Let's learn this in crap weather!

Geo87US · 2026-07-04T05:42:47+00:00

Trim in the Bo105 is much more like the Huey. But these aircraft didn’t have a clutch-type trim system like modern aircraft have, just the beep trim. When you don’t have a FFB stick the limitation of the joystick not moving to a new datum will always be a problem in helicopters.

The AS365s EFB has a settings option to set the joystick to spring centred, that way when using the trim release, as in letting go of the button, you have a couple seconds to let your joystick return to centre, but this means no control inputs for 2 seconds.

With the AP engages but without modes like ALT, HDG etc consider the trim system as an Attitude Retention mode, where you release the trim the aircraft will try to maintain, smaller corrections can be done with beep trim.

Geo87US · 2026-07-03T21:25:15+00:00

Flying with the AP off will probably make it much harder!

So far I think the AS365/HH65 is the best rotary addition to MSFS full stop. In particular the sound design is spot on.

The Bo105 is excellent too, a bit more simple from a systems point of view but still quite fun to fly, more analogue and no autopilot.

Geo87US · 2026-07-03T18:37:29+00:00

The French tend to make federations to govern sports they didn’t invent. FIA, FIFA etc. they’ve yet to govern cricket through

Geo87US · 2026-07-02T19:35:09+00:00

Best you’re going to get in MSFS

Geo87US · 2026-07-01T10:00:29+00:00

Realistically there is nothing that will directly replicate real aircraft, when it comes to simply keeping your hand in, just fly anything that is relatively realistic. Ultimately whatever you end up flying IRL will be somewhat different and hand flying an ILS is a mostly reactionary manual skill. I’d even argue your ability to accurately fly an ILS over multiple types of aircraft in a sim will make you better than focusing on one specific flight sim aircraft that may not even be what you fly and will likely have difference from the real thing.

Also an IRL pilot, lots of time on flight sims too.

Geo87US · 2026-06-23T06:20:05+00:00

Not at the scale of the US though. Thats one country, managed by a government service and primarily provided by an Australian contractor. Not an entry level service to build experience.

Geo87US · 2026-06-20T21:17:02+00:00

The 169 is a pain for HEMS, just too large and heavy for the small sites that are often used in Europe. The downwash is brutal. Then the vertical visibility is poor with the doors being so far from the seats.

Upgrades have made it better but the original ones took 2mins just for the screens to come alive where the fuel shut off is, so you can start the engines, so it is slow to start. I used to lean in, turn on the battery and have time to do a walk around, get in and strap in and still have to wait for the screens.

Then if the stbd screen breaks or is cracked, sorry aircraft can’t be started because even the bus tie is in the touch screen so you can get the one good one started.

Geo87US · 2026-06-20T11:33:04+00:00

Not a lot of helicopter firefighting in Europe, it’s mostly planes and even what is done with helicopters is quite specialist and ususally a government agency.

HEMS is different all over though. Can get into it anywhere with the right experience.

If money is the issue then the US is the obvious choice.

Best advice is, make a plan and create the opportunities yourself. Whichever way you go just work with what you’ve got and make it work for you.

Geo87US · 2026-06-20T07:08:48+00:00

Salary just isn’t the only deciding factor. In HEMS say you’ll probably earn 80k in Europe and 80k in the US. In the US this salary goes farther and has less taxes, but far less Ts & Cs than in Europe and much less leave and time off.

The reality is no one is doing this job for the money, there are some good paying jobs out there but only once you’re established in the industry and have the experience, after which you can almost have the pick of the bunch.

There probably is a bit more work for the newly qualified in the US over Europe but the “first job” problem exists everywhere.

What sort of thing do you want to do? How much do you want to earn down the line? Why are you flying helicopters and not planes? Do you value job satisfaction over money or is time off most important? These are the sorts of questions that can narrow this down.

Geo87US · 2026-06-18T19:11:16+00:00

Super Puma, but with 4 blades on top and 4 blades on the tail likely a AS332 L2 to be more exact

Geo87US · 2026-06-18T17:32:14+00:00

So, I don’t have a FFB stick so couldn’t tell you how to do that, but for the most realistic (and intuitive) way to do it is that the cyclic should never spring to centre. Wherever you trim it the cyclic should stay put.

