Another good video. I'm grounded for a while ...lol. I've replaced my cheap plastic pedals with TPR pedals & while I was at it mounted the stick to the floor with an extension. I'm waiting patiently to go through these tutorials.
I've been wondering how to make my joystick more lifelike and still have a workable chair. I swivel to get in and out of my seat and I have the seat close enough to pull the keyboard into my lap. All together it would be difficult to have a floor mounted stick, which in fact is like the real thing. When I climb into the MD500 IRL I have to exaggeratedly swing my leg over the stick to clear it. It's not the most plausible scenario for my regular computer chair. I would much prefer to have some sort of extension that can be easily popped on for a flight session but is not there all the time, just like the joystick. I have some ideas but nothing concrete on which to build from.
I also have the TPR’s with damper mod. My cyclic is Virpil cm3 base ,200 mm extension and alpha prime grip that I mounted on a nine inch tall homemade wooden box that sits between my knees. Have a Virpil collective mounted to a cheap office chair that I can roll up to my controls. Not perfect but works well enough for me.
@@CaptainHelisim I built my own extension tube ...it involved a 4 inch block to hold the base with a ButtKicker clamped to it. As you can imagine it leaves little room for two feet ...lol. The "extension" I'll use is on it's way from England ...it is hard wired & will allow me to pop it off & on for a flight session. (most extensions require you to install an extension wire also ...this one does not). It is 10 inches high & bends back toward the pilot. In fact ...it looks exactly like the stick in the 500. It will be mounted on the floor with a tube passing through a hole to clamp the ButtKicker UNDER the rig out of sight. The only thing in the way of my feet will be a 4 inch flat plate screwed down. I hope the stick will have enough forward travel to allow my leg to pass between it & my seat ...I'll know soon. It arrives Aug 23. I'll post a link to it later if your interested. It uses the "standard" Thrustmaster interface to attach the stick which Virpil also uses.
@@tomas5577 I've only used the TPR pedals for perhaps one hour ...just got them. I adjusted the springs to the highest tension & find them to be great ...BUT there is very little resistance ...I feel they move too easy. Does the damper cure THAT? I can live with the springy center point they say the damper cures. I just want more resistance.
@@jimhargreaves1526 I would definitely be interested in seeing what you did because I'm not happy with my cyclic set up at the moment and would love to improve it but have not figured out how. I'm especially interested in understanding this "easy pop off" extension tube concept. You can email me on my channel; I'd love to hear about it.
I totally get it, I caught the heli bug too. It's very powerful...lol. Good tutorial, I 've been fudging it more or less successfully most of the time, but throwing in some numbers really helps. Thanks! 👊😎
This was a really nice collection of tips that I will have to try out with my DCS Mi-24 Hind. Currently the landing part is what I find to be super tricky, especially as entering VRS (Vortex Ring State) when trying to rush it can be very crashy. Unlike other helicopters, the Hind lacks the power to weight to power itself out of VRS.
I don't think any helicopter can power itself out of VRS -- you can only "sideswipe" out of it but at a substantial cost to altitude. If it happens to you at relatively low altitude, your best hope is that ground effect cushions the blow so you don't die but you're going to go home with a large bag of loose parts at best.
@@CaptainHelisim You may actually be right, the term "settling with power" seems to be what they describe(d) the method and technique. However because of a lot of ambiguity in if it worked or not and when you could and could not do it, it seems it has been struck and removed from most helicopter training documentation and procedures, according to my searching on it. Some other mathematicians claim it is possible to use power to get out of VRS, however you have to have twice the power that you usually use to maintain a hover on tap to make it work. My experience with the Hind was that any early VRS, going nose forward and getting out of it was the only fix to avoid going home with a bunch of spare parts :P But it was also a "gentle giant" to fly, if you had flown commercial jets in the sim before, the Hind's sluggish nature makes it a lot easier to predict and control for me at least.
