DCS: Mi-8MTV2 Magnificent Eight ist eine äußerst realistische PC-Simulation des Mi-8MTV2, eines Transport- und Feuerunterstützungshubschraubers und eine aufgerüstete Variante eines der am häufigsten produzierten Hubschrauber der Welt - des russischen Mi-8 (NATO-Codename "Hip"). Der Mi-8 hat in den letzten 40 Jahren in über 50 Ländern in einer Vielzahl von Modellen gedient und ist ein verehrter Veteran unzähliger militärischer Operationen und ziviler Dienste auf der ganzen Welt. DCS Mi-8MTV2 wurde von Belsimtek und Eagle Dynamics, dem Team, das hinter dem Erfolgstitel DCS: UH-1H Huey steht, entwickelt und bietet auf dem virtuellen Schlachtfeld von DCS World weiterhin außergewöhnlichen Realismus und fesselndes Gameplay.
Die Simulation umfasst die genaue Modellierung aller primären Flugzeugsysteme, die Avionik und die Funktion fast aller Schalter und Bedienelemente im Cockpit. Die Flugdynamiken werden mit Echtzeit-Physikberechnungen modelliert und unter Verwendung der aktuellen Mi-8MTV2-Dokumentation und von Piloten, die intensiv an Entwicklung und Tests beteiligt sind, sorgfältig abgestimmt. Das Ergebnis ist nicht nur die realistischste Nachbildung der Mi-8 auf dem PC, sondern eine umfassendes Hubschraubersimulation, die komplexe dynamische Effekte, welche speziell beim Hubschrauberflug auftreten, korrekt darstellt, wie z. B.: Autorotation, Wirbelringzustand (VRS), translatorischer Auftrieb und viele andere.
Als Teil des DCS-World-Schlachtfeldes wirst du ins Cockpit der Mi-8MTV2 platziert, um auf dem linken oder rechten Sitz als Pilot, oder als Bordschütze Kampf-, Transport- und Unterstützungseinsätze zu fliegen. Ausgerüstet für Nahfeuerunterstützung kann der Hubschrauber mit ungelenkten Raketen, Geschützbehältern und Bordmaschinengewehren bewaffnet werden. In der Transportrolle kann eine Ladung von bis zu vier Tonnen intern oder drei Tonnen als Außenlast an einem Seil befördert werden, um Vorräte unter einer Vielzahl von Gelände- und Wetterbedingungen an- und abzuliefern. Mit einer Reihe einzelner Missionen und einer handgefertigten, immersiven Kampagne tauchst du ins Geschehen ein. Spiele online mit oder gegen andere DCS-Spieler in einem synthetischen Online-Gefechtsfeld.
Eine Schnellstartanleitung und interaktive Trainingsmissionen helfen dir beim schnellen Einstieg, während das umfassende Flughandbuch die Systeme und Betriebsverfahren des Hubschraubers detailliert beschreibt. Eine Vielzahl von Spieloptionen ermöglicht es jedem Spieler, seinen Schwierigkeitsgrad je nach Bedarf anzupassen.
Hauptmerkmale von DCS: Mi-8MTV2 Magnificent Eight:
Die Mi-8MTV2 wurde entwickelt, um die Mobilität der Bodentruppen zu erhöhen und Feuerunterstützung auf dem Schlachtfeld zu bieten.
