TrevorMcNeill

As my journey continues to build a 60M simpit(please ED I need it in my life) Last night I started work on the MPDs(same same as MFDs). Im about 5hrs of design in, in the last two days. As it stands the faceplate is nearly complete still need the screen so I can properly model a spot for it and I need to figure out which rocker switch im using in the top left for on/off Single and dual buttons have been fully modeled to be backlit via 6x6 led tac keys. Have the resin I need coming today so hopefully I can get a working demo of them backlit by tonight. Intent is that the frame will be FDM printed and the button caps are resin printed black and backfilled by hand with white resin. Goal is for it to be a near one to one with the one in the actual aircraft, though, as the real ones have some buttons not quite "mirrored/centered" for whatever reason mine will be different because OCD haha. Hope you all like it!

Realized I never posted here about this but a few months back I spent about 5 days designing my FFB pedals I'll be building at some point. They are based off the UH-60s pedals and will use the FFBeast firmware to run it. This is the first model I've actually put time into learning F360 for. What do yall think?(need validation in my life lmao) Will use gas struts and linear transducers for brake force and readings and the trim hold will be released when both pedal switches(the shiny plates on the front of the pedals) are depressed. Other than that it's just the hoverboard motor driving the FFB.

Thanks!

Got a cheap wireless headset and wanted to run my track IR off of it but wanted it to still be removable so I created this. Uses a boost converter to step up the 4v to 5.4~(wasn't bright enough otherwise) needed two resistors as it created a significant whine when on. On this headset it doesnt supply power unless the headset is on so no worry of draining the battery if you forget to unplug it. Hope this helps someone be cable free! Materials used(any plug should work picked off of delivery day and dust cap) Diode: BOJACK 1N4007 Rectifier Diode 1 https://www.amazon.com/dp/B07Q6J9TNW?ref=ppx_pop_mob_ap_share Boost converter: Boost Converter Board 0.9-5V to 5V 5PCS https://a.co/d/gEfwwev Barrel plugs: LUORNG 5Pcs 10A DC-099 Power Jack https://www.amazon.com/dp/B09H5L3KN5?ref=ppx_pop_mob_ap_share AIMPGSTL 10PCS DC Power Pigtail https://www.amazon.com/dp/B0BDT4LW3K?ref=ppx_pop_mob_ap_share

So im trying to make "The Way" compatible with the C130 Hercules mod and to do that I need a DeviceID and CommandID however after looking through the code and talking to the dev of the Herc none of the buttons are actually tied to a Device and is confirmed by looking at the input.lua (Hercules) where as buttons that are tied to a device are listed as this(UH-60L) is there a default device ID that gets assigned to them or am I kind of out of luck? any ideas on how I can work around it if it is infact not tied to a Device?? Appreciate any help or insight!!!

Aren't helicopters so fun?! All I want to do is go from a hover to forward flight. okay, Simple! Just a bit of forward cyclic....Wait now im descending, okay ill raise collective! Wait now im starting to spin guess ill use left pedal now

Fun fact, if you push forward cyclic its actually changing the pitch of the blades at 3 and 9 o'clock positions, they do this because of gyroscopic precession. Effects of a force placed on a rotordisk won't take effect until 90° later in the direction of the rotational plane.

Okay well maybe its how you worded it but if you, at that speed, you turn your nose to the wind with your wheels now running angled inches above the ground you're asking for an unrecoverable rollover because chances are you catch something at that speed you're gonna hit the ground faster than you can react. Again It's a game and you'd prob just bounce off of it but if we are bringing realistic terminology into this equation then you might as well fly or at least discuss flight as if they are a real concern

I believe you may not understand what dynamic rollovers is. Dynamic rollover is a typically ground based incident as dynamic rollovers require three things: a pivot point, a rolling motion, and to exceed the critical angle(not a specific angle its just simply the angle where safe recovery is no longer possible) for an apache a good example would be if you attempt to take off and start drifting left, the wheel catches the ground(now the pivot point) then because the aircraft is now pivoting on that wheel you have the rolling motion, if you continue to try and climb you will most likely expedite that rolling motion and exceed the critical angle then bobs your uncle and you crashed. Proper correction for this specific scenario is to decrease collective(literally one instructor said just to slam it through the floor) as early into the roll as you possibly can. Also of youre at ETL or above and catch something causing a dynamic roll you aren't saving it unless you have god as a copilot lmao. Dynamic rollovers typically happen very fast as it is at very slow speeds <10kts (literally a random number) so 16-24kts....good luck Yeah I get that and I'm not saying you have to fly straight until 50ft just keep the nose front thats all. Again I'm mainly talking for take offs but even during masking/unmasking if you're relocating left or right more than 100ft or so its just safer to turn, move then turn back to target. No need to slide right for 100yrds. So yeah situation dependant but most situations it's just a good idea to keep the nose front skids and wheels don't work great from the side haha

I only used Runway as a reference/example, what I'm saying is that you need to keep the nose into the direction of travel up to 50ft. I'm saying this as someone in army flight school being taught by IPs with thousands of hours. Yes, its a game but it's still good practice. To use skidded aircraft as a reference if you're taking off amd immediately turn into then catch a rock with the skid at an angle you're much more likely to have dynamic rollovers where as if it caught the skit dead on(unless you catch the very front of the skid)

Engines can only supply so much power/torque on certain days and 103% may be that max for the given day. Any more collective input past that will result in low rotor(rotor droop) as engines are not capable of keeping the rotors rpm within limits at the given rotor pitch.

