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The goal of Project 64 is to preserve Commodore 64 related documents
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The Project 64 etext of the Super Huey manual, converted to etext by
Russell Reed <rreed@cei.net>.

SUHUEY10.TXT, February 1997, etext #173.

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SUPER HUEY UH-1X

OVERVIEW

The UH-1X is a new, experimental high performance helicopter utilizing
the latest in electronic control systems and stabilization.

Features include a state-of-the-art electronic instrument console; and
on-board computer that regulates and monitors ships' systems as well
as providing pilot commands for special functions; automatic pitch
control/engine power linkage for RPM equilibrium including
synchronization of anti-torque pitch unless directly controlled by the
pilot.

Also employed is a new VLW (very light weight) piston engine molded
with a super-strength, super-light material, still classified by the
military, which rivals the weight/thrust ratio of most turboshaft
engines.  Mounted vertically, the engine is coupled to the main rotor
shaft through a custom/direct-drive transmission system with a 10 to 1
reduction ratio.

The rotor assembly consists of semi-rigid blades and a hub
articulation system that is electronically adjustable through varying
flight conditions.  The effect of this system is to reduce drag by 40
to 60 per cent and increase forward speed potential substantially.

Structurally based on Bell Helicopters' UH-1 series, the UH-1X
fuselage is made of a carbon-fiber material and molded for optimum
aero-dynamic characteristics and low weight.

The streamlined interior seats one pilot in front with room for one
passenger or co-operator directly behind.  The main controls are
incorporated into one stick, a revolutionary and controversial
innovation that replaces the collective, cyclic, and anti-torque
controls of conventional helicopters.

While this arrangement offers some new problems for novices and
experienced pilots, it also provides a few advantages necessary for
the UH-1X configuration.  It allows for solo flight, enabling the
single pilot to control the craft while at the same time operate the
on-board computer, radio or weapons controls.  The fuselage is
vulnerable to weapons fire although the material has an elasticity
component which can resist or deflect hits better than metal exteriors.

The Weapon System includes rockets that can be armed in sets of four
and fired at one-second intervals.  Two machine guns are mounted on
either side of the fuselage and fire in tandem.  Maximum rocket supply
is sixteen and the guns have 2000 rounds each.  The UH-1X was not
specifically designed as a military aircraft.  Its high speed and long
range is useful for reconnaissance or rescue and its armaments provide
adequate defense capability.

The UH-1X represents a step in a new direction in helicopter flight
design and control.  See your Huey dealer and test fly one soon.  In
the meantime, prepare yourself with the Super Huey Flight Simulator
from Cosmi, Inc.


SYSTEM REQUIREMENTS

1.) The Super Huey Diskette
2.) Commodore 64 Computer
3.) Commodore VIC-1541 or VIC-1540 single drive floppy disk.
4.) One joystick controller.


LOADING THE PROGRAM

SUPER HUEY is a machine language game program which will load into any
standard Commodore 64 Computer by following the instructions below
exactly.


IMPORTANT NOTE:  The joystick controller must be plugged into CONTROL
PORT NO. 2. (It will not function in CONTROL PORT NO. 1.)  SUPER HUEY
is a two part program.  Do not remove the disk until the entire
program has loaded.


DISKETTE VERSION

1.) Attach the Commodore VIC-1540 or VIC-1541 Disk Drive to the
    computer according to the Disk Drive Instruction Manual.

2.) Turn on the computer and wait for the flashing cursor and the
    READY message.  Now turn on the Disk Drive.  Wait for the red
    light on the drive to go out.

3.) Insert the program Diskette and close the drive latch.  Type on
    the computer:  LOAD "SH",8 and press the RETURN key.  The computer
    will respond with the message, SEARCHING FOR SH.

4.) After a moment, it will read, FOUND SH-LOADING.  When the READY
    message returns, type:  RUN and press RETURN.  The program title
    card will appear and the program will start loading automatically.
    When the program is loaded, the game will begin immediately.

