DCS Black Shark - Tunnel Vision

The game: DCS Black Shark
The tactical situation: a flight of two Ka-50 is prepping by fire the route that land forces will use to advance  through insurgent-controlled territory.
The topic: sensors are good, but watching out of the cockpit is what keeps you alive.

We stop well ahead every built up area to scan ahead.

Found a truck-mounted ZU-23-2 near the road. We fired at it, but the range was too high (3.4 km).

In search for a better angle of fire and a better range, we fly parallel to the road with the threat at our left.

At the new firing position, the range is still high. But the field of fire is extremely clear.

The new firing position and my sustained staring at the SHKVAL got us too close to a new built up are. Another AAA position fired at us and hit me.

The shark is bleeding smoke as I pull it out of trouble. The enemy AAA keeps shooting at us: see the tracer just below the rocket pods in my left pylon.

With all this damage, I'm surprised I could fly the shark out of the enemy fire.

Emergency landing. This is not going to look good in my pilot's file.

The enemy system that hit me was another ZU-23-2. I was a fool letting my flight so close to the built up area. But while reviewing the mission track I could see a first burst of AAA not hitting me. If I would be watching out through the window instead of the Shkval screen, I could have avoided the enemy fire.

Cheers,

"The Tanks of August" - Military History of the Five Day War

I've been waiting for something like this since 2008: a good military history of the conflict between Russia and Georgia.

It's a free pdf, grab it from this webpage. Thanks to WarfareSims.com for the heads up!

Attention LOMAC and DCS Black Shark mission editors. This is going to be a great resource for inspiration.

Although we got Abkhazia and not South Ossetia in LOMAC and DCS Black Shark, the terrain and the units in these two flight simulators can be used to create scenarios very similar to the real thing.

Cheers,

Flight Safety for the Ka-50: Autorotation with both engines out

Two failed attempts to report today:

1. To autorotate and make a decent landing after a dual engine failure
2. To make a decent video

Cheers,

Flight Safety for the Ka-50: Autorotation with Engines at Idle

One of the myths about helicopter flying is that if your engine(s) quit, you are gone. Actually, helicopters can "autorotate", wiht the rotor blades moving like a windmill and providing limited lift. Autorotation is an important emergency procedure and real helicopter pilots practice it. In this entry, a practice autorotation with the engines at the idle position ...

Flight Safety for the Ka-50: Retreating Blade Stalls

Writing about "flight safety" for an aircraft that is supposed to fly right into the teeth of enemy anti-aircraft guns and missiles sounds like an oxymoron. However, attack helicopter pilots are taught and practice the principles of helicopter flight safety. This short series of "Flight Safety for the Ka-50" is intended to raise some awareness on the topic. The extended DCS Black Shark manual has great information on this topic, make sure to check it out.

Ever flew the Ka-50 straight and level around 295 Km/h, right when all alarms start buzzing, seconds before your blades disintegrate and you plummet into the ground? I have to confess that in all my ignorance I thought that this blade clipping was just the strength of the forward airspeed bending the blades downward, sometimes forcing the top blades into the bottom ones (doh! the top and bottom blades can't collide with each other!)

UPDATE 10/30/09: The top and bottom blades CAN hit each other. Thanks to faithful reader Loke for the correction (see "comments" below). Also, take a look at the following links:
Thread at the official DCS forums
News article on a Ka-50 crash due to top and bottom blades collision
SimHQ article on coaxial rotors aerodynamics

Doh! Rotor blades clipped at high forward airspeed. Image is clickeable.

What actually happens is that a stall of the rotor blades makes the blades flutter and fail structurally.

Stalls, the helicopter version
Every airfoil can stall and helicopter's ones are no exception. Actually there are two main types of stalls for helicopter airfoils: retreating blade stall and settling with power. In this entry, I will briefly mention retreating blade stalls. Settling with power will the topic of a future entry.

I'm no airfoil guru, so I will make this very simple. Imagine the simplest helicopter, with just two blades in its main rotor. The airspeed at each blade is what generates lift. When the helicopter is moving at a considerable forward airspeed, an interesting thing happens: at every turn of the main rotor there is a point where the instant airspeed at the blade moving forward is bigger than the one at the blade moving backwards (retreating blade).