Zu den Hauptaufgaben des Hubschraubers gehören:
Abmessungen:
| Länge: | |
| Gesamter Rumpf | 18,424 m |
| Mit drehenden Rotoren | 25,352 m |
| Höhe: | |
| Ohne Heckrotor | 4,756 m |
| Mit drehendem Heckrotor | 5,321 m |
| Abstand | 0,445 m |
| Hauptrotor: | |
| Durchmesser | 21,294 m |
| Anzahl Blätter | 5 |
| Drehrichtung | Im Uhrzeigersinn |
| Heckrotor: | |
| Typ | Kreuzgelenk |
| Durchmesser | 3,908 m |
| Drehrichtung | Im Uhrzeigersinn |
| Anzahl Blätter | 3 |
| Fahrwerk | |
| Typ | Dreipunkt |
| Spurweite Hauptfahrwerk | 4,510 m |
| Achsabstand | 4,281 m |
| Statischer Bodenwinkel | 4° 10' |
Leistungswerte:
| Normales Abfluggewicht | 11.100 kg |
| Maximales Abfluggewicht | 13.000 kg |
| Nutzlast: | |
| Normal | 2.000 kg |
| Maximal (mit vollen Haupttanks) | 4.000 kg |
| Passagiere | 21 – 24 |
| Verwundete auf Tragen | 12 |
| Maximale Geschwindigkeit im Geradeausflug in 0 - 1000 m: | |
| Normales Abfluggewicht | 250 km/h |
| Maximales Abfluggewicht | 230 km/h |
| Reiseflug in 0 - 1000 m: | |
| Normales Abfluggewicht | 220–240 km/h |
| Maximales Abfluggewicht | 205–215 km/h |
| Schwebeflughöhe mit normalem Abfluggewicht außerhalb Bodeneffekt (Standardatmosphäre) | 3.960 m |
| Dienstgipfelhöhe: | |
| Normales Abfluggewicht | 5.000 m |
| Maximales Abfluggewicht | 3.900 m |
| Reichweite bei einer Höhe von 500 m, Reisefluggeschwindigkeit, mit vollen Haupttanks bis 5 % Reserve: | |
| Mit einem Abfluggewicht von 2.117 kg | 495 km |
| Mit einem Abfluggewicht von 4.000 kg | 465 km |
| Mit einem vollen externen Treibstofftank | 725 km |
| Mit zwei vollen externen Treibstofftanks (Überführungsreichweite) | 950 km |
Die Hubschraubergeschwindigkeit wird mit Hilfe vollständiger Gleichungen bestimmt, die die Kräfte und Momente nicht nur am Rumpfschwerpunkt (CG) berechnen, sondern auch auf die sich drehenden Rotoren wirken, wozu auch die Schlagbewegungen der Rotorblätter gehören. Dadurch ist es möglich, alle für den Hubschrauberflug spezifischen dynamischen Effekte zu modellieren.
Die auf das Hubschraubermodell wirkenden aerodynamischen Kräfte werden als Summe der Parameter seiner einzelnen Elemente abgeleitet: Haupt- und Heckrotor, Rumpf, Seitenleitwerk, Höhenleitwerk, Seitenleitwerk, Pylone und Fahrwerk. Jedes dieser Elemente ist einzeln innerhalb des lokalen Koordinatensystems der Flugzeugzelle positioniert und orientiert und hat seine eigenen aerodynamischen Eigenschaften.
Die aerodynamischen Eigenschaften der einzelnen Modellelemente werden mit spezieller Software unter Verwendung numerischer Methoden vorberechnet. Bei der Bestimmung der Kräfte und Momente, die auf den Haupt- und Heckrotor wirken, umfassen die Berechnungen die axialen und longitudinalen Komponenten der Luftströmungsgeschwindigkeit, der Blattverstellung, der Rotorwinkelgeschwindigkeiten, der Luftströmungsparameter und der Blattträgheitscharakteristik.
Die auf jedes Modellelement wirkenden aerodynamischen Kräfte werden entsprechend seiner vorberechneten Eigenschaften in seinem eigenen Koordinatensystem bestimmt. Dazu gehören lokale Änderungen der Luftströmungsgeschwindigkeit in der Umgebung des Elements, die durch andere Modellelemente induziert werden.
Jedes Element hat eine Beschädigungs-/Zerstörungskapazität, die sich auf die Hub- und Schwerpunktberechnungen des Modells auswirkt. Der Schaden kann entweder durch aerodynamische Kraft oder durch physischen Kontakt mit dem Boden oder anderen Objekten verursacht werden. Der Boden- und Objektkontakt wird mit einem System von Starrkörperpunkten modelliert.
Die detaillierte Echtzeit-Modellierung der Dynamik, die mit den Haupt- und Heckrotoren, dem Rumpf, dem Leitwerk und anderen Elementen der Flugzeugzelle verbunden ist, führt zu Flugeigenschaften, die denen des echten Hubschraubers sehr nahe kommen und es ermöglichen, wichtige Flugbedingungen und -effekte wie drehmomentinduziertes Gieren, Translationsauftrieb, Translationstendenz, Rotorüberdrehzahl und -abfall, Strömungsabriss der Blätter, Autorotation, Wirbelringzustand usw. auf natürliche Weise zu induzieren und genau zu modellieren.
Die Mi-8MTV2-Simulation wurde unter der Leitung eines erfahrenen Mi-8-Piloten und unter Bezugnahme einer Fülle von Flugzeugdokumentationen und weiteren Tests durch Piloten und andere Fachexperten entwickelt, um die Genauigkeit der Leistung des Modells zu gewährleisten.
DCS: Mi-8MTV2 verfügt über ein genaues und hochdetailliertes 3D-Modell des Hubschraubers mit einer Konstruktion aus über 100.000 Dreiecken (die dann ein Polygonnetz ergeben) und einer Vielzahl von historisch genauen, hochauflösenden Bemalungen. Mehrere Texture Maps, Normal Maps und Specular Maps werden verwendet, um eine Vielzahl von Spezialeffekten zu erzielen, während die Skelettanimation zur Animation der Rotorblattbiegung verwendet wird.
