ATS airspace classes — services provided and flight requirements. runway visual range less than m but not less than 50 m. documents and access to all functionalities (print pages, rotate, etc). All documents: Falcon 1 / Download PDF. Falcon 50 Airplane Flight Manual. Green or 1 OOLL Blue. Aviation Grade Handbook and FAA Approved Airplane Flight Manual and authorized. DOUBLE DRAGON GENESIS OPENBOR TORRENT However, when platform-independent to regardless to the user remote. Educate, tutorial the Content. Scroll in one and down time did and and SSH Anniversary. To connect summarized bench.
It offers you four Russian helicopters and 15 missions for them. The helicopters are: Mi, Mi-8, Mi and Ka DCS: Black Shark 2. Eagle Dynamics SA. All Reviews:. Popular user-defined tags for this product:. Is this DLC relevant to you? Sign In or Open in Steam. Languages :. English and 5 more. Publisher: Eagle Dynamics SA. Share Embed. Add to Cart. View Community Hub. The "Black Shark" is a unique and deadly single-seat, Russian attack helicopter that has seen combat in the Northern Caucasus.
It combines a high performance dual rotor system with a deadly weapons payload of guided missiles, rockets, bombs, and a 30mm cannon. The Ka is also unique in that it has an ejection seat. Virtually every switch, button and dial functions in the cockpit and the advanced flight model provides an amazingly real sense of flight. Key Features: Highly-detailed six degrees of freedom cockpit with mouse-clickable controls. Unrivalled flight physics system. Realistic damage model and system failure cascade affect.
Detailed modeling and control of engine, fuel, hydraulics, electrical, navigation, radio, fire suppression, sensor, and weapon systems casual game play modes also available. Advanced weapon physics for missiles, rockets and cannon rounds including ricochets. About the Ka Black Shark Ka attack helicopter design The Ka helicopter is a high performance combat helicopter designed for daytime, good weather combat.
Extensive all-round armor installed in the cockpit protects the pilot against The rotor blades are rated to withstand several hits of ground-based automatic weapons. The Ka is the world's first operational helicopter with a rescue ejection system, which allows the pilot to escape at all altitudes and speeds.
Weapons A combination of various armaments to a maximum weapon load of two tons can be selected according to the mission, including anti-tank missiles, unguided aerial rockets of different calibers, air-to-air missiles, guns, bombs and other weapons. The helicopter has small mid-mounted wings, fitted with four underwing suspension units and wingtip countermeasures pods.
Up to 12 Vikhr supersonic anti-tank missiles can be mounted on the helicopter's two underwing external stores. The laserbeam-riding Vikhr missile is stated as having a target hit probability close to one, against a tank at a range of up to 8km, and the capability of penetrating all types of armor, including active armor up to mm thick.
The Ka is armed with a 2A42 quick-firing 30mm gun, which has an unrestricted azimuth and elevation range mounting for use against airborne or ground targets. The gun is equipped with rounds of ammunition: two types being carried, high-fragmentation and explosive incendiary rounds and armor-piercing rounds. The pilot selects the type of ammunition in flight. The weight of the ammunition is 0.
The gun provides an angular firing accuracy of two to 4mrad. Sensors include forward-looking optical system called the Shkval. Countermeasures The Ka is fitted with flare dispensers. The engines are placed on either side of the fuselage to enhance the combat survivability. The helicopter also has an auxiliary power unit APU for self-contained operation. All rights reserved. See all. View all. Click here to see them.
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Fokker 50 - Flight Navigation Instruments. The purpose is to display the. Each system consists of one Symbol Generator. Additionally, other controls are. It processes these data for. Input data are compared by the SG's; any difference detected will. Alerts are. The DU's are installed one above the other. The DU's are full-color screens. The upper DU is. DU XFR pushbutton on the avionics panel. Attitude data is not. Previous Page.
Next Page. Related Manuals for Fokker 50 No related manuals. The purpose is to display the attitude and relative position of the aircraft. Each indicator shows indicated airspeed IAS and maximum operating limit speed V in knots. Each altimeter shows altitude in feet. Altitude information is derived from the pitot static system.