A simple, two blade helicopter with the blades rotating counter-clockwise (the red arrows circle represents the rotation of the blades). The total airspeed at the advancing blade is the airspeed generated by the rotation of the blades plus the airspeed generated by forward movement. The total airspeed at the retreating blade is the airspeed generated by the rotation of the blades minus the airspeed generated by the forward movement. Click the image to enlarge it.

Eventually, if the forward airspeed is very high, the retreating blade will stall! Fortunatelly, retreating blade stalls are easy to avoid (don't exceed the maximum forward airspeed), easy to get out of plus and as frequent as stalls in fixed wing aircraft.

However, keep in mind that in the case of the Ka-50 the vibration generated by a retreating blade stall will eventually cause the blades to fail structurally. This has catastrophic consequences most of the times.

Dissymmetry of lift, de la Cierva and how this sim got me officially freaked out
Now, if you remember that in helicopters the airspeed at the blades is what generates lift you will realize that if the forward airspeed of the aircraft goes up, the advancing blade will generate more lift than the retreating blade. The result is that right half of the rotor disk will generate more lift than the left side. This is called dissymmetry of lift. The guy who solved this dissymetry of lift problem was the Spanish engineer and aviation pioneer Juan de la Cierva. De la Cierva invented the so-called flapping hinge, a device that allows the advancing blade to flap up (see third figure in this page).

This flap up of the advancing blade at high speeds is modelled in DCS Black Shark. See the screenshots below.

Flying at 60 Km/h IAS. The advancing blade in the bottom blade assembly has almost no "flap up". Click the image to enlarge.

Flying at 295 Km/h IAS. The advancing blade in the bottom blade assembly has an evident "flap up". Click the image to enlarge.

The level of detail in this simulation is un-freaking-believable!

Cheers,

DCS Black Shark: Nap of the Earth (NoE) Flying with the Radar-Altitude-Hold Flight Mode

The best way to deal with enemy radar-guided missiles while piloting the Ka-50 featured in DCS Black Shark is not to get shot at. Nap of the earth (NoE) flying reduces the chances of an enemy radar getting a lock at the Ka-50. NoE flying is very exhilarating, but requires a lot of concentration. This blog entry is about the use of the radar-altitude-hold flight mode to make that NoE flying a bit less stressful.

NoE flying. Click the image to expand it.

As soon as you get the Ka-50 flying straight and level (and low), hit the altitude hold button in the autopilot panel (see image below). Make sure that the mode of holding altitude is based on radar and not on barometric readings.

The altitude hold button on the autopilot control panel and the altitude source switch. Click the image to expand it.

The upper panel lights up with an easy-to-see reminder of what you have switched on. Click on the image to expand it.

Once the altitude hold flight mode has been engaged and you are flying straight, level and low hit the collective brake lever ([F] in the keyboard) to set your current altitude as the desired altitude. Your Ka-50 will now fly at the altitude you just selected. Your airspeed can be adjusted by slightly pushing (increase airspeed) and pulling (decrease airspeed) the cyclic. I repeat "slightly": if you move the nose of the Ka-50 more than 5 degrees up or down from level, your Ka-50 will climb or sink. In this screenshot I'm making 200 km/h at 7 meters of altitude without any effort. Click the image to expand.

The time has come to reduce the airspeed: pull the cyclic, but don't let the nose to go up more than 5 degrees or you will climb. Note the aircraft datum in the HUD display: nose is no more than 5 degrees up. In this example, I reduced the airspeed from 200 to ~120 km/h without changing my altitude too much (just one meter up!). Click the image to expand it.

Nose up to stop the Ka-50. Note the low altitude. Click the image to expand it.

Surprise! The radar-altitude-hold flight mode will automatically fly your Ka-50 over hills of moderate slopes. Click the image to expand it.

Cheers,

DCS Black Shark: Where did my target go?

