I think we should just take the hint. Helicopters obviously don't like flying, they will literally choose one of 10 million excuses to fall out the sky at a moments notice.
Helicopters are best defined as a million parts trying to tear themselves apart, violently rotating around an oil leak, waiting for metal fatigue to set in....
I've been in low-g in a semi-rigid, two bladed rotor helicopter (R-44). It is terrifying, especially once you realize all those discussions you have with your instructor about recognizing it and countering it properly apparently paid off, seeing how I am alive to talk about it. Got caught in an updraft coming out of a canyon. Rose up about 800 feet only to be pushed down by a down draft. Operator's manual says to pull gently aft to reload the rotor disc before correcting for roll. Nothing gentle about two grown adults simultaneously and instantly pulling aft cyclic. I think we both hollered out the same four letter expletive at the same moment too. Very important lessons learned (especially at less than 250 hours of total time). Mountain flying can be tricky and dangerous.
more people need to see this. I just started getting into my huey and this is exactly what i was running into. It's like you tap into the force and know the videos needed. gosh.
If I knew about this back in the day I never would’ve gone up for joy rides in my Army days without first verifying with the pilot he knew about this. Haha.
Different rotor systems behave differently! Semi-rigid systems, such as found in the H-1, are completely and totally different than those in an AH-64 for example. As it says, you don't want to unload the rotor disk when using rapid forward cyclic. Use gradual motions to prevent this. The Apache however, can do snap rolls and shit that the H-1 can only dream about. :) I also have a little trick for you. When you fly formation, keep the lead helo's rotor disk RIGHT on the horizon. Do that and tell me how much better you are able to follow your lead.
Awesome video, thanks for the in depth explanation. KA-50 was the first module I got (before it was a module - I then got the A-10C) and since I heard was supposed to be easier to fly and I was hopeless at it I never bothered trying other helicopter modules. This and some of your other videos on the Huey has given me a better understanding of where I was going wrong. Also your older vid on changing the sensitivity of the axis will probably help with the 'excessive opposite cyclic' type scenarios. I am now looking at Huey as a next module, the constant trimming of the KA-50 is a pain with my lack of helo based peripherals too as I understand the real cyclic doesn't re-centre after trimming.
Working on about 25 of these.. lol.. "KILLING ME" It really takes time to learn this machine. PATIENCE is the virtue. It's sudden moves that cause it for me. I find it impossible to hold stick?Yoke still. And this causes me to pull back push forward too fast at times.. #1 cause of mine.
I didn't know how much I needed this. Engine fire has never been much of an issue for me because I kept watch on that temperature gauge on my own. VRS is still sometimes a problem but at least I learned why. But I still didn't know why the rotor keeps flying off for no apparent reason.
Me too, but i never land on a slope like that anyway as Cap demonstrated, where the Huey rolls over. If i have to land on a slope i always land facing up hill. Maybe that's why i haven't had the issue?
Mast bumping happens in the huey purely because it relies upon very mechanical flight characteristics and less utilisation of electronic / computer controlled interventions - look at the rotors and you will see that it incorporates a 'flybar' to balance out loading onto the rotors and provide balanced flight. More rotors = less requirement of a flybar for mechanical flight characteristics unless the use of electronic stabilisation is in use. Mast bumping essentially, is pretty much non existent nowadays.
This is amazing that DCS models mast bumping. I only have time in the Robinson R-44 and the Bell 47. The Robby is susceptible to mast bumping. Any helicopter with the semi-rigid, teetering hinged,rotor system (which is pretty much all two bladed rotor systems) is susceptible to mast bumping. All others rotor systems that have three or more blades are not susceptible to mast bumping.
For a number of years now, work has been proceeding to bring perfection to the crudely conceived idea of a rotor system which would not only be able of producing lift from gas generator turbines, but would also be capable of two bladed teetering about a flapping hinge. Such an instrument is the UH-1H "Huey".
my favorite Huey landing is when i came in hot and popped the "Jesus nut" and watched my rotor fly off without me only to stick into the ground like a lawn dart lol
It bee nice if DCS had some sort of cheaty way to see parameters like fatigue, navigation system error and other non fatal failures, maybe post flight a "aircraft mechanic" can brief you on all the bad shit you did to the aircraft. Then maybe I can learn from more from my mistakes. 😂
zero g or near zero g , is NOT a configuration.. it's a state. you can't flick a switch or assemble it in a certain way to get to it as a "configuration" The helicopter does not in any way change as a machine or system from one second to the next when it goes in or out the low G state.