Page 29 Fokker 50 - Flight Navigation Instruments Resolution Advisory Resolution Advisories are displayed as red and green bands around the periphery of the vertical speed scale. The horizon provides an indication of aircraft attitude that is independent of AHRS. The gyro reaches operational speed approximately one minute after power has been applied. Horizontal range selection is controlled through the weather radar control panel.
The following illustrations identify the color banding on the ND. The Map View has a Terrain Elevation text field on the left side of the map. The figures indicate the highest terrain in their respective colors as depicted by the terrain displayed on the map. The color band display criteria vary with phase of flight. Threat Red with bold black border. Warning Terrain Two-dimensional hollow, seven pointed star. Threat Yellow with bold black border. Caution Text — Same color as associated waypoint.
The waypoints will be re-displayed when they become part of the active flight plan when the crew activates a missed approach. If the conflict is within the displayed range. Waypoint XXX and distance information -X. A guide to flying and employing DCS's most rewarding and most underutilized platform, the Ka attack helicopter. This guide covers basic helicopter flight dynamics and instructions on how to get the most out of the Ka's autopilot, and will be expanded and improved to include procedures and instructions for the navigation and datalink systems, employment of weapons, and combat tricks and tactics.
This item has been added to your Favorites. Created by. Fishbreath Online. Category: Gameplay Basics , Weapons. Languages: English. Guide Index. Author's Notes. Key Bindings and Joystick Axes. Some Useful Resources. Remedial Helicopter Flight Dynamics. Meeting the Dread Autopilot. The Altitude Autopilot. Advanced Topics in Russian Autopilotology.
A Brief Introduction To Avionics. Going Places: Route Mode Functions. Finding Things: The Shkval. Sharing is Caring: Datalink Basics. Sharing is Caring: Datalink Procedures. The datalink section has been added. It may take another year or so, but it's next. You'll need to bind your joystick's X and Y axes to the Ka's cyclic controls. If you have a rudder axis of any kind, be it a twisty joystick, an analog rocker switch like on the Thrustmaster T-Flight X, or rudder pedals, bind it to the Ka's rudder controls.
If you don't have any axis you can assign to rudder, I would seriously recommend that you get one—helicopters aren't impossible without one, but you're handicapping yourself. Finally, if you have a throttle or a throttle slider on your joystick, bind it to the Ka's collective controls not the throttle. Owing to the Ka's clickable cockpit, you don't need to worry about that many key bindings. There are, however, some things you need to know.
Either bind them to a joystick button or know where they are on the keyboard. The first comprises things you cannot get by without mapping to your joystick. In deference to people whose joysticks don't have many buttons, I've deliberately kept that one very light. The second tier comprises functions I find myself using the most often.
The third is stuff I don't use the clickable cockpit for, but which I use less often on the joystick or leave on the keyboard. The controls mapping page is a little bit wonky: in the top left corner, there's a dropdown box for selecting the category of controls to bind.
To bind axes, pick 'Axis Commands'. The main screen is a table: the control functions are given on the left and correspond to rows, and the columns correspond to different control devices. You'll see at least your keyboard and your joystick, and you'll also see other controllers if you have them. Below, the controls are listed with the name from the controls mapping screen, then the default keybinding in parentheses.
You can press the default key binding to jump to that entry. It isn't always clear what the binding does from its name, so in cases where that's true, I've added an explanatory note. Before you dive in, I assume two things: First, you probably ought to be familiar with fixed-wing flight first. There are a number of guides around here which ought to get you up and flying.
Second, you'll need to learn how to start the helicopter on your own. Or just grab a training mission where the helicopter starts warmed up already. Maybe I ought to put one of those up Get the beginner checklist from this forum thread [forums. You also can't go wrong grabbing BigfootMSR's interactive training missions [forums.
He put literally hundreds of hours into them, and they're a masterpiece-level training tool. Almost all of the avionics information I plan to put into this guide comes from his missions, and I can't recommend them strongly enough. This section is meant for those with no rotary-wing flying experience whatsoever, and is full of gross simplifications and outright untruths which are nevertheless useful for imparting some understanding of the mechanics at play in helicopter flight.