5.) Do not turn off disk drive with diskette in disk drive.

6.) When the instrument cluster appears on the screen, turn on the
    on-board computer using the F1 function key.  Enter the ASN
    command to select an assignment and stand by for the automatic
    loading of further program material.

    When the disk drive stops, leave the disk in place and proceed
    with normal helicopter operations (See Instructions).


A BRIEF SUMMARY OF CONVENTIONAL HELICOPTER CONTROLS

This is not intended as a tutorial on helicopters but rather a general
description of the traditional and well understood characteristics of
rotary-wing aircraft.

The physics of flight are the same for fixed wing and rotary wing
aircraft but the helicopter introduces some complex problems over
airplanes.  In the first place, airplanes are inherently stable
whereas helicopters are inherently unstable.  As a result, planes
require less constant controlling than do helicopters.  Both the wing
of an airplane and the rotor blade of a helicopter are "airfoils" and
interact with the air in the same way through the "Bernoulli effect."
Briefly, this describes the effect of the curvature of a wing causing
a higher air pressure area below the wing and a low pressure area
above, producing lift, as the wing moves through the air.  A
fixed-wing craft requires forward thrust to produce lift.  A
helicopter blade achieves forward thrust by spinning on a stationary
axis thus producing lift only in a direction parallel to the axis, or
vertical thrust.  The amount of lift depends on the "angle of attack"
of the airfoil, the angle of the blade to the relative wind.  This
angle of attack is proportional to the pitch of the rotor blade which
is controlled by the pilot, greater pitch producing more lift.  At the
same time, as pitch increases, so does drag since more blade surface
is presented to the airflow, and consequently, more power is required
to maintain the rotor RPM.

The relationship between pitch and RPM is perhaps the most important
consideration in operating a helicopter.  Another factor in a
rotary-wing system is the torque reaction of the spinning rotor on the
fuselage.  The torque of the turning rotor exerts and equal and
opposite force on the body of the craft causing it to turn opposite to
the blades unless counteracted by another force.  In this case the
tail, or anti-torque, rotor blades.  The tail rotor provides thrust in
a direction opposite the torque reaction, thus equalizing the force
and stabilizing the heading of the craft.  Further, the thrust of the
tail rotor is controllable by the pilot providing directional control.
This is possible because over-compensation of the torque effect will
turn the fuselage in the direction of the spinning blades, and a
thrust less than the force of torque will allow the fuselage to turn
against the rotor direction.


Four main control systems are found in conventional helicopters.
These are the cyclic stick, the collective pitch control, the throttle
and the anti-torque (or rudder) pedals.  The collective pitch control,
or simply, collective, increases or decreases the pitch of all blades
equally.  The collective is the primary vertical thrust control.
Normally, pulling up on the collective stick will produce lift and
lowering it will decrease lift.  As mentioned above, as pitch
increases, so does rotor drag, requiring an increase in engine power
to maintain RPM.  In many helicopters, this synchronization is
provided automatically by a link between the collective and the
throttle.

The throttle controls engine power and RPM directly.  It is usually
located on the collective stick to aid in the coordination of pitch
and RPM.

The anti-torque pedals control the pitch of the tail rotor blades,
providing torque compensation and directional control.  Normally,
these are conventional rudder pedals.  Finally, the cyclic stick is
the main direction control which determines the attitude of the rotor
system.  Basically, when the plane of the spinning rotor disc is
horizontal, all the thrust produced is directed upward, perpendicular
to the plane and parallel to the rotor shaft.  By moving the cyclic
stick in any direction away from center (or neutral) the plane of the
rotor, in essence, tilts in the same direction, thereby dividing the
thrust between the vertical and the direction of tilt.  For example,
moving the cyclic forward will cause forward thrust to a degree which
is equal to the amount of rotor deviation from the horizontal.  At the
same time the attitude of the fuselage sill change to the same degree
(in forward flight, a nose-down condition).  Also, a cyclic change
will change the "angle of attack" set by the collective pitch control,
which will affect RPM and thereby, torque reaction.