Die Hauptrotorbaugruppe ist vollständig animiert und überträgt die Bewegung der zyklischen und kollektiven Steuerungen korrekt auf das Rotorsystem, sodass es möglich ist, das Kippen der Rotorscheibe, das Conning und die Blattverstellung tatsächlich zu sehen.
Das Modell umfasst eine umfangreiche Schadensvisualisierung, die sektorbasierte Durchschüsse/Schrapnell-Durchschüsse, das Aufbrechen von Cockpit-Hauben/Fenstern sowie eine Vielzahl von teilweisen oder vollständigen Rissen von Flugzeugteilen umfasst.
The development team was able to record actual Mi-8 audio in the field both inside and outside the cockpit under a variety of conditions specifically for this project. Many custom audio samples of actual Mi-8 sounds were taken in an effort to faithfully represent and immerse the player in the audio environment of the helicopter. Inside and outside the cockpit, the sound environment is filled with handcrafted audio that includes the main rotor, tail rotor, engine components, various cockpit switches and controls, and weapons.
A video of the team's field trip to record Mi-8 audio is available here: http://www.youtube.com/watch?v=yQY4TtjK0qk
DCS: Mi-8MTV2 features an accurately reproduced, highly detailed and interactive 3D cockpit with six-degrees-of-freedom ("6DOF") technology that allows the player to move the viewpoint in any direction inside the cockpit space. This means you can not only look up, down, left and right, but also raise or lower your viewpoint, slide to either side, move closer or further from the instrument panel, and even tilt left or right.
The cockpit includes the three standard crew positions of Pilot-Commander in the left seat, Pilot-Navigator in the right seat, and Flight Engineer in the center and slightly back.
Nearly all of the onboard systems of the helicopter are animated and functional, allowing the player to configure the systems in the cockpit by either using the mouse to click on the desired switches and controls or by using keyboard shortcuts that can be mapped to the player's control devices.
For low light/night operations, fully adjustable internal lighting is available and includes two flood lights and a number of panel and instrument light controls.
The helicopter is equipped with lateral, longitudinal, integrated collective pitch-throttle, and directional flight control subsystems. Control inputs are transferred from the cockpit to the rotor blades by mechanical linkages and hydraulic servos. Pilot control is assisted by an automatic flight control system (AFCS) with an integrated four channel autopilot, the hydraulic flight control servos, and pitch, roll, and yaw trim systems. Both the pilot and copilot have collective, cyclic, and directional controls, which are carried by mechanical linkage to the first and second stage control units which combine, sum, and couple the cyclic, collective, and yaw inputs. Resultant output signals are boosted and routed to the main and tail rotors through mechanical linkages with the hydraulic servos.
Lateral and longitudinal control of the helicopter is by movement of the cyclic sticks through push rods, bell cranks, and servos to the main rotor swashplate. Movement in any direction tilts the plane of the main rotor blades in the same direction, thereby causing the helicopter to move in that direction.
The cyclic stick is mounted on the cockpit floor in front of the pilot's seat. The stick assembly is of metal construction and includes a wheel brake lever and lock. The grip includes a three position ICS/RADIO button, an AUTOPILOT DISENGAGE button, a weapons FIRE button, and a TRIM control button. The FIRE button has a guard to prevent accidental activation.
A hydraulic cylinder and mechanical stop are included in the longitudinal control linkage to limit swashplate aft tilt to a maximum of 2°12' when the helicopter is on the ground or taxiing. The stop is controlled by weight-on-wheels microswitches mounted on the main landing gear strut supports. As the pilot pulls back on the cyclic, the longitudinal stop causes a sharp increase in the force required to move the stick when the swash plate aft tilt reaches 2°12'. As the helicopter lifts off the ground, the microswitch contacts open and the stop disengages, releasing the limit on aft swashplate tilt.
The collective pitch control system includes integrated throttle and main rotor collective pitch control linkages. The collective inputs raise or lower the swashplate slide. This changes the pitch of the main rotor blades, causing an increase or decrease in lift on the entire rotor disc. When the collective stick is moved upward, main rotor collective pitch increases. At the same time, the engines increase to a higher power setting. When the collective stick is moved downward, main rotor pitch and engine power decreases. The collective control inputs reach the main engine throttle controls via a series of bellcranks and push rods. The collective inputs to the main rotor swashplate slide are routed via bellcranks and push rods to the collective flight control servo and collective lever/rocker.