With that said, here's your helicopter: It's a disc, which generates lift evenly across its entire surface area, summing to the total lift force, which is currently equal to the action of gravity. I'll use the unitless value 1 for both of them. The obvious conclusion is that it's hovering. Say you want to fly forward, though. How do you manage that? You tilt the disc. Say we tip it forward 15 degrees. Obviously, we don't want to crash, so we want the upward component of our lifting force to stay at 1.
Some quick trigonometry says we now have a forward force component of about one-quarter. Our lift force, however, stays perpendicular to the disc, and so, to get our upward force to equal our downward force while adding some forward force, the lifting force has to increase a little. Tilting the disc to one side has a similar effect: the lift vector stays perpendicular to it, a sideways component develops, and to remain at the same altitude, you have to add some power.
The upshot here is that, in a helicopter, banking means translation a. How do I turn at all, then? One is aerodynamic, and I'll get to that in a bit. The second is the rudder pedals, which for the purposes of this abstraction are magic; they make you turn around when you push on them.
Since the Ka's rotors spin in opposite directions and cancel out each others' torque effects, Kamov gets a little fancier and yaws the Black Shark by utilizing some dissymmetry effects which are outside the scope of Remedial Helicopter Flight Dynamics. As far as you're concerned, they're still magic. Let's tie it all together. Your cyclic controls our notional disc: pushing it forward tips the disc forward, which causes the disc to move forward. Tipping it to the sides does the same thing, except sidways.
Your collective controls the magnitude of the lift vector: increase it to increase what I've labeled as F-lift up above. The rudder pedals, as I just mentioned, are still magic. Now, that theoretical framework only really works at low speeds. Real helicopters, which we'll talk about from here on out, are affected by many and varied aerodynamic effects, of which I will pull out three for further discussion.
The first one is translational lift. Helicopters, of course, produce a downwash , the air sucked in and pushed out by the turning rotors. This air bounces off of the helicopter body, swirls around the blade tips, and does all sorts of icky things which make the blades less efficient in a hover. When a helicopter starts to move, it begins to leave the downwash behind, so that the blades get to work on 'clean' air with each turn.
There's a point at which the helicopter is moving quickly enough to leave the downwash behind, at which point the helicopter has entered the effective translational lift regime. In the Ka, it happens somewhere under kmh. I want to say about 60 or 70, but I haven't paid enough attention lately to say.
Anyway, what this means is that hovering is less economical than moving, because the engines have to work harder to overcome the turbulent air around the blades in a hover. It also means that you'll have to reduce power a little bit coming out of a hover to maintain altitude, or add power while slowing down. The second is simple drag on the airframe. A helicopter is longer than it is wide, and like all dart- or weathervane-shaped objects, it doesn't like being perpendicular to the wind.
As you accelerate, you'll find that the rudder can no longer turn you all the way around, and that tilting the helicopter, rather than sideslipping, causes a banking turn. I'm not sure exactly what drag effect causes this, but my gut feeling is that it's the tail. There's more of the helicopter by surface area aft of the center of gravity, so the drag force on the back end is more than the front, and so the back sort of pushes the front around.
The third is a thing which will probably cause you to crash at least once. Remember that downwash thing from two paragraphs ago? It can cause problems. If you start descending quickly while you're in a hover, you'll descend into your own downwash.
Known as entering vortex ring state , this is a very, very bad thing. In the downward-moving air mass, the rotors become very inefficient. The technical explanation: the blades push the air down faster, the air blows out the side of the downwash, and the rotors suck it back as it loses downward velocity and slides up above the rotors. The blades end up surrounded by a torus of air descending at the same very rapid speed the helicopter is. The helicopter runs out of power.
You'll know you're in vortex ring state by two signs: first, you're descending quickly and adding power doesn't change anything, and second, the helicopter is shaking like it's missing a rotor. The only way to get out of VRS is to fly out of it: put the nose down and pick up speed.
Side effects may include loss of control, irregular attitudes, and crashing. See a doctor if crashing persists for more than four hours. We're going to use the patented Fishbreath method for getting you off the ground and comfortable enough with the Ka to start exploring the more advanced autopilot modes and systems. To do that, we're going to start by flying the helicopter 'wrong'. This is your autopilot control panel. The four push buttons arranged in a grid toggle the autopilot channels.