Flying an attack helicopter in combat is a very demanding task. Keeping track on the targets, the threats, communications, weapon systems and flying the damn thing at the same time is the pinnacle of multitasking. Ed Macy put it very eloquently in his book "Apache": "... taking an Apache into battle is like playing an Xbox, a Playstation, and chess grand master simultaneously-while riding Disney World's biggest roller coaster ..." The information overload used to kick me hard when I couldn't find enemy units or landmarks I've seen in the Shkval just before performing hard evasive maneuvers. I reckon that probably the main cause for this is the shock of the near-(virtual) death experience (I tend to kill myself just maneuvering out of a missile's path). But I digress.

The I-251 "Shkval" electro-optical targeting system offers a great way to find back that enemy unit, landmark or general terrain area I have just been watching before maneuvering the Black Shark. The trick is locking the Shkval onto that point of interest before losing sight of it.

Locked into a multistory building. Please note the appearance of the building in front of the one I've locked. Click for an expanded view.

Now performing a 360 degrees turn while descending. I've lost sight of the building and off course the lock on it. Click for an expanded view.


Turn and descent complete. Now looking at the general area again from a lower altitude, the Shkval is in ground stabilized mode pointing just a few dozen meters ahead of the previous lock (do you recognize the building that was in front of my previous lock?). Click for an expanded view.

Everytime you lock onto something, the Shkval stores the target's angular coordinates and range into it's memory. I suppose this allows the targeting system to point itself back into the area you have locked into. I'm sure that there has to be a limit for how long in time or how far spatially you can be from the original lock-on in order to get the targeting system keeping the data in its memory. But as you can see I descended a lot from my original lock-on position, turned 360 degrees and still the targeting system was ground-stabilized fairly close to the original lock-on.

Cheers,

Books recently published or to be published soon ...

... that may be of interest for the simulation fans who visit this blog.
This one is already out in the UK. Let's hope that they publish it in the US sooner than later because I read only good things about this book. As you remember, Ed Macy already had authored Apache. If you are into DCS Black Shark, like this book you will (Yoda's advice :) ).

This other book was published by the Naval Institute Press, but will be available in US stores later in September. There is no shortage of books and reports about the Battle of 73 Easting, but Douglas Mc Gregor is a top-notch soldier, writer and thinker. Looking forward to feed my already big Steel Beasts ProPE passion with this book.

Cheers,

DCS Black Shark: "A Stick and Rudder Man's Guide" at SimHQ

Frank "Dart" Giger (SimHQ Aviation and Air Combat co-Editor) has written a wonderful article on how tackle the complex task of flying the Black Shark.

Mr. Giger is a great writer and a straight forward thinker. His previous article on DRM schemes in games was brilliant.

As I recently started to fly "Wings over Vietnam", with its extremely simplified avionics and target acquisition systems, I found the following paragraph spot on (bold is mine):

I dislike “switch simulations” with a passion. Nothing sucks the joy from my soul quite like the word procedure in relationship to the operation of flight simulation, and referring to an aircraft as a platform is the height of insult in my book. It’s not the technical brilliance of the band and the craftsmanship of the floor that that excites me near as much as the woman I’m dancing with, after all — and it’s the only reason I’m there, to be honest.

Cheers,

DCS Black Shark Controls Lockup? Try this.

The latest patch for DCS Black Shark has implemented a new and default trimmer implementation. It works like this: once you hit the trimmer button, any input from your joystick and rudder pedals will be ignored until you center them. Most of the times this new trimmer implementation works like a charm, but if you fail to center your joystick and rudder any further input from them will be ignored (controls lockup, yikes!).

If your joystick and rudder pedals are not properly calibrated/centered, these lockups will happen when you least want them. Joysticks and pedals generating a moderate amount of "noise" will also produce these lockups.

To avoid these lockups, I suggest you go into the game's option suite, controls tab, axis commands and click on the "tune axis" option. Once in the axis tune panel, provide a small amount of "dead zone" to the axis of your controllers. The amount of "dead zone" depends on how noisy your controls are.



Cheers,

Where's All That Nagging Coming From: the Black Shark's ADF

I'm compulsively trying to figure out instrument landings in DCS Black Shark.

