This may take several flights as wear slowly increases. Oil temperatures and pressures degrade as wear occurs, warning lights will be triggered if the system has them and eventually the engine, sprag clutch, transmission or gearboxes may fail. Timed failures: Aircraft systems can fail dependent on a timer set by the user, as per default FSX failures.
Turbine over-temp light: A light on the Exhaust Gas Temperature gauge illuminates if overheated beyond temperature limitations for defined periods. No dialog announcements as to costs incurred will be presented when fuel is added or servicing options performed, and the statistics dialog shall not display per hour cost efficiency data. You should note that significant functionality is lost when this option is enabled.
Important note: You should consider acquiring a controller that provides rudder input as soon as possible to get the most out of flying the DodoSim FSX. Note that Force Release trim applies only to the cyclic stick input. Important note: FSX Mission creators have the ability to fix these settings as they please in order to trigger systems failures and give no reason or warning if they desire. If the option is ghosted during a mission so you cannot change it, it is because the mission creator has dictated it so.
When the mission is finished or abandoned you will regain control of the setting. To prevent the software from playing a switch click sound in addition to the real click produced by the physical action of a hardware switch, this function can be used to prevent software switch click sounds from playing.
However, to pacify an irritated spouse, the DodoSim FSX allows the user to attenuate the siren volume via this slider control.
Almost anyone can learn to do it with practice and a good instructor. It is a lot like driving a car in that the skills you require seem overbearing at first, but after a few hours begin to become second nature and by the time you have passed your test have become subconscious reflexes which you no-longer notice. However, Microsoft has simplified the default FSX helicopters even further and as such the gap between how they handle and how the DodoSim FSX handles is considerably greater.
New users are likely to have considerable difficulty learning to fly this helicopter if choosing to jump in at the deep end using the highest difficulty setting. Remember that you are doing this alone, without an instructor to guide you and correct your mistakes, so you should expect it to be harder than it otherwise would be. Considering how unwieldy a helicopter is to the real-life novice helicopter student, it would be an entirely unreal experience if you were able to fly the DodoSim FSX perfectly on your first attempt.
We hope that you find the challenge rewarding. Hint: Do not be ashamed to take advantage of the range of difficulty settings. Each one has been designed to introduce different features to you and allow you to progress to flying it at full difficulty more easily. Diving in at the deep end may only result in frustration that you find difficult to overcome. Familiarity with control of the default helicopters in FSX will provide a firm foundation from which to start.
A label affixed in the cockpit informs the pilot of the type of FCU fitted to the particular aircraft:. The turbine is started by application of the starter motor to spin it up to a low speed. During this time an electric igniter repeatedly creates a spark in the combustion chamber. When up to starting speed, the. The fuel then ignites and literally explodes within the combustion chamber. Due to the fact that the starter motor is forcing air in through the compressor section, the exhaust gases created from the expanding explosion within find it easier to exit through the rear of the engine between the vanes of the power turbine, turning it as they do so.
As the power turbine N2 accelerates, so does the compressor stage N1 due to the volume of gases being drawn out by the power turbine decreasing the pressure created by the compressor stage within the engine. To prevent the gases from escaping back past the compressor stage, the starter must continue to be applied until such time as the engine has accelerated to a self-sustaining speed.
Releasing the starter button before this point will result in the engine decelerating and prevent the hot combustion gases from being expelled. Once the turbine has reached self-sustaining speed, the starter button can be released and the throttle advanced to the flight ready position, after observing any required warm up periods.
The following procedures assume normal environmental conditions and no wind. Refer to the notes following the start procedures for information on how environmental conditions and weather effect the start procedure. Pilot Information: If no visible rise in engine oil pressure, abort the start and seek engine servicing. Abort the start and seek servicing. Important note: As well as servicing, reloading the aircraft will top up the battery voltage. Observe slight rise in N2 and NR after a few seconds and that rotor begins to turn slowly due to the action of the compressor stage forcing air through the power turbine.
Important note: This can most easily be accomplished when not using a joystick axis to control the throttle by right-clicking in area A in the throttle window, immediately followed by right-clicking in area C. The idle latch will pop out after the first click and prevent the second from closing below it. Alternatively, you can repeatedly left-click area A until the idle release latch click out. Monitor Exhaust Gas Temperature — if over yellow band then cut fuel by fully closing the throttle and depressing the idle release latch or closing the fuel valve, continue to motor starter, do not release until temperature decreased into the yellow band.