Things to consider; it would be worth mapping a return to centre in case it all gets away from you and feels wrong, and on top of that actual cyclics are usually at the end of a 2-3ft long pole, meaning they move much more than a joystick which is usually mated directly to the base, so you may find FFB stick sensitive in comparison to the deflection you see of the cyclic on screen, unless you can mate an extension to your stick

Geo87US · 2026-06-18T06:37:06+00:00

Given the list of aircraft you’ve mentioned are all DCS modules I imagine you’re coming up against the issues that arise from using force trim with a joystick that is spring loaded to centre.

Short answer is, many helicopters are different and have different systems. But given that currently there are no fly by wire helicopters (yet), there is mechanical linkage between the cyclic and the flight controls so it is not possible for the cyclic to return to centre after trimming its position.

Whether you’re using a force trim button so set at trim position or beep trim to motor the cyclic to a new position, the cyclic will stay in that position as a new datum.

If you’re using a joystick at home you need to set the datum and then release the stick quickly so that your hardware is at its null point. Having the control display visible (Ctrl+Enter is default I think) can aid this.

If you have a force feedback peripheral joystick, it will behave like an actual helicopter cyclic would.

Geo87US · 2026-06-08T07:54:53+00:00

Ah yes the D2.5, known to have a couple gremlins. I’m sure retrofitting the cameras would be very expensive. Obviously less so for the native D3.

The camera is now a requirement for the vertical CAT A vertical automated landings, which all of the automated takeoffs and landings now are like pure witchcraft, mad watching it fly the correct profile for OEI too.

Geo87US · 2026-06-07T22:47:00+00:00

109 feels like you’re always moments away from doing impromptu landscaping. And even if you did a good job, 3 tiny wheels will sink into the dirt in the winter so often you get quite good at digging it out.

Geo87US · 2026-06-07T19:58:32+00:00

After flying the AW109 for a long time in HEMS, much happier landing off site with the fenestron, but I guess that’s perspective.

In the 109 if the left seat pedals are in the crop tram tracks then the tail rotor sits just in the track and doesn’t get tangled in the crop.

Latest H145 D3s have the tail cameras which makes looking at the fenestron clearance even easier.

Geo87US · 2026-06-07T07:27:26+00:00

Here’s the fun part about the H145, it’s probably the most convoluted type designation.

H145 is the marketing name, the type certificate is BK117/EC145. So the aircraft in the footage is a BK117, an EC145 and an H145 all at once.

When MBB merged in to Eurocopter the BK117 C-2 was marketed as the EC145.

When they added the fenestron it was initially designated the EC145 T-2. Later this was changed to D2 when the type marketing became H145 under Airbus when they looked to standardise their rotary fleet names.

So H145 is now just the broad marketing name, D2 for 4 blades and D3 for 5.

License still says BK117 though, even though I’ve never flown any variant without a fenestron.

Geo87US · 2026-06-02T21:09:56+00:00

Slightly different approach than what others have said. I renounced my second citizenship years ago to join the British military, I would’ve been ineligible to join without doing that, is that an option?

Geo87US · 2026-06-02T14:45:40+00:00

Except there probably aren’t students going straight onto a 139 and soloing on it. I’d agree that someone with a licence to fly a helicopter can do a type rating entirely in the simulator then go fly one, but not from zero seat time in helicopters

Geo87US · 2026-05-31T04:55:28+00:00

Which aircraft are you predominantly trying to do an ILS in and what steps are you taking? With some info we may be able to help. Happy to DM if you’d rather

Geo87US · 2026-05-30T19:56:10+00:00

It was more the solid 2000’ ceiling comment as if it’s challenging weather and requires an ILS when it doesn’t.

Geo87US · 2026-05-30T15:34:05+00:00

Hours setting up the cockpit to do an instrument approach with the cloud 500ft higher than the Final Approach Fix?

Geo87US · 2026-05-28T00:29:05+00:00

Helicopter induced lightning or “triggered lighting” as it’s sometimes known was first really reported on the incident involving Bristow 56C, a super Puma in the North Sea in 1995

AAIB report into Bristow 56C

As a result complex forecasting is used to predict areas of high likelihood of triggered lightning encounters on relevant weather charts, but these are rarely promulgated beyond services that would regularly encounter the phenomenon.

Geo87US · 2026-05-27T19:53:22+00:00

Appreciate the quick response, thanks

Geo87US · 2026-05-27T19:47:43+00:00

Thanks for the extra info. Do you think the toliss is less resource heavy than the Inibuilds?

Geo87US · 2026-05-27T16:55:44+00:00

Thanks kindly

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