Make sure both of the top buttons are toggled on, along with the one on the bottom left. The bottom right one should be out. This gives the autopilot authority over pitch, bank, and yaw, corresponding to your cyclic and rudder controls. The one we're leaving off for now is for altitude, which corresponds to your collective. It functions differently than the others, so we'll come back to it later.
There's a fifth push button to the right of the other four. That one toggles Flight Director mode , which makes the Ka control much like a traditional helicopter. For now, we'll enable it as a training aid. There are some people who fly with FD mode all the time, and indeed some people who fly with the autopilot off completely, but that's added challenge, and you really ought to be using the flight control systems to their fullest if you're going to fly in combat How, then, does a traditional helicopter control?
Pitch and bank with the cyclic, yaw with the rudder. Up until about kmh, you can easily use bank to control sideslip and turn on the spot with the rudder. Above that speed, aerodynamic effects make it increasingly difficult. The collective controls your rate of climb or descent, and remember that this is a helicopter, and any change to one control input normally requires changes to the others.
When you're traveling slower than 50 kmh in total, a line will extend from the aircraft reference on the HUD, pointing in the direction of your travel. To come to a stop, move the stick in the opposite direction of that line. Notice that the Ka's natural neutral attitude is about five degrees nose up the first hash mark —if you're looking for a hover, that's where the nose will have to be. As you pick up speed, you'll probably notice you need to add left cyclic and right rudder to continue flying straight.
This is normal. Picture the rotor disk: one blade is moving in the same direction as the helicopter, adding the helicopter's velocity to its speed through the air. The other is moving opposite the helicopter, and because the apparent airspeed around it is correspondingly lower, it generates less lift. This dissymmetry effect is itself asymmetric, since the top blade makes more lift than the bottom one the bottom blade is operating partially in the top blade's downwash—messy air means less lift , so you have to make some control inputs to correct it.
With that out of the way, we come to the most exaggeratedly difficult part of the Ka the trimmer. In flight director mode, it's very simple. Holding the trimmer in does nothing. Supposing you're flying with the default trimmer settings, releasing it will do two things: Lock your physical controls until you return them to their center positions.
Recenter the helicopter's controls to the positions at which you released the trimmer. Press RCtrl-Enter to bring up the controls position indicator and see for yourself. Push the cyclic forward, then press the trimmer and recenter your joystick. The helicopter's controls on your screen will remain forward, and your subsequent joystick inputs will use that as the new center.
Simplicity itself! You're now equipped with the knowledge strictly necessary to fly the Ka and probably not crash it without trying to do something like land or fly near the ground. Take off and fly around for a while. When taking off, remember that the Ka hovers with the nose about 5 degrees above the horizon, but it sits on the landing gear with the nose about level with the horizon—keeping the nose level as you take off will start you flying forward.
Also remember that the centered controls position corresponds to backwards flight, so you'll have to make some forward cyclic input when taking off to avoid flying backward. I say 'dread', but I don't mean that, really. The Ka's autopilot is an extremely powerful tool, to the point where it can fly the helicopter with no input whatsoever from you while you get on with messing around with the avionics. We won't start there, though.
It helps to think of the Ka as having two autopilots: the pitch-bank-yaw autopilot, controlled by the top and left buttons in the autopilot grid, and an altitude autopilot, controlled by the bottom right button. We'll get to the second later on; you'll probably be using the pitch-bank-yaw autopilot almost all of the time, and it's the harder one to get to grips with.
It's easy to grasp what it does: it holds the helicopter at a desired attitude relative to the horizon in all three axes: pitch, bank, and yaw. Modern fly-by-wire systems tend to look something like this: The flight control computer knows all the inputs, mediates between them in a well-defined, easy-to-understand way.
This is not the system the Ka has. Let's look at a simple scenario where this causes problems. You've enabled trimmed autopilot mode, and you're happily flying along. You push the cyclic forward far enough to move the nose to 20 degrees below the horizon. When the nose is steady there, you press and release the trimmer. You might expect that the autopilot would simply hold the nose at 20 degrees below the horizon, just like it would in Flight Director mode.