This illustrates an essential characteristic of helicopter controls.
Any change in one of the controls will, in most cases, require some
adjustment in the other controls.  This is why helicopters must by
"flown" at all times.

In summation, the four main control systems can be thought of in
general as follows:

The cyclic controls the direction and attitude of the helicopter.  The
collective controls the amount of thrust produced by the rotor blades
in the direction set by the cyclic stick.  The throttle directly
controls engine power output and RPM.  The anti-torque pedals control
torque compensation and directional control to maintain heading.


THE UH-1X CONTROL SYSTEM

The Super Huey Control System can be divided into two main components.
The control stick and the computer keyboard.

The keyboard design is based on the Commodore 64 Computer with the
full key compliment and four function keys.  The function keys in the
UH-1X act as primary switches for computer on/off (F1), engine starter
button (F3), rotor clutch engage (F5), and engine off/cut power (F7).
The remainder of the keyboard is used to enter commands and data to
the on-board computer.

The control stick is a new approach to helicopter control, housing all
four of the normal control devices into a single unit.  The stick
itself is not dissimilar to a video game controller (called a
"Joystick") incorporating an 8-position pivoting hand-grip and a
single activation switch (or fire button).  The UH-1X Control operates
in two modes:  the cyclic mode, wherein the stick acts almost
precisely like a normal helicopter cyclic control stick, and the
collective mode, wherein the stick affects blade pitch angle and the
throttle.

The cyclic mode is in effect when the fire button is _not_ depressed
and the collective mode engages when the fire button is depressed.

The schematic illustrates the function of the UH-1X control stick.  A
geographical convention will be used to indicate the direction of
stick movement.  For example, pushing the stick forward, or away from
the pilot, will be designated as North, and pulling back on the stick
or toward the pilot, will be designated as South.

The inner circle describes the four operations of the collective mode
which is engaged by pressing the fire button.  Pushing the stick North
will decrease the pitch angle of the rotor blades, thus reducing
lift/thrust to a point of 0 angle or attack or no lift.  Pulling back
South will result in a blade pitch angle increase producing more
lift/thrust.  Pushing the stick West will increase the throttle
opening producing more engine power and a higher RPM.  A push to the
East will close the throttle gradually, reducing power.

The Fire Button is used to switch from cyclic to collective mode
unless weapons are activated.

The outer circle describes the function of the stick when in cyclic
mode (the fire button is _not_ depressed).  A North movement of the
stick will tilt the rotor forward resulting in forward thrust.  Moving
the stick South tilts the rotor back to counter the forward thrust,
thus slowing the craft.  If held long enough, the helicopter will come
to a stop supplying only vertical thrust for hovering.

East or West stick movements will result in a hard banking turn in the
same direction.  Stabilizers will level the ship as soon as the stick
is returned to center.  Northeast/Southeast stick will change the
heading to the right through use of the anti-torque, or tail, rotor.
Norwest/Southwest will produce a change to the left.  Small course
corrections should be made with the rudders and significant turns
should be handled by banking the ship left or right.  With the
exception of hard bank left/right turns, all other control changes are
designed to "set and hold" in both cyclic and collective mode.  This
means that any change in flight attitude by the control stick will be
continuous until an opposite control maneuver is executed by the pilot
to the same degree.

For example, pushing the stick to the northwest will lessen tail rotor
thrust thus allowing the fuselage to begin turning to the left.  The
longer the stick is held in that direction, the greater the reduction
in tail-rotor thrust.  Returning the stick to center will not
eliminate this change.  The pilot must move the stick to the northeast
to begin counteracting the thrust change which will bring the level of
anti-torque effect back to neutral to reestablish a straight-ahead
attitude.  Similarly, an increase in lift produced by moving the stick
south, in the collective mode, will build vertical thrust which will
remain the same until the collective is lowered (stick north) reducing
lift.  If the lift is not enough to overcome the weight of the
helicopter, then it will begin to descend (this is how landings are
accomplished).  Only experience will allow the pilot to discover the
precise points of equilibrium required to achieve the desired maneuver.