@@CMDRSweeper Yes, you just have to swish yourself out of the column of "bad air" but it's not a lateral move -- it's going to cost altitude so this happening at low altitude is an upsetting day LOL. I could be wrong but I think the reason VRS training has been largely removed is because there have been a number of serious and fatal accidents involving this training. I think VRS is something you COULD get out of but it's kind of like training how to manage a high speed motorcycle crash. Yes, maybe there is a way to do it but practicing those maneuvers might get you killed. In the case of the helicopters, I *think* the issue is that the condition causes extreme turbulence, blade flutter, rotor disk instability, and possible tail strike, which is pretty much catastrophic. Or perhaps the loss of control causes the pilot to make excessive control inputs leading to tail strike. Again I'm not sure but there have been enough accidents that I think they've decided to just explain what's happening, explain how to get out of it, and focus on avoiding getting into the situation in the first place. I think this is a good place for high quality simulation not only for real pilots but in our end of the simulation spectrum as well -- that having these fringe cases well characterized is good practice so that people become accustomed to good flying practices. If you don't learn what the limitations of your aircraft are, you're probably going to exceed them given the chance at a real one.
@@CMDRSweeper I also want to add that the reason VRS is particularly dangerous is because it happens during excessive vertical descent in particular without much horizontal speed. And this can happen during steep angle descents like in a confined landing zone. This is a definitive threat because a helicopter descending vertically straight down is coming in for a landing, so not that far off the ground to begin with. This is why so many times helicopters seem to be taking their sweet time coming down. It's not because they're trying to be graceful or the pilot is being incredibly cautious -- it's because straight down vertical speeds greater than 350fpm (which is really slow IMO) can cause VRS. 350fpm is less than 4mph!
Great lesson! But one thing I am curious about - we can see in the video of your setup that you are having to make hardly any corrective movements as you come in to land. Whereas I always need to give it about 50% torque pedal just to stop it trying to turn sideways as I come down, regardless of sensitivity settings. Plus you seem to be hardly moving the cyclic whereas I need much larger movements to stay level . If I increase sensitivity it becomes almost impossible not to overcontrol. What am I doing wrong ?
Hm, very interesting. So for the control sensitivities -- you have basically a straight diagonal line going corner to corner? Or something else? My pedals are SLIGHTLY more sensitive, pegging to top and bottom earlier than the full travel of the pedals. The travel on both the collective and the throttle go beyond the ranges indicated on the sensitivity panel, but the lines are straight corner to corner. Another aspect is that you can end up getting pretty wild swings if you come in all wonky and "unstabilized". Pulling hard on the collective is going to cause severe torque yawing and the engine is going to do weird things and just make stable flying unpleasant. If you come in like I showed, you should be able to do it with very minor control adjustments.
@@CaptainHelisim yes, the sensitivity is set straight. It might be that I need to be smoother on the collective - I find it pretty difficult to find one single position for the collective that holds a constant descent rate, because as I reduce forward motion by bringing the cyclic back, the collective starts to pull me upwards, so I have to constant reduce it until I start losing transition lift, when I have to add it again!
@barthvapour Well as I say @8:03 there is no "set position" for the collective like a flap setting. It's a real time lift adjustment control that you use as needed for the desired result -- while realizing that there are real world constraints -- available torque, engine temperature, current descent rate, etc. -- and staying within them. You have to adjust it gradually so as not to freak the governor/engine out. Everything you do in a helicopter has to be smooth and gradual. Any sudden jerking around can make for an unhappy aircraft. And so far as the descent -- yes, you are lowering the collective, adjusting it on the way down to keep a steady descent rate while slowing down, and then raising it while transitioning to hover. Flying a helicopter is like playing the drums -- all four limbs are actively involved doing different things. A pilot I spoke with a few years ago mentioned that when she first started out she had a two engine helicopter with the two engines being of different vintage, I forget exactly how. In any case, she had to use her thumb to actively manage their individual power output WHILE using her 4 limbs to fly it. That's A LOT! LOL
LOL! It was once. The most comfortable office chair at Office Max. But then the cushions flattened out and I had to add additional cushions. And then the "leather" started peeling off and I had to put a cover on it so the little pieces wouldn't completely litter my place. And also it squeaks like an old wooden back door. So all things considered, didn't mind too much taking off the side arm rest to put the collective on it.
2 месяца назад
Why the left pedal right pedal difference between American vs European Helicopters?
Because interestingly for some reason the two groups decided to spin the rotor in opposite directions. American helicopters to the left, European helicopters to the right. So accordingly the torque is opposite.