When you're below 50ft takeoff and landing you need to be nose in direction of landing/departure (ie runway)as to prevent dynamic rollovers, once over 50ft then keep aircraft in trim. Also 16-24kts for ETL

OK I think that actually clears it up a bit. so what you're saying is that if you fly the Huey as it's intended realistically inside of DCS(right pedal) then it flies properly(in trim) but gives you incorrect trim indication. Meaning that if you were to try to follow with the trim indicator is telling you and apply left pedal it would actually bring you out of trim to the left is that what you're saying? If so yeah that's definitely incorrect and such a simple fixes well. PS had a flight today to verify and uh-72 flies right pedal in when in trim as well

@Tim_Fragmagnet so after reading it I don't think I did, yes, I'm saying all non tandem(ka-50) rotorblade helicopters have at least those three aerodynamic forces acting upon them(I won't speak to tandem as I don't know nor is it pertinent) but I never said that all have the same reaction to them. Most helicopters with tail rotors will require offset pedals in flight as you still need to counteract main rotor torque even though the vertical fin is helping to reduce that load on the tail rotor. As I had said I'm not the best at explaining and I was also trying to explain without going into too much detail as that's a whole book worth going into induced flow ect and so maybe the lack of detail put into the post is why it made it seem like it was grouping all helicopters into the same flight profile but it certainly wasn't the case I was trying to present. As far as if it works as intended I'd literally have to fly it to see but if it's just a problem that the pedals are not at the same angle as the real thing then I don't see the issue. The trim ball is just that, to keep the aircraft aerodynamicly in trim. Again It's hard to see what the problem with it is without seeing a video but I just wanted to correct some of the things that had been said. You'd be suprised how much improper flight can effect trim but idk. Glad it had all been said before but as I said I had seen a Trend for quite a few posts including one saying that knowing the aerodynamic forces and understanding them wasn't important to a pilot which is far from the truth lmao.

Disclaimer: some explanations may not be perfect as I A)suck at explaining things and B) am still in flight school but I've talked extensively about these topics with my IP and academics instructors so they should be about 95% accurate. So throughout reading this post I've found that alot of people seem to know just enough to sound smart to people who've never learned about helicopter flight. I say that because I see alot of either half accurate statements or just complete misunderstanding of certain effects.(shocking I know). I didn't read through everything as I saw a trend so some of what I'm about to say may have been stated before. To start let's talk about three very important topics when it comes to helicopter flight, that being Dissymmetry of lift, Translating Tendency, and Transverse flow. That will hopefully help going forward. Before I get into those though, one other term is important to know and that is gyroscopic precession: in short, the effect of a force placed upon the rotors will take place 90° later in the plane of rotation. This will make more sense as I go on Dissymmetry of lift: In short, in counter clockwise rotating rotor disks, in forward flight, more lift on right side than left, gyroscopic precession causes that increased lift to take effect 90° later causing the nose to pitch up. Correction is forward cyclic. Transverse flow:(not going into the specifics as it isn't important right now.) The differential lift between the forward and aft halfs of the rotor disc,, in forward flight, causes increased lift in the forward half of the rotor disk, effect is 90° later causing roll right. Correction is left cyclic. Felt around 10-20kts Translating Tendency, tendency for the helicopter to drift right due to a combination of main rotor torque and tail rotor thrust(again in counter clockwise spinning rotors) correction in a helicopter that has no factory implamented Correction(mast mounted tilted slightly left, cyclic rigged slightly left, or implemented through AP/SAS) is left cyclic. So on to the trim ball, the correct action is to "step on the ball" ie ball is left, increase left pedal. Centering the trim ball doesn't correct for right drift, thats corrected by left cyclic. Also I wanted to point out that when you have wind, your nose won't always align with direction of travel. IE if you're headed direct north and you have wind from the west, an aircraft in trim and maintaining a proper ground track of north will have its nose pointed off left the direction of travel. In helicopters with a navigation display like the one pictured below used in the lakota you can use the drift track indicator(the diamond) to help keep your ground track but in the huey you don't get that so it's up to you to maintain a north(in this case) ground track. Now hopefully I worded that in a good way as I tend to not explain things the best way possible and hopefully this clears some things up. Now I don't currently play DCS right now as im to busy with army flight school so I couldn't tell you if it works correctly but food for thought regardless.