=Schematic Omitted=


INSTRUMENTS

 1.)    FRE - VHF Omnidirectional range transmission from a local
        station or base used by the navigation computer to set a
        heading to the transmitting station.

 2.)    NAV - Compass heading computed from the VOR Transmission (1).
        The COR Command may be used to copy this heading to the
        automatic course setting (2); or the NAV heading may be
        followed manually.

 3.)    RAD - Radar is activated by entering combat mode (LAR
        Command).  This readout then gives the line-of-sight range of
        the radar trace from the helicopter (multiple traces are
        resolved to the closest target).

 4.)    ARM - Numbers 1 2 3 4 are lighted indicating which rockets are
        in the launch tubes (1 to all 4 are selectable).  The
        indicator lights below the numbers show which rockets are
        armed and ready to fire.

 5.)    HOM - A homing device may be dropped using the HOM Command.
        The heading to return to the drop spot is then transmitted and
        displayed here.  The homing device has a range of 20 miles.

 6.)    RES - This displays the transmitted heading of a homing device
        used by ground personnel to be located.  This readout will
        activate (and take precedence) when in range.

 7.)    INDICATOR LIGHTS - Routine automatic systems check will light
        the appropriate indicator if a malfunction is found in any
        electronic system.  The pilot has no control over such
        malfunctions and should return to base for repairs.

 8.)    FUL - Fuel gauge.

 9.)    OIL - Oil pressure gauge.  Optimum reading is center mark.

10.)    TMP - Engine temperature gauge.  Normal cruise reading is
        center mark.

11-12.) Engine Tachometer Set includes sliding needle gauge and
        digital readout.  Red areas are low or excessive levels.
        Yellow areas are cautionary levels.  Green area is normal
        operating range.

13-14.) Rotor Tachometer Set includes sliding needle gauge and digital
        readout.  Red, yellow, and green areas are explained above.

15.)    Manifold pressure gauge.  Indicates engine power output.  Red
        area is dangerously high pressure.

        Note:  Computer will cut engine to prevent rupture at very
        high level.

16.)    Magnetic Compass is digitized and corrected to show true north
        at 000 degrees.

17.)    Artificial Horizon indicates fuselage attitude to relative
        horizon line.

18.)    On-Board Computer Screen.

19.)    Collective pitch gauge shows degree of blade pitch change from
        "full low" (0 angle of attack) to highest pitch angle.

20.)    Anti-torque gauge indicates level of rotor torque compensation
        by the tail rotor.

        Note:  Anti-torque level is automatically linked to pitch
        control to maintain equilibrium and straight heading.  Manual
        control of tail rotor pitch overrides automatic control.

21.)    Automatic course setting indicates preset heading (using COR
        Command) that will be followed if there is no manual control
        input.

22-23.) Altimeter set includes sliding needle gauge and digital
        readout.  Red, yellow and green areas are explained above.

24-25.) Speedometer set includes sliding needle gauge and digital
        readout.  Red, yellow and green areas are explained above.

26.)    Generator/Ammeter gauge indicates electrical power output.
        Normal output is center mark.

27.)    Exhaust/cylinder head temperature gauge indicates engine
        operating conditions.  Optimum reading is center mark.

28.)    Carburetor Gauge.  During warm-up, this gauge shows fuel
        mixture starting at "full rich" for primary ignition and
        falling to medium.  At normal operating temperature, the gauge
        indicates carburetor air temperature.

29.)    Most instruments include indicator lights that illuminate in
        the event of malfunction or excessive readings.


=Diagram Omitted=


COMPUTER CONTROL

Function switches -

F1 - Turn on the on-board computer.  No instruments will operate until
     the computer is on.

F3 - Start the engine.  The engine will not start until power is
     turned on by the POW command.

