xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx Aerospatiale SA365N DAUPHIN/HH-65A DOLPHIN: Version 2 by Ian Standfast Thanks for downloading this revised version of the Dauphin. Version 2 visual improvements: version 2 of the Dauphin has a more accurate representation of the helicopters shape with improved textures. The flight model is the same as the previous version. Thanks to John Hamer and Nick Canning for their input during the development of the original flight dynamics and supplying me with the reference material for the Virgin G-HEMS. If you want to find out more about the G-HEMS operations in London check out their web site (www.hems-london.org.uk) & the e-mail address (info&hemslondon.win-uk.net). XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX this text file will be basically the same which ever of these aircraft you have downloaded. Dauphvv2.zip (SA365N of The Helicopter Emergency Medical Service (HEMS) based at The Royal London Hospital, UK. (Sponsored by Virgin) Dauphv2.zip (HH-65A Dolphin SAR Helicopter of the US Coast Guard) white & Red Dauphcgr.zip (HH-65A Dolphin SAR Helicopter of the US Coast Guard) All red Dauphxv2.zip (SA365N of St. Vincent Hospital and Medical Centre of Toledo, Ohio. USA Dauphyv2.zip (SA365N of Butterworth AeroMed inc.,Grand Rapids, Michigan. USA Dauphev2.zip Dauphiv2.zip Dcivd.zip (various civil/commercial markings) For other aircraft, See list at end of this txt file xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx SPECs these are pretty general as there are several variations of this aircraft. Manufacturer: Aerospatiale Type: SA 365N Dauphin 2 First flight: Jan 24th 1975 Engines: 2x 710shp Turbomeca Arriel 1C Turboshafts or 2x 680 shp LTS 101-750A-1 Textron Lycoming Turboshafts Rotor diameter: 39ft Length Rotor turning: 44ft Height: 13ft 2inch Gross weight: 8,488lbs Max speed: 176mph - 283km/h at sea level (I have set the overspeed for this figure) Range: Max range 548miles - 882kms Capacity: various arrangements of crew and passengers up to 14 people in all (I think). xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx INSTALLATION FS5 Put all the .af files into your fs5 TEXTURE subdirectory Put the Air file into your PILOTS subdirectory INSTALLATION FS6 (Converter required. Available on Keith's Helipad) If you convert this aircraft to FS6 you will find it flies very smoothly and is very stable. FS6 converter required. If flying the Dauphin in FS6 replace '12 taps down' on the F2 key with '10' where mentioned in the flying instructions. INSTALLATION FS98 (Converter required. Available on Keith's Helipad) This air file does not convert well to FS98. I may develop a dedicated FS98 air file in the future but am waiting to see what happens with an improved version of the Bell 206 file. In the meantime see below. Keith's Heli Patches (Available on Keith's Helipad) This Aircraft is very nice to fly with the heli patch from Keith (retract Twin Engine version). Just a word of advice here, if your having trouble with the Bell heli in FS98 put in a 20knt wind, you'll find that it will damp out most of the yawing motion letting you concentrate on the cyclic and collective controls. Alternatively, Keith has produced a simplified Helicopter file for use with downloaded helicopters, follow his installation instructions carefully AFTER you have converted the Heli to FS98. xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx IMPORTANT CHECK for Fs5.1 Check under the design aircraft menu in FS5 that the moments of inertia read as follows: Pitch moment of inertia: 40000 Roll moment of inertia: 60000 Yaw moment of inertia: 60000 if they don't then change them to the above figures. XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX FLYING Brief notes: First thing, Switch off auto coordination. You may need to set your joystick sensitivity at about 75%-100% Set your elevator trim to just down from the central position. (The trim for cruise is the best setting for the whole flight envelope) Configurations for take-off and landing. Here is a basic set of settings for approaches, take-offs, hover-taxi and cruising. With practice you should be able to make low level approaches at cruising speed with long gentle descents into any landing area. The Dauphin will do beautiful pedal turns (Hammerheads) and will almost fly sideways in the hover. I found the best way to get used to the hover performance was to deploy the airbrake as soon as the aircraft leaves the ground, then jiggle between the first and second flap setting to control height with the power set at maximum, then throw full rudder in right or left and leave it there, then just get the feel of the cyclic stick as the aircraft flys gentle circles over the airfield at about 50ft, you can do this with the gear up or down. When you think you've got the hang of it try a quick stop Approach the landing field at full speed at a height of 200ft, go to full power and lower the gear and as the speed falls gently raise the nose to prevent to much loss of height. When the sink rate increases apply airbrakes, and just afterwards, the first stage of flap (if you do this to soon the aircraft will rise), as the sink continues add the next stage of flap, reduce power by 12-14 