. Then dumped collective as I pushed the cyclic back forward.
  5. Hopefully they add something like they have in TOH, a set of training exercise that teaches you basic operations of helicopter flight. This a helpful read, particular chapter 09. I'm not trying be sarcastic here, but the Dev's and their internal testers may want a look see on that chapter as well. Basically describes fundamental control inputs and expected behavior. http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/helicopter_flying_handbook/
  6. I agree the current choppers are too fragile. But if you do that over and over again won't something will eventually break? Don't you have to report it and have the ground crew tear the chopper apart to inspect it if you over torqued it in real life. The current FDM doesn't seem to model rotor overspeed damage. How tolerant are current combat choppers to rotor overspeed? Just curious. We have to report these too in real life if we did this.
  7. The pluses. The self leveling is gone on a number of helicopters. I didn't try all of them though. The Orca in particular is actually flyable now. Some minor issues. I agree the xH-9 family feels more responsive in general and loving the MH-9 again. But if you look at the XH-9 cockpit there is the airspeed indicator showing the safe speed range along with the cruise speed marker around 125 knots. The sounds of it being stressed appear way before that. The Hellcat has this strong pitch forward tendency. Blackfoot seems a little heavy compared to the Ghosthawk which feels lighter and more responsive. Maybe it's supposed to be that way. Rotor damage. Abusing your rotors can result in catastrophic failure. Although I expect transmission/engine failure instead of rotor flying off, a catastrophic failure is catastrophic failure. But I would like failures we could autorotate from after abuse. My main problem though is rotor torque modeling is still wrong for the main rotor. Also there is no visible rotor torque or RPM gauge so it's hard to predict. Until rotor modeling is fixed and instrumentation to show it, we shouldn't be penalized for it. Hmm I don't find the anti-torque that fragile. I haven't broken it in flight. But I wasn't trying to break it. I'll be a little more abusive next time. Also real life helicopters can take a lot more abuse than the current arma choppers. Rotors aren't as delicate as they currently are in arma. Watch these super stallions.
  8. Yeah, I can't get sling loading to work on a Ghosthawk. I just finished praising the MH-9. But now it sounds like ship instead of a helicopter with that creaking noise. What's up with that violent shaking? Shooting out from the chopper is cool though.
  9. I don't know if it was because I was drinking too much, but I'm finding the MH-9 fun to fly. It still needs the rotor torque loading fixed, but it can power through that incorrect behavior most of the time. Transitional lift effects also need to be more prounuonced as well, but I actually enjoyed flying it around Altis showing off the scenery to a friend.
  10. To be fair I never filed a feedback tracker for it. Devs seem pretty active reading this thread, so I've only been posting issues here.
  11. It's a bug. I posted it way back on Aug 31st. It goes away if you enable auto-trim. Can any one get an Orca off the ground? I can't. I crash the chopper, and crash the game in the process.
  12. 4.1.1 Rotorlib + Pawnee = no improvements to rotor torque, and RPM modeling. Ugghhh. A G loaded turn or pitch up should not result in a low RPM condition at speed. It should result in a rotor overspeed if anything.
  13. EXE rev. 126964 (game) The Orca, Mohawk, Hellcat and Blackfoot do have that odd behavior of self leveling when returning the cyclic to center. Because of this they require a fair amount of cyclic to bank right and left. The interesting thing is if you enable auto-trim the effect goes away. The rest of the feedback is with auto-trim off. Thanks for giving Ghosthawk more power. I'm liking it now. It still has a roll tendency to the right. It's not bad, but in my opinion it should be less as it requires quite a bit of left cyclic to correct. It also has some interesting roll effects when yawing, and countering yaw. If the pedals induce a right roll, it can snap roll right because the right roll tendency. MH-9 pedals still seems a little light in hover. The AH-9 still feels better when countering torque with left pedal. Blackfoot could use more yaw authority as someone else has already stated. The rotor torque loading issue is very pronounced on the Mohawk, and AH-9. Most of the other choppers can simply power through the incorrect torque behavior. But these two helicopters are very susceptible to over torque, and subsequent low RPM conditions. The Hellcat wants to pitch down/forward heavily. It also requires left pedal to counter rotor torque, but it is a clockwise rotating so should require right pedal. The Orca is very twitchy, and unstable. It's hard to fly given the self leveling issue.
  14. Oh it isn't the left roll that you have to induce to keep the Ghostwak in hover that I was concerned about. It's the helicopter's natural tendency to roll right that I was criticizing. With the cyclic at its neutral position laterally, it wants to roll right with auto-trim off. So not only do you need left cyclic to correct translating tendency in hover, you needed left cyclic to counter its right roll. Even during forward forward flight you need left cyclic to counter its tendency to roll right.
  15. Wow it really rolls that much? Shouldn't it go away or be less in forward flight though?