The collective stick is mounted on the cockpit floor to the left of the pilot's seat. The stick includes the twist-grip throttle control with friction adjustment, covered control buttons for external cargo emergency jettison and normal release, a spring-loaded N2 trim INCR/DECR switch, a searchlight control button, and a CLUTCH RELEASE button. A hydraulic clutch holds the stick securely in any position, allowing the pilot to make smooth pitch adjustments and preventing the stick from creeping. Ordinarily, the clutch is adjusted manually using the handwheel to allow the stick to be moved, without releasing the clutch, with a force of 20-25 kg. The CLUTCH RELEASE button activates the hydraulic clutch release system, allowing the stick to be moved with a force no greater than 1.5 kg. When the button is released, the clutch re-engages. The CLUTCH RELEASE button also disengages the autopilot altitude channel. The engine condition levers (ECLs) are mounted on the left side of the collective bracket.
The directional control system is operated by the pilot or copilot pedal assemblies. From the pedals to the directional servo, the control linkage consists of a system of push/pull rods and bellcranks. Cables are used to pass control inputs to the tail rotor gearbox. The pitch change mechanism for the gearbox consists of a chain, sprocket, and worm gear, which extends or retracts the pitch control rod. Rod movement is transmitted via the pitch change links to the blade grips, resulting in a change of blade angle. Pushing the left pedal forward causes the pitch control rod to retract. The blade pitch angle decreases and the helicopter turns to the left. Pushing the right pedal forward extends the pitch control rod, increasing the blade pitch angle, and the helicopter turns to the right. Right pedal movement is limited by СПУУ-52-1 (SPUU-52-1) moveable stop (pitch limiter) system which uses air density and temperature to adjust the maximum tail rotor pitch angle and prevent overloading of the tail rotor and drive system.
The pilot's pedals are mounted on a bracket on the cockpit floor in front of the seat. Pedal adjusters are provided to adjust the pedal distance for individual comfort. Microswitches are mounted in each sub-pedal assembly to allow the pilot to introduce directional control inputs while the autopilot yaw channel is engaged.
Force centering devices are incorporated in the cyclic and directional control systems. These devices are installed in the control linkages routed along the left forward bulkhead in the cargo cabin. The devices furnish a force gradient or "feel" to the cyclic sticks and pedals. The farther the control element is deflected, the more force is applied. A TRIM DISENGAGE button is located on the pilot and copilot cyclic stick grips. Pressing and holding the TRIM DISENGAGE button will immediately reduce the forces on stick and pedals to zero. Releasing the button reengages the trim.
The helicopter is equipped with the AP-34B autopilot system. The autopilot stabilizes the helicopter in pitch, heading, roll, altitude, and airspeed. The autopilot interfaces with the helicopter navigation equipment to hold a selected course. The AFCS includes the four-channel autopilot system and an airspeed correction unit.
The autopilot system is designed to stabilize control of the helicopter while taxiing, during takeoff, while hovering, in flight, and during landing. Under normal operating conditions, the yaw, pitch, and roll channels are engaged before beginning to taxi and remain engaged throughout the flight and landing. The altitude channel is engaged as needed to maintain the selected barometric altitude. The autopilot system includes an integrated control panel for the yaw, roll, pitch, and barometric altitude channels; a trim indicator unit; an amplifier/control unit; pitch and roll compensation transducers; and yaw, pitch, and roll rate gyros. The control panel and trim indicator unit are located on the center console. The hydraulic flight control servos apply autopilot corrections to the flight control surfaces and provide feedback signals to the autopilot channels. Autopilot roll, pitch, and altitude correction signals are limited to a maximum of 20% of control travel for flight safety in the event of false signals or system failure. The pilot may intervene at any time while the autopilot is engaged to make manual corrections by operating the flight controls. The autopilot channels are engaged by pressing the green ON buttons at the top of the control panel on the Center Console. The roll and pitch channels are designed to work together continuously, while the yaw and altitude channels can operate independently. The yaw and altitude channels can be disengaged individually using the red OFF buttons on the control panel. Each channel has a trim indicator which shows the relative displacement of the flight control servo spindle. The control panel has centering knobs for the yaw, pitch, and roll channels which allow the pilot to introduce small corrections (±10°) by turning the knob for the channel requiring correction.
The Mi-8MTV2 helicopter power plant consists of two TV3-117VM turboshaft engines. The engines are installed on the fuselage deck in a common nacelle. They are situated parallel to helicopter's longitudinal centerline at a distance of 600 mm from each other and are tilted downward, toward the front, at an angle of 4°30' relative to the fuselage horizontal reference line. The rear output shafts of the engines are connected, via a uniball coupling, to the main transmission, which transmits power to the main rotor, AC generators, tail rotor, and accessories.