Wait for 1 minute for oil temperatures to stabilise if engine has been shut-down for 15 minutes or more. Important note: This is mandated at difficulty level 5 only, if damage to the engine is not to occur. Directional Gyro switch to ON to slave directional instruments to gyro. During the start process, the Bendix FCU delivers only enough fuel to start the engine and no more. It is however inadvisable to do this, as the throttle must then be reduced further in the event that a hot start occurs and the throttle needs to be closed quickly.
However, it provides greater control over the start-up Exhaust Gas Temperature as the throttle input can be modulated to provide more or less fuel and thus control the temperature more precisely. Since most of the procedure is identical to the Bendix FCU procedure, this abbreviated procedure shall focus only on the differences:.
Important note: This can most easily be accomplished when not using a joystick axis to control the throttle by left-clicking in area A in the throttle window. Remember that in cold conditions, the engine inlets may be prone to ice formation.
Consider switching on the anti-icing system and pitot heat after engine start-up has completed. For this reason, engine starts should not be performed with a tail wind of any strength.
If you have to do it, monitor the EGT carefully during the start procedure. If at any time the turbine temperature climbs above the yellow band, be prepared to immediately cut the fuel and continue to motor the starter until the temperature has decreased sufficiently and returned to the yellow band. You should not expect to be able to remove your hands and feet from the controls and for the helicopter to remain stationary.
It is suggested that you learn to hover the helicopter in steps, utilising the various difficulty levels. Refer to the table in the Difficulty Settings section for more information. The lowest level 1 will make the helicopter feel and respond in a very similar manner to the default helicopters in FSX. You will be required to balance the torque-induced yaw with the anti-torque pedals. The medium difficulty level 3 introduces the bulk of the helicopter behaviours applicable at hovering speeds.
Control sensitivities will be increased and so you will be required to make smaller, more precise inputs and to anticipate the changes in aircraft behaviour they will cause.
The next difficulty level 4 introduces all of the flight dynamics behaviours you will need to master, including having to account for wind direction and strength on the tail rotor efficiency and the effect of wind on the horizontal stabiliser.
Due to this inertia, rotor disc response lags cyclic control inputs somewhat and the pilot must anticipate the response to each input and often correct for it before the response has occurred. Effective cyclic control in a hover consists of constant, small control inputs. Large movements of the cyclic will quickly result in large, unwanted attitude changes within the rotor disc that will move the helicopter in the respective direction.
To adjust the height, only small adjustments should be made to the collective lever. As collective is applied, more torque-induced yaw is generated and the pilot will have to compensate with appropriate anti-torque pedal control. In this state, rotor RPM may decay and the helicopter will sink, perhaps dangerously quickly. To land from a hover, the pilot should lower the collective smoothly and only enough that the altitude slowly begins to decrease.
If performed correctly, no increase of the collective should be required to. When performed incorrectly and the collective is lowered too far, the helicopter can end up oscillating in altitude as the pilot over-controls by first decreasing collective and then reapplying it. Note that at high altitude the helicopter may not have enough power to hover without over-torquing. Always ensure you have adequate excess thrust required for hovering before landing.
Alternatively, a running take off can be attempted where the terrain permits, allowing the helicopter to reach translational lift speeds, see 4. Anti-torque input, left pedal , also consumes engine power. Since there is no aerodynamic opposition to this applied by the vertical stabiliser during a hover, the pilot must oppose the torque- induced yaw using significant left pedal input to increase the pitch of the tail rotor blades and generate equal and opposing thrust to the torque action.
Complicating matters even further, as the pilot adjusts the collective lever to maintain constant height, the torque-induced yaw strength changes accordingly and the pilot must simultaneously adjust his countering pedal input if the aircraft is to remain pointing in a constant direction. Until this response is perfected, holding a steady heading whilst increasing or decreasing altitude with the collective will be difficult.
Additionally, pedal input also changes the load on the engine, which in turn increases or decreases the torque. An increase in left pedal input consumes power and the helicopter will descend, so the pilot must increase collective slightly to compensate and vice-versa. Precise and smooth pedal control is required. Over-controlling the tail will result in jerky heading changes and sickness in your passengers.
Pilot Information: Aggressive use of the pedals may result in wear to the tail rotor gearbox and may eventually result in a failure, where all tail rotor thrust is lost and you are unable to counter torque- induced yaw at low speeds.