Unfortunately, that's not how it works. When you release the trimmer, you'd find that the helicopter's nose bounces downward some. Why could this be? It's because, in trimmed autopilot mode, the trimmer has two functions: It recenters the controls, just like it does in Flight Director mode. It also instructs the autopilot to hold the current flight attitude. Now, since the autopilot has no way of knowing why the helicopter's attitude has changed, moving the stick without the trimmer depressed is fighting the autopilot a term you'll see bandied about on the DCS forums every now and then.
You make an input, and the autopilot tries to correct, so you need to make more input. What looks like input for 20 degrees nose down is actually that much input, plus enough to overcome the autopilot's attempts to correct the helicopter back to the original attitude.
That extra input keeps the autopilot, with its limited authority, from staying steady on the new, 20 degrees nose down attitude, and it gets bouncy. Here's how you fly to keep that from happening. Press and hold trimmer. Fly helicopter so that desired attitude is attained.
While the trimmer is held down in this mode, the controls behave as they do in Flight Director Mode; that is, the autopilot is unlinked from the rotor blades. Release trimmer once you've stabilized flying the desired attitude. That's the big secret. Stabilize the helicopter with the trimmer held in, and the autopilot can hold any kind of flight parameters you can fly in flight director mode.
Take a flight or two to try it, and don't forget the Helicopter Pilot's Mantra: slow is smooth and smooth is fast. It often comes up: what do real Ka pilots do about this? To the extent that they exist after the single-seat Ka failed to get the Russian Army's order in the s, they tapped the trimmer rapidly, as can be seen in a few videos out on Youtube. If you have a force feedback joystick, you can do the same thing, since you don't have to recenter your controls after trimming every time.
For those of us without FFB, it's impractical to trim, move our stick back to the center, and continue flying every half-second while we're making a maneuver. The altitude autopilot channel functions differently than the other autopilot channels, and is indeed entirely independent of them. It can only make collective inputs, and its sole concern is maintaining the altitude you set for it. When you enable the altitude autopilot channel, the desired altitude is set to the current altitude.
If you want to change the held altitude, you can get away with just disabling the altitude autopilot channel, changing altitude as desired, and re-enabling the altitude channel. If you want a procedure more similar to the one used in the real helicopter, you'll need to use the collective brake. In the actual Ka's cockpit, the collective brake is a squeeze control on the collective handle, and when it isn't held in, it locks the collective handle in place.
When you put your hand on the collective handle, it's right under your fingers, so whenever you move the collective, you hold the collective brake. When the altitude autopilot is enabled, the collective brake functions similarly to the trimmer: holding it in disables autopilot inputs and lets you climb or descend smoothly.
Releasing it re-enables autopilot inputs and uses the altitude at the time of release as the new set point. It'll happily crash you into terrain if the terrain rises quickly and you're flying fast. You can help yourself avoid that by using this knob, on the bottom right corner of the radar altimeter. It adjusts the altitude at which you'll hear the low-altitude warning tone, indicated by the yellow arrow.
Set it a little below your desired altitude, and be ready to take over from the autopilot if you hear a beeeeeep. Having covered the simple parts of the autopilot, those related to easing the pilot's workload, we're now able to touch on two more advanced modes. The first is hover mode, which will attempt to hold a zero-ground-speed hover when engaged. It can't be engaged in high-speed flight; in those conditions it doesn't have enough authority to transition from forward flight to hovering.
If you want a true zero-velocity hover, trim so that you're flying at less than 10 kilometers per hour, then engage hover mode. Route mode has a couple of functions, depending on the configuration of other avionics systems. The following three paragraphs assume that you haven't read ahead and learned about the datalink enough to have selected a target.
We'll get there later. If there are no points of interest selected on the PVI navigation panel it occurs to me that I haven't talked about this panel yet, but we'll also get there later—for now, all you need to know is that it's the numeric keypad forward of the autopilot panel , engaging route mode will attempt to hold the current speed and heading. This is handy for traveling in a straight line if you have no waypoints and need to do other things; it'll keep the helicopter flying more regularly than it would with trimmed autopilot only.
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