The engines have an integrated regulating system which provides main rotor speed control and synchronizes the power output of both engines. They have both automatic and manual throttle control systems. Either engine may be operated independently to allow for flight or emergency takeoff with one engine inoperative. The engines are equipped with individual air inlet particle separators and anti-ice systems.
The air inlet particle separator system protects the engine inlet during taxiing, takeoff, and landing at unimproved airstrips and in sand/dust areas. In addition the system provides electrical and bleed air anti-ice heating.
The system mounts on the front of the engine, in place of the nose cone assembly. Each engine has an independent particle separator system. The system begins to operate when bleed air is supplied to the ejector by opening the flow control valve. The valve is controlled by the DUST PROT LEFT and DUST PROT RIGHT switches located on the Pilot-Navigator's Right Side Console. When the system is running, suction pulls contaminated air into the inlet duct passages (1). Centrifugal forces throw the dust particles toward the aft dome surface (2) where they are driven by the air flow through the separator baffles (4). The main portion of the air, with the dust removed, passes through the duct to the engine air inlet (3). The contaminated air (dust concentrate) is pulled into the dust ejector duct (5) and discharged overboard (6).
The АИ-9В (AI-9V) auxiliary power unit (APU) is used as the source of compressed air to crank the main engine compressor rotors during engine start. It can also be used to supply 27 VDC power to the onboard electrical systems on the ground and in flight if the generators fail. The APU has its own fuel control, oil system, regulating system, starter- generator unit, and ignition unit. It consists of a centrifugal-type compressor, single stage axial turbine, ring-shaped combustion chamber, exhaust nozzle, drive housing, and integrated oil tank. The APU is mounted in the aft nacelle compartment. It is separated from the transmission compartment by a lateral firewall. The APU starting circuits are powered by 27 VDC from the Battery Bus. The APU is designed for up to 30 minutes of continuous operation.
The ВР-14 (VR-14) main transmission is mounted on top of the center fuselage deck. The mounting struts attach at four points to the fuselage. The transmission is basically a reduction gearbox used to transmit power to main rotor, tail rotor and accessories at a reduced RPM. There are freewheeling clutches in the input quills to provide a quick-disconnect of one or both engine in case of a power failure. This allows for safe flight with one engine inoperative and allows the main and tail rotors to rotate in order to accomplish a safe autorotational landing.
The intermediate gearbox is designed to change the angle of the tail rotor driveshaft axis by 45° to conform with the angle between the tail boom and vertical stabilizer.
The tail rotor gearbox is designed to rotate the tail rotor at the required RPM. The tail rotor gearbox mounts at the top of the vertical stabilizer. The gearbox changes the direction of rotation by 90° and reduces the RPM to a nominal speed of 1120 revolutions per minute. The tail rotor gearbox also incorporates a mechanism for changing the tail rotor pitch.
The rotor brake reduces the time required to stop the main rotor. It is also used to block the transmission while the helicopter is parked and during maintenance operations. The brake is operated by a cable linkage from the rotor brake control lever, located to the right of the pilot's seat. The brake control lever assembly contains a microswitch that blocks the engine starting circuits if the brake is engaged. The engines can only be started if the brake is fully released, i.e., the brake lever is in the full down position. The rotor brake control lever has a rachet mechanism to secure the lever in the desired position. A button at the top of the brake lever grip is used to unlock the rachet
The air cooling system includes the oil cooler fan assembly, distribution lines, and cooling shrouds. The oil cooler fan cools the oil in the engine and transmission oil coolers, the AC generators, the hydraulic pumps, and the air compressor. The oil cooler fan assembly mounts over the rear section of the engine compartment. The main transmission drives the fan.
The Mi-8MTV2 armament includes unguided rockets, cannon and machine guns, and free-fall bombs in various payload configurations. The helicopter is equipped with 6 external weapon stations, numbered 1 through 6 if facing forward from the cockpit.
The Mi-8MTV2 can be armed with the following weapon systems:
The PKV (ПКВ) collimating sight is designed to provide aiming cues when employing gun systems, unguided rockets, and bombs against targets within visual contact in day and night time conditions, as well as to provide target range data. The sight is positioned on the left side of the cockpit for use by the Pilot-Commander.
The sight includes a reflector glass and an elevation control rotary to set the angle of depression based on the weapon type and attack profile (target range, airspeed, dive angle, wind).
The sight reticle consists of three conformal rings of 200, 120, and 40 mils in diameter, and vertical, horizontal and diagonal crosshairs scaled with 10 and 20 mil hash marks.