As the forward airspeed increases, the vertical stabiliser develops aerodynamic forces which opposes the torque-induce yaw, and so the pilot can slowly relax his pedal input to the point where little or none is required at normal cruising speeds.
Holding a steady heading away from the direction of the wind in a hover can be a difficult task. More or less pedal input than normal will be necessary to maintain heading and in very strong winds the helicopter may completely lack the tail authority thrust to do this. Performing a spot turn in wind requires careful co-ordination of the controls. Pilot Information: Hovering should be avoided in side or rear winds greater than 17 Knots.
Since in a steady hover the rotor is generating exactly enough thrust to maintain a constant height, if some of this thrust is now deflected to provide forward acceleration, the remaining thrust is. Therefore, an increase in power using the collective lever is required to compensate. As the helicopter transitions into forward flight, between approximately 12 and 24 knots the rotor encounters Transverse Flow see section 3. Positive opposing cyclic input will be required to overcome this behaviour.
As airspeed increases, the rotor begins to develop Effective Translational Lift ETL as it begins to leave its own vortices behind and move into undisturbed air.
This increases the aerodynamic efficiency of the rotor and more lift is generated for the given power setting. The helicopter will begin to climb if the power is not reduced using the collective, which may or may not be desired.
To summarise, as the helicopter transitions from the hover into forward flight, the pilot must work the cyclic to maintain pitch and roll attitude, reduce left pedal input to correct for the loss of torque-induced yaw, and reduce collective pitch if a constant altitude is to be maintained. It will require a lot of practice before a seamless transition can be achieved without the helicopter even momentarily deviating from the intended heading or attitude.
To travel faster, greater forward cyclic deflection is applied and to climb, collective pitch is increased to generate more thrust. However, the two are interrelated in that climbing will occur if forward cyclic pressure is reduced as part of the forward thrust is deflected vertically. To increase the cruise speed, greater forward cyclic is required.
Eventually, the cyclic can be pushed no farther forward and airspeed will not increase any further. Note that VNE Velocity to Never Exceed is not necessarily indicative of an achievable speed in normal operation, but a safety limit, where the helicopter may sustain damage or become uncontrollable above. A helicopter may exceed VNE in a rapid descent, in which case there will be insufficient forward cyclic input to overcome flap-back and the helicopter may pitch and roll out of control.
Pilot Information: VNE is not an absolute figure, but is dependent upon altitude and aircraft loaded weight. As greater forward cyclic inputs are made to maintain higher forward speeds, thrust needs to be increased using the collective lever to counter the deflection of thrust horizontally to maintain a constant height.
The pilot must be careful not to over-torque the transmission, otherwise damage may occur. This may be exceeded for short durations and during take-off, i.
The pilot must apply greater right cyclic inputs to maintain a level attitude as airspeed increases. As the thrust is transferred from driving the helicopter forward, the greater vertical component now attempts to force the helicopter to climb. If this is to be prevented, the pilot must reduce collective pitch slightly to compensate. As the helicopter slows below 40 knots, the tail rotor loses efficiency due to the presence of the main rotor vortices and loss of the aerodynamic efficiency of the vertical stabiliser.
The pilot must now apply anti-torque pedal input to oppose the torque-induced yaw. The loss of translational lift will also require a compensatory increase in collective pitch to avoid sinking. As the helicopter slows towards zero airspeed, the cyclic is centred and the power adjusted to maintain a hovering altitude. An aggressive slow-down, where a high degree of nose-up pitch is applied, will cause the helicopter to balloon in height unless power is reduced by lowering the collective during the manoeuvre.
However, this is likely to cause the rotor to over-speed as it is pitched to face the airflow, like a windmill. In forward flight, ascents and descents are also performed using the collective lever to increase or reduce the thrust generated, thus resulting in a climb or descent.
However, small changes can be made using the cyclic pitch, or a combination of the two. Doing so may cause the clutch to disengage and the rotor to freewheel. The up-flow of air through the rotor in this condition may cause the rotor to increase in speed. Rotor speed during a descent should be modulated by use of the collective lever.
Raising the lever will lower the rotor RPM. Care should be taken to maintain rotor RPM within the green band on the gauge. Since the aerodynamic effect of the vertical stabiliser opposes torque-induced yaw in forward flight, as power is reduced, so does the need to oppose torque-induced yaw.
Therefore the pilot may experience a yaw to the left during a low-power descent which requires right pedal to counter in order to retain a constant heading. Prior to final descent into your landing zone you should reduce your forward speed to below 85 knots to avoid the rotor chopping sound that can occur between approximately 85 and knots when descending at between and feet per minute. Pilot Information: Excessive and unnecessary helicopter noise causes complaints from the public and contributes to increasing pressure on local airports to close down or cease helicopter operations.
Consideration should be shown by the pilot to reduce the noise generated by the rotors when operating around airfields and over populated areas by avoiding aggressive manoeuvring and the kts and fpm descent noise abatement region. Approaches are performed by reducing forward pressure on the cyclic to adopt the descent attitude. The collective lever should be lowered to reduce the thrust that would otherwise cause the helicopter to climb.
To ensure that the clutch remains engaged and the rotors do not over-speed, the collective should be lowered only so far as to induce the desired descent rate. During the descent, airspeed should be controlled using fore and aft movement of the cyclic. The descent rate and rotor RPM are controlled using the collective lever, ensuring that the rotor RPM remains within the green band on the gauge.
As airspeed slows towards the hover, the pilot should be ready to apply power and compensate with left anti-torque pedal. The pilot should consider that the turbine requires a small time to spool up when the collective lever is raised and anticipate the need to bring in power early and smoothly to avoid rotor droop and turbine temperature spikes.
The pilot should maintain awareness of the airspeed and descent rate and ensure that the helicopter is not descending faster than fpm when the airspeed drops below 30 knots. Pilot Information: Downwind approaches are especially dangerous as low airspeeds can be encountered much earlier as the pilot concentrates on slowing the helicopter to a hover above a fixed point on the ground.
Therefore approaches should always be performed into the wind whenever possible. If it appears as if the landing will overshoot the intended touchdown spot, the pilot should not attempt to reduce power further to increase the rate of descent. This could result in VRS with inadequate distance above the ground for a safe recovery, or leave the helicopter at a height from which vertical auto- rotation is not possible at such a low airspeed.
This will reduce the pilot workload involved in managing the effects of the main rotor vortices and wind gusts on the tail rotor. To land, the pilot should concentrate on holding a steady hover and gently reduce the collective lever until the helicopter begins to descend. If the approach was performed correctly then the helicopter is already within the ground effect height and so the slight descent rate will not be arrested as the helicopter descends further.
Hint: The user will find low altitude hovering and landing easier if the 3D virtual cockpit is used and scaled with the zoom factor to give a wide peripheral view and tilted down so that both the horizon and the view through the chin bubble are visible.
The pilot should avoid the temptation to raise the collective lever to cushion the landing unless it is apparent that damage or injury will occur otherwise. Abrupt or excessive movements of the collective lever will make the helicopter more difficult to control as the pilot also has to manage the varying tail rotor thrust in response to the differing torque demands. During an auto-rotation the up-flow of air through the main rotor causes it to continue turning like a windmill and thus provides enough lift for a controlled descent, much like a sycamore seedpod falling from a tree.
The pilot must manage rotor RPM using the collective pitch lever, applying small amounts of pitch to prevent the rotor from over-speeding whilst ensuring that too much pitch does not cause enough drag to slow the rotor.
The ideal airspeed for an auto-rotation is 55 knots. The pilot should use cyclic pitch to maintain the airspeed and collective pitch to control the rotor RPM. With practice it should be possible to balance the two and achieve the ideal 1, feet per minute descent rate. As the helicopter nears the ground, the forward airspeed should be arrested using aft cyclic input and the helicopter brought into a low hover, at which time the pilot must apply collective pitch to cushion the touchdown.
As the pilot applies collective, the increased drag and sudden loss of up-flow will cause the rotors to slow dramatically. If this is performed too high above ground, rotor speed will be lost and the helicopter will descend to the ground too fast, as all lift is lost. This forward airspeed helps reduce rotor RPM decay as the pilot performs the final increase in collective pitch to arrest the descent. Therefore, it is recommended that run-on auto-rotations be performed and collective pitch reduced as airspeed decays below 20 knots in order to avoid the main rotor stall that will otherwise inevitably and unfortunately occur.
The reason for this is that if the pilot needs to bring the power back in to recover in the hover or abort the practice auto-rotation for any reason, the turbine does not have to spool up so far and torque and temperature spikes can be avoided. Pilots should bear this in mind and consider the fact that in a real engine off landing there will be no power at all and rotor RPM will decay a lot faster during the final stages.
If either of these conditions is met, the TOT light will illuminate. This cannot be reset by the pilot and is an indication to subsequent pilots that damage may have previously occurred to the engine and should be inspected by a mechanic.
If either of these conditions have occurred or are believed to be about to occur, the pilot should press the idle release latch and close the throttle fully whilst continuing to hold the starter button down.
The pilot should not motor the starter to bring the temperature down any further. The turbine blades can warp or stretch if spun whilst exposed to such high temperatures and exposure to cold air from the compressor could induce thermal shock and potentially crack or otherwise damage the power turbine blades.
Should sufficient damage be caused during a single or subsequent hot-starts, where the pilot has not acted quickly enough or appropriately to prevent it, the engine may suffer a mechanical failure, if the Difficulty Level and Failure Mode support it. A fire may result until fuel is shut off and a grinding noise will be audible.
Once the turbine has slowed to a stop it will likely not spool up again due to the damage, and servicing should be sought to rectify the problem.
Pilot Information: If for whatever reason the fuel is shut-off during a start, on no account should it be re-introduced, as this will almost certainly cause the EGT to skyrocket and cause a hot-start. If engine speed has decayed then the pilot must close the throttle past the idle stop to shut off the fuel before reapplying the starter button and reintroducing fuel as per a normal ground start-up sequence.
However, since the rotor is freewheeling, the reduced air pressure within the engine should enable it to spool back up to normal operating speeds somewhat quicker. The pilot should not attempt to restart the engine in the event of a mechanical failure as this could cause greater damage or induce a fire.
On no account should the pilot attempt to restart the engine. The pilot should adopt the auto-rotation profile and prepare for an emergency landing. Upon landing, the helicopter should be vacated safely and all persons removed to a safe distance in case of fire.
By closing the throttle, the pilot effectively disengages the governor, ensuring that the FCU does not attempt to manage the rotor RPM through the broken and unloaded transmission and consequently over- speed, potentially causing engine damage. The pilot should then auto-rotate to a safe landing after which the helicopter should be shut down normally. Since torque-induced yaw is only generated when the engine is turning the rotors, the best course of action is for the pilot to throttle the engine back to idle and auto-rotate to a landing.
Alternatively, it might be possible for the pilot to attempt a run on landing whilst maintaining full engine power. By keeping the airspeed close to 40 knots, where the aerodynamic properties of the vertical stabiliser are able to maintain a reasonably straight direction of flight, the pilot is able to adjust the direction of flight by increasing or decreasing the torque-induced yaw using collective pitch.
If it is possible to hover at that setting then you may be ale to reduce lift slightly in order to effect a touchdown by circling the cyclic stick to deflect lift forces sideways. Alternatively, reducing the collective slightly may lose enough lift to touchdown, so long as a dangerous yawing spin is not allowed to develop otherwise the helicopter could roll over on touchdown. Your course of action with a stuck pedal depends very much on the circumstances and the degree to and direction in which the pedals are stuck.
It may be possible to adjust power in order to maintain a constant heading allowing for a run-on landing. Slow to between 60 and 70 knots using careful, steady cyclic inputs.
Hovering is difficult without hydraulics, but not impossible , so aim to perform a run-on landing at a speed below 20 knots. In gusty conditions attempting to hover is not recommended, as you may be unable to compensate quickly enough. It is almost certain that you have a corrupt SimConnect installation caused by an old version of the Microsoft Visual Studio VS runtime libraries, upon which SimConnect depends, that broke backward compatibility.
This was corrected in later versions, starting with VCRedist version , dated 24th October Other add-ons may request a connection using an older version of the dll, i. RTM or SP1 , which may work without error. The first thing you should do to try and correct it is to download the latest version of the VS re- distributable package from Microsoft and install it, ensuring the version number is or later. Important note: DodoSim accepts no responsibility for the accuracy or validity of instructions given by third parties, nor any corruption to your system caused by following them, accurately or not.
This may take several flights to occur as wear information is accrued and recorded. Your aircraft can be equipped with low skids, high skids or floats and there is also a high skid utility version with a working cargo hook. The Dodosim for fsX requires careful engine management and flight handling. Improper care and operation of the various systems will cause damage. All controls can be used in 2d cockpit, 3d virtual cockpit or a mixture of both and are mappable for custom hardware or full blown replica cockpits.
Hydraulics Control Boost : Cyclic stick and collective power functions are fitted with a realistic hydraulic assistance, that can be disabled or failed.
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