The Torque you are talking about is not main rotor torque it is measured from the engine. Torque is how we determine how much power we are using. We can also derive weight changes using the rule of thumb of 1% torque for every 200 pounds. Knowing your torque limits will also keep you from catching your engine on fire in game.
@@craig3665 Thanks for info and link I hope to read later. So long as the engine is working, though, is that not basically a proxy for rotor torque, proxy for rotor load? I've noticed a link between bumping and low torque readouts.
Marius Huse Jacobsen no not really like I said you can determine a lot based off of torque but mast bumping is purely the result of low g maneuvers or abrupt control inputs. You see the correlation because you are probably entering low g maneuver but actually if you want to perform a maneuver like a cyclic pushover you actually need to reduce collective first to start the decent then you can gradually push the cyclic over.
As always on youtube , You look for an engine concept and end up with dogs doing tricks lol. So I bumped onto your video. I am a pro heli pilot. I mean real life lol.I enjoyed your slope landing approach 😂😂.Ok, so you need to approach a lot more cautiously. You cannot do whatever you are doing lol, not crushing the skids on uneven terrain at 30 some knots.This is a helicopter not a dune buggy 🤣. You need to make a nice slow approach, proceed to very softly touch your uphill skid, not the downhill one yet! So once you have your uphill sid touching the slope, you need to tilt your disc, (cyclic) slowly to the uphill side as you lower your collective and softly touch your downhill slope skid, so you have to lower the collective at the same time as you lean your cyclic towards the slope. the disc should be level if you were a spectator Good luck . You made me laugh so much. Thanks for the good times. You are a smart guy, you'll figure it out :) And helis are maybe ugly or not everyone's taste but I rarely seen a injured guy in a tight spot bitching about it we we land lol. Pretty happy actually to see us. I have never seen so many separations than today. it was fun to watch! So no you will not lose your rotor everytime if you do a "sideways" slope landing :)). But the way you guys do it yes! every time for sure lol :)) You need to be able to abort a slope landing at anytime. A real slope landing takes a lot of coordination, calm and confidence. It is never rushed for obvious reasons. It can be tricky and never underestimated. Your comments were really fun . Good job. And no I never flown in DCS, I just fly the ones were respawning is not an option lol. God speed guys 👍
I don't fly for crap anymore, so I'm not going to say a word about your flying Cap. I'm horribly out of practice, lol. But your rotor shooting off and sticking in the dirt like a lawn dart made me laugh my butt off. :-D And that was good video, by the way. I have the Ka-50, but was thinking about picking up the Huey eventually. So that's a useful bit of advice to have.
so if you get in a zero g condition it is only going to fly off with side (left or right) cyclic.. rudder input as well? ie you will be fine as long as you dont react to that condition by correcting to the side in any way ?
Cap I still working with the ground crew for ALS37 ,but my DSC crash, it dose not work as it did before upgrade to 2.5.5. I have a question: what is the differens between Uh-1h game and Uh-1h sim? I use the Uh-1h to check up the places to use the ground crew on and the roads. (you found it in controls)
I found this in an old manual! if it interest you Cap, because you flying on sim! take care and have a good day! with the GR. Game Flight Mode. Game Flight Mode greatly reduces the complexity and challenge of flying an aircraft. When not selected, aircraft will use a more advanced flight model system that is more authentic, but can be a challenge to first-time-fliers. The Game Flight Mode however makes flying the aircraft much easier and care-free. Game Avionics Mode. We have also included gameplay mechanics for the avionics that make the game more accessible to the casual gamer. With game avionics mode on, target indicators are added to the display and shortcuts are available for targeting and weapons firing. Note, when flying a mission with Game Avionics mode on, the "Ka-50 Game" control mode will be active. With Game Avionics mode off, the "Ka-50 Sim" control mode will be active.
@@mariushusejacobsen3221 This is a problem that only occurs in semi rigid for more information I would recommend watching this ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-jDg1G2y8ZX4.html