F5 - Engage rotor clutch.  It is not advisable to engage the rotor
     until engine RPM is 1600-1700.

F7 - Cut power and cut the engine.  This will stop the engine, cut all
     electrical power and turn off the computer.  The rotor clutch will
     automatically disengage and "free-wheel" for winding down or in an
     autorotative landing.


Computer commands -

ABT - Abort current mission.  End assignment and stop all activity.

ACS - Set automatic course correction.  When prompted by SET, enter
      compass heading.  ACS works only when there is no manual control
      input.

ASN - Select a new assignment.  After the command, enter one of the following:

        INS - flight instruction.
        EXP - exploratory mission.
        COM - combat.
        RSC - rescue mission.

CLM - Displays current climatic conditions including temperature,
      humiditiy, air density and pressure, and barometric reading.

DST - Calculate line-of-sight distance from take-off point.

GTK - Displays map grid for ground tracking based on Homing signal.

HOM - Drop a homing device that transmits directional signal to the
      navigation computer.

LAR - Load and arm rockets.  At the LOAD prompt, enter numbers 1-4 to
      select the number of rockets loaded into the tubes.  At the ARM
      prompt, enter numbers 1-4 to arm the corresponding rockets.  The
      Fire Button is then engaged for firing.

MAC - Activate machine guns.  The Fire Button is engaged.

POW - Turn on power.

SAF - Send coordinates when landing or during emergency.

RAD - Turn on Radar tracking without engaging weapons.

TRK - Displays grid for Radar tracking and targeting.

VOR - Activate VHF Omnidirectional Range reception for navigation.

VSI - Display digital vertical speed reading.

XXX - Cancel previous command input.  (Not available on immediate
      action commands.)


STANDARD TAKE-OFF, FLIGHT AND LANDING PROCEDURES

 1.) Turn on the computer (F1).  Enter ASN to select an assignment.
     Enter three-letter designation for mission.  Standby for computer
     collating.

 2.) Enter POW command to turn on power.

 3.) Start the engine (F3).  Increase Throttle to bring engine RPM to
     1600-1700.

 4.) Engage Rotor clutch (F5).  Wait for rotor RPM to reach engine
     RPM.  Monitor Oil pressure gauge and Carburetor gauge for normal
     operating levels.  Also watch for high or low temperature levels.

 5.) Increase throttle to build RPM to take-off speed (3000-3100
     engine, 300-310 rotor).

     Note:  If helicopter has been previously operated, make sure
     collective pitch is at FULL LOW before increasing throttle.

 6.) With engine at proper RPM begin to increase pitch with the
     control stick (collective South).  As lift is attained, watch for
     wind drift and stability.  Control position and heading with
     Rudder control (cyclic NW, NE, SW, SE).  Continue to control
     pitch angle as necessary to obtain smooth vertical movement.
     Equalize lift to attain a stationary hover at 20-30 feet.

 7.) Select heading with the rudder control and begin moving the
     control stick, in cyclic mode, forward (cyclic North).  As some
     airspeed is achieved, add more collective pitch to go into a
     climbing forward attitude.  Forward cyclic will increase RPM and
     back collective will maintain RPM due to a throttle link.  It is
     most important to hold RPM at a constant rate during
     cyclic/collective adjustments.  Also, forward cyclic will tilt
     the fuselage forward bringing the nose down.  Hold the ship at
     the proper attitude with some back cyclic modification.  Increase
     forward thrust and airspeed with the collective control rather
     than further cyclic control to maintain attitude but monitor the
     degree of pitch and manifold pressure to stay at safe levels.
     Keep in mind that holding the control stick too long in any
     position will result in over-controlling.  Make adjustments small
     and gradual to achieve a steady and controlled rate of change.

 8.) Bring airspeed to between 70 and 90 knots and continue climbing
     to at least 500 feet, a minimum altitude from which to make an
     autorotative landing in the event of engine failure.

 9.) Once desired altitude is reached, decrease collective to a point
     of equilibrium to enter straight-and-level flight.  Watch the
     Airspeed indicator and altimeter for steady and consistent
     readings.