taps on F2, and just before touchdown add the last stage of flap. Its great practice to do this kind of approach, one pirouette, and then fly away. LOW SPEED AND TAXI HANDLING The rudder is your primary steering control when taxiing or on slow approach, use the stick to maintain fuselage attitude and to correct any roll induced by large rudder deflections. If the turn slows down, add a little fuselage roll in the direction of the turn. Make all control movements quite positive and then return the stick to centre position gently, try to 'nudge' the aircraft around in the hover rather than steer it. Most control movement on the cyclic stick in this phase of flight will require a forward stick movement at the same time as you feed in right and left. The aircraft will drag its tail around like an old dog, so put some left or right boot in on the rudder to help. Don't use the rudder in cruise flight. The first few goes at this will be difficult as you need to get used to the control lag. But once you've mastered it you should be able to get the Dauphin/Dolphin into the sport stadiums, turn around and fly back out without touching down. TAKE-OFF 1. a Use full flaps, apply full power, with or without airbrake (it just makes the ground roll slightly longer). b As the aircraft leaves the ground retract one stage of flap c When ready reduce one more stage of flap and push the nose down. d Raise the Gear e wait a few seconds until you have a little airspeed, then raise the nose about 5 degrees, retract flaps all the way and reduce power steadily to about 88% (12 taps on the F2 Key) (FS6 94% 10 taps down on F2) With this setting the aircraft should settle down into a cruise of about 145-160kts. TURNING IN CRUISE 2. Will require a little forward stick initially and additional power depending on the angle of bank. LANDING 3. a Approach landing area at 1000-500ft (with practise, much lower), leave throttle at cruise setting of 88% for FS5 and 94% FS6 b When the area you wish to land in is about to dissapear behind the instrument panel go to full power (F4key) and lower the gear at the same time (this is your 'finals' approach stage and should be used for long gentle descents when approaching your landing area. The amount of time you spend in this phase depends on your height and distance to touchdown point. You end up at about 40kts coming down gently. c As you near your landing area, begin a gentle flare, apply airbrake, wait a few seconds for the speed to drop further, then apply one more stage of flap in that order. speed will drop further. To stop the descent and maintain altitude ad next stage of flap. d Adjust power a little for the appraoch path you require e As you near your touchdown point, set power to 88% FS5 or 94% FS6, wait until you get a steady descent and and then deploy the last stage of flap. reduce a little more power if required, Flare and land. Fully retract flaps, apply wheel brakes, then when ready taxi to the ramp. The latter stages of the approach should be flown with a five degree nose up attitude. If you want to check this, pop outside and look at the rotor tip path, it should be level with the horizon. The Dauphin will do a really nice slow hover taxi with: Full flap, power set to hold height steady, gear down, airbrake out. Mantain 5 degrees nose up attitude To climb away from the hover taxi, apply full power, close airbrake, raise gear and remove one or two stages of flap. To ground Taxi, retract the flaps, apply airbrake, and increase power by three taps on the F3 key (FS5) or four (FS6) this should give you a speed of between 6 and 10 knots. All the above figures are based on a full fuel load. Have fun. XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX OTHER AIRCRAFT (All available on Keiths Virtual Helipad and/or the compuserve FS forum.) S76apas.zip (A model S76 in the colours of Pelita Air Services)Indonesia S76AH.zip (A model S76 in the colours of Air Harrods)UK S76bond.zip (A model S76 in the colours of Bond Helicopters)UK (Available soon) * S76A plus in the colours of the Hong Kong Flying Service * S76 B model in 'KLM ERA' and 'Air Harrods' Colours WA120RR.zip Wallis WA-120/R-R A 120hp gyro with an enclosed cockpit. WALFRANX.zip Wallis WA-116/F/S A modified 116 with a Franklin engine. WALXXX.zip Wallis WA-116/Mc (Little Nellie) The star of the 1960s Bond movie. ROTODYN.zip Fairey Rotodyne. An autogyro/helicopter hybrid designed in the 1950s. Was never produced, but the prototype broke several records and generated a lot of commercial interest. XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX If you have any comments about any of my aircraft, Please E-mail me at 106071,2027 or 106071.2027@compuserve.com Ian Standfast XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX Copyright C. Ian Standfast 1997 Legal stuff: THIS IS FREEWARE. THIS AIRCRAFT IS THE PROPERTY OF THE AUTHOR, AND CANNOT BE RE-SOLD OR PACKAGED WITH ANY PRODUCT FOR SALE, WITHOUT THE EXPRESS WRITTEN PERMISSION OF THE AUTHOR. THIS TEXT FILE MUST ALWAYS BE TRANSPORTED WITH THE AIRCRAFT IF IT IS RE-ZIPPED AND UPLOADED TO OTHER FORUMS/WEBSITES. THE AUTHOR IS NOT LIABLE FOR ANY LIABILITIES THAT YOU MIGHT INCUR AS A RESULT OF USING THIS PRODUCT. YOU ASSUME THE RISK OF USE.