This entry, though, is about one capability of the Black Shark that I bumped into while experimenting with the instruments. After some manual reading, I found out that this feature is actually documented there (warning, this is not a discovery of any sort!). Flipping switches and then go to read the manual to understand what the hell just happened is not the optimal way to learn, but alas the manual's style will never engage me in a cover-to-cover reading madness.

Anyway, here is the thing. The Black Shark has an electronic system to find the direction of radio transmissions. It's called the "ARK-22 ADF" (ADF stands for automatic direction finder). The ARK-22 ADF controls the Radio Magnetic Indicator (RMI) needle on the Horizontal Situation Indicator (HSI), pointing it in the direction of the transmitting signal. The ARK-22 ADF is vital to point the pilot towards airport radio beacons that transmit a radio signal with all the information needed for instrument landings.

It turns out that the ARK-22 ADF can be used to find the direction of incoming regular radio transmissions. Who ever talks to you by radio, you can see in the HSI where the transmission came from.

Talking with the guys at the FARP. The red caret (actually named RMI-2) at the HSI (horizontal situation indicator) wheel (right panel, ABRIS screen) shows where the transmission came from. Click the image for a better view.

Another example. This time my wingman is answering my request to change formation. Note how the red caret in the HSI wheel (right panel) shows the direction from which the wingman is transmitting. Click the image for a better view.

Not bad for an helicopter that doesn't have a radar warning receiver! ;)

Cheers,

Pattern Approaches with the (DCS) Black Shark

With the release of the DCS Black Shark extended manual, it was just a question of time until seeing the flight instructors of the Virtual Combat Squadron 56 Condor (ECV56 Condor) raise the bar for the squadron's pilots. The veterans among the virtual pilot cadre of the ECV56 are the real deal: they squeeze every single drop of simulation juice out of the DCS Black Shark. There is a sense of airmen pride in this virtual unit, which is great. Sometimes my piloting skills and knowlege are so sub-par that I feel like a party crasher. :)

Right now, the instructors of the virtual unit are focusing on pattern landing approaches. They have posted a couple of mini-missions for practice, one with clear weather and the other one with weather that is poor to even drive a car. (The ECV56 Condor is headquartered in Argentina and the website is in Spanish)

A great evening for flying around the airbase

Turning for yet another approach leg

It's getting late, let's land this thing and have some vodka

The images above from the clear weather mini-mission. Take a look below for the second mission in poor weather.

Somebody please tell me why I signed up for this?

Nothing else to trust but your instruments

I couldn't believe I made it in one piece

I have a lot of things to cover yet. All the flying above done with the help of the ABRIS and tuning into the airport's non-directional beacons (NDB). My approach slope was a living joke.

Cheers,

DCS Black Shark 1.0.1: Taking the Patch for a Ride

As I mentioned in a previous entry, DCS Black Shark has been patched to version 1.0.1.

One of the things I was most waiting for is the new trim implementation. The new 1.0.1 trimmer waits for you to re-center the controls before starting to take your inputs again instead of giving you just one second as in the previous version.

I took my 1.0.1 Black Shark for a ride in order to test this new trimmer implementation.

It works like a charm. My control of the bird is more natural and precise than before. Only thing I found a bit disorienting is the effect of the trimmer on the yaw. There will be some re-learning, but overall I'm really happy.

Also, when you press and release the trimmer button there is a metallic sound (maybe the electromagnets holding the controls in place?) that resembles heavy coins thrown into a can. Pretty neat metallic feeling into that.

To this under-skilled virtual pilot, nothing is more challenging than landing the Black Shark in a FARP. No other maneuver is better to test if my control of the helicopter is easier after the patch.

Coming in high (~500 m) and relatively fast (~100 kmh). Can you distinguish the rectangular form of the FARP, below the speed indicator? Click the image for a better view

The way I land on FARPS is a bit rough in the edges, so bear with me.

I set the collective and trim the controls for a 3-5 m/s descent with a forward speed of ~100 km/h. A couple of hundred meters off the FARP, I flare the helicopter until the forward speed drops to around 20 km/h.