10.) Once in straight-and-level flight, maintain altitude and airspeed
     with cyclic and collective control and hold your course with the
     rudders.  Watch the magnetic compass for heading.

11.) To return to base, enter a full 180 turn with cyclic West or
     East.  Watch the compass to follow your heading through the turn.
     Slightly BEFORE reaching your desired return heading bring the
     control stick back to center and begin levelling off.

12.) Begin the descent by gradually decreasing pitch.  As altitude
     begins to fall, maintain airspeed with the cyclic control.  Keep
     the rate of descent constant by collective adjustments.  As the
     altitude reaches 100 feet, slowly begin to increase collective
     pitch to reduce vertical speed.  Also begin applying back cyclic
     to "flare" the helicopter, bring the nose up and further reducing
     the speed of descent.  At 10-20 feet, go into a hovering attitude
     and bring the ship to 0 airspeed with the cyclic control.  Adjust
     pitch to hover and then very gradually decrease pitch with the
     collective to lower the helicopter to the ground.  Just before
     touchdown, add some degree of pitch increase to cushion the
     landing and once on the ground immediately decrease the pitch
     angle to the FULL LOW position.

13.) Cut the engine and power (F7).  The rotor clutch will disengage
     and gradually slow to a stop.  Note:  The engine cannot be started
     again until the rotor has come to a complete stop.


AUTOROTATIVE LANDING

Autorotation is a maneuver wherein, the failure or intent, the engine
has stopped and the rotor is spinning freely.  Control during
autorotation is similar to a powered landing with exception that rotor
RPM is maintained by either forward or vertical movement through the
air.  Therefore, speed or altitude is required to make a successful
landing.  In this regard, the main considerations are holding a high
forward glide airspeed, which is aided by reducing collective pitch
which reduces drag, and yet keeping enough lift to check the vertical
descent speed.  Near the ground, a full flare maneuver with back cyclic
combined with a fairly quick and substantial collective pitch increase
should cut vertical speed enough to allow for a fairly soft touch-down.


Note:  Further reading materials are available on the flight
       characteristics of helicopters and, with the specific exception
       of the control configuration, will be helpful in learning to
       operate the UH-1X with confidence.


GENERAL DESCRIPTION OF AVAILABLE ASSIGNMENTS

1.) FLIGHT INSTRUCTION (enter INS) - Computer controlled flight
    training.  The computer will load you through a series of maneuvers
    from take-off to landing with simple control prompts.  However, the
    trainee is in full charge of aircraft performance and should have a
    satisfactory understanding of the instruments and controls before
    attempting this test flight.

2.) EXPLORATION (enter EXP) - Fly a survey mission over previously
    uncharted territory.  Map out the general terrain, major geological
    features, water supply, timberland or signs of habitation.

3.) RESCUE (enter RSC) - Military personnel are either lost or
    incapacitated in a mountainous region.  Their route cannot be
    determined because of the irregularities of the terrain.  The
    mission is to locate, transmit heading and distance and, if
    possible, land and attempt pickup of injured.  The helicopter's
    maximum passenger capacity is two.

4.) COMBAT (enter COM) - A secret desert installation to which you are
    assigned is under possible thread of attack by unknown hostile
    forces.   Your job is reconnaissance and, if necessary, defense.
    Determine enemy's ground and air strength and decide if engagement
    is feasible.

All mission assignments are unrestricted in form and within the general
outline are non-repetitive.  All command decisions are the
responsibility of the pilot.

Refueling and repairs are available at the original take-off point
only.  In the event of crash landings, damage or emergency set-downs,
the current mission will be terminated.


IF YOU CANNOT LOAD THE PROGRAM

1.) Check your equipment carefully to be sure that all cables and
    connections are correct.

2.) Re-read the section in the manual about loading machine code
    programs from cassette tape and diskette.  Try to load again.

3.) If you can adjust the volume and tone