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Chargeo

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About Chargeo

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  1. I can send you the old student flying guide for RNZAF Hueys, it has all of the 'patter' between the crew for how to do pre-start checks,start, taxi, take-off, etc. There are some very minor differences between it and the game Huey (ours had GPS and slightly different lighting setup). It also has general guidelines on flying profiles such as steep turns, confined areas, sloping ground, EOL, and (some) instrument flying. Including initial actions for PF/PNF/HCM and the patter they will say. Good for immersion I guess but nothing you can't find in other flying guides.
  2. 1. The CBs are all over that panel aft of the overhead switches. They are all in by default. There are some AC CBs by the pilots leg which will also be in by default. 2. Open comms menu (default: ""), then press F8 for "Ground Crew", then F2 for "Ground Power" then F1 for On. The door must be open for this, and the radio select knob should automatically switch to ICS (not important). The illuminated lights are the associated notes on the Warnings and Cautions panel (orange lights), which says "DC External Power" if it is connected. 3. "avionics equipment" refers to things on the centre p
  3. The collective in DCS is slightly different to the real thing (and even then there are differences between operators) but lemoen is right its a trigger on the bottom of the collective. Start procedures are kind of a guideline or up to operator's SOP. IRL, the RNZAF Huey had a lot longer start procedure than what is referenced in either, and you had to use "patter" which are specific words to say when things happen like "15, rotors away..30, EGT XXX%..40, starters out" for the crew. Ultimately there are only a few switches you have to make to start it. Bat, main gen, inverter, main fuel
  4. Well the helicopter I fly is also anti-clockwise rotation, and the instruction mnemonic is "right raise, left lower" for a s&l turn. I'd think the reason for this is that when rolling right, the blades with the most lift (on the right-side of the disc) are tilting their contribution to total reaction away from axis of rotation, meaning less lift and requiring a raise of the nose to maintain level flight. Opposite for a left turn, the rotor thrust from the right side of the disc is now tilting closer to total reaction and inducing a climb for the same power setting and attitude. I underst
  5. The three conditions needed for VRS are: Low airspeed High rate of descent (-600 to -2000) Powered flight (not in autorotation) If you can power out of it then you are probably entering autorotation and then powering out of that. It's actually quite difficult to intentionally enter VRS because part of what makes VRS so dangerous is that it is slow onset but fast to develop. Generally, you will be on the verge of VRS without noticing it if you aren't watching VSI and are flying visually. The natural instinct is to slowly and smoothly raise collective which worsens the situation, and thi
  6. A helicopter will experience wind-cocking in forward flight (or any direction) and that coupled with the horizontal and vertical stabilisers mean that the tail rotor has very little authority in forward flight. This means that collective changes in forward flight will not need large t/r input (should still require some). As for turns, I'd say that possibly you're not compensating for nose up/down in the turn? Turning to the right you need to raise the nose slightly to remain in-plane with a lower collective setting and right pedal, opposite for the left. Not sure why it's happening the othe
  7. I agree, Caucasus makes sense then you could port it after release if people wanted it in the different maps? How will you generally lay out the training? E.g. Start-up, takeoffs, circuits, hover manuevering, etc
  8. Apologies for the proceeding rant, but this is a talking point among helicopter operators around the world. While I agree it looks great, it is dangerous to be doing quick-stops with an underslung load, especially on a low inertia rotor system. The reason so many civilian operators will do stuff like this is literally money. Helicoptering is expensive work, and to break even for a forestry or industry job you have to work fast to get as much done as possible (many industry contracts are paid by the load!). The pressure to pull off risky maneuvers to get the job done is huge and costs less
  9. How high speed is high speed? You will encounter retreating blade stall at 124KIAS (at ISA) which is why there is the red line on the ASI (Vne). I tend to use the autopilot as a heading hold as force trim alone won't keep you stable. It is an old helicopter, there is no true autopilot on board. In newer helicopters like the KA-50, you have attitude modes and automatic ball-centering, etc. I would leave it in Mag for DCS and set the HSI on start-up. You could use DG if you wanted to 'simulate' navigation error (relying more on dead reckoning). As far as zero-bank goes.. it goes by feel
  10. Landing (and taking off, and hovering) a helicopter is all about the hover reference. You need to pick a good reference to hover off in order to land at the correct attitude. Some instructors teach you to choose a specific object to hover off but this may only give good reference for azimuth/heading and not the whole picture. Good instructors will teach you to reference multiple objects or a "picture". Try to line up two objects so that you have their relative distance/location to notice drift and attitude. Try not to have your reference directly in front of you, use something slightly
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