After the flare, I use the nose pole of the Black Shark as a visual reference. I try to keep the landing spot between the tip and the base of the pole. Click the image for a better view

When the helicopter is trimmed correctly after the flare, all it takes to land is collective and small cyclic inputs! And the new trimmer implementation, off course ... :)

Right after touchdown, pull the stick a little and trim it so you avoid forward movement. Don't forget the parking brake! Click the image for a better view

The landing shown above accomplished without sweating or cursing as during the pre-patch days.

Cheers,

DCS Black Shark 1.0.1 Patch Released!

The wait is over!

Finally, the 1.0.1 Patch for DCS Black Shark has been released.

Go grab it here.

Cheers,

DCS Black Shark 1.0.1 Patch: Read Me File Available

The "read me" for the upcoming 1.0.1 patch is available at the DCS Black Shark Official forums.

And just when I was half-way proficient with trimming of the helicopter, this:

In addition to the original trimmer implementation, in which control input is disabled for 1 second to allow the player to quickly re-center his controls, a new method is included in version 1.0.1, using a different re-centering logic. In the new method, control input is disabled until the player returns the controls to their neutral position. This allows the player to re-center his controls smoothly, minimizing unwanted control input.

The new trimmer logic is optional and is selected ON by default upon installation of the patch. Selection of the trimmer implementation is available in the GAMEPLAY menu of the game options.

The Yaw (heading) autopilot channel functionality has also been redesigned. If the yaw rate is under 3 deg/sec. when the trimmer button is released, the autopilot will stabilize the helicopter heading. If the yaw rate is greater than 3 deg/sec., the autopilot will stabilize the yaw rate to maintain the turn.

This sounds better than the current trimmer implementation. Nonetheless is going to take some time to re-learn.

Totally unrelated image from a previous entry: tactical landing! Do not attempt this at home, folks!

Cheers,

DCS Black Shark: My Lame Attempt to Toss Bomb

In a previous blog entry, I compiled some information about different weapons-delivery methods of attack helicopters. One of the methods that struck me was the so-called "attack from the climb", AKA "toss bombing".

Here is a graphic showing this attack method:


I've done some toss bombing in Falcon 4 Allied Force but the weapons delivery computer of the F-16 does all the work for you. I remember doing some toss bombing with WWII-era airplanes (IL-2 series) and I only recall hitting a target once.

My question for this entry is: how does toss bombing feels like using an attack helicopter?

Using DCS Black Shark's mission editor, I armed my helicopter with 2xFAB500 (free-fall bombs) and placed a group of fuel tracks as targets.

Huge bombs, tiny wings. Click the image for an expanded view.

After some troubles with finding/locking the targets and aligning my flight path with the targets, I went down to 120+ meters of altitude and pushed the cyclic forward until my speed was ~220 km/h.

The "easy" part the attack run. Note my poor piloting skills as judged by the convoluted flight path in the ABRIS (black lines in the map). Click on the image, otherwise you won't see anything.

At ~2.4 km from the objective, I start a 20 degrees climb and the first thing I notice is that my speed drops dramatically (note to self: this is no airplane, dude). Occupied with watching my airspeed and other parameters, I find myself too close to the targets.

Climbing and too close to the enemy. Click on the image for an expanded view.

I drop the two bombs and to my dismay they just fall down like heavy rocks. I was expecting to see the bombs to continue in an arc, but alas they just went down, with some forward inertia the flight path of the helicopter gave them.

Bloody Fugasnaya Aviatsionnaya Bomba! Click on the image for an expanded view.

I couldn't hit @#$#$ with my bombs, but sure they look pretty when they go off. Click on the image for an expanded view.

Precision bombing is just not my thing. Click on the image for an expanded view.

In closing, I think that these bombs are too heavy for toss-bombing from an attack helicopter. If this attack method is possible at all, I should try to increase my forward speed before the climb.

Cheers,

DCS Black Shark 1.0.1 Patch Includes New Skins

Chizh, an Eagle Dynamics team member, has announced here that the 1.0.1 patch will include 29 new fictional skins for the Black Shark attack helicopter. The new paint schemes are from Russia, Canada, Netherlands, Germany, Spain, Belgium, Denmark, Georgia, United Kingdom, USA, France, Ukraine and Israel.


Very nice ... but where's the patch? Just kidding, patch is still scheduled for August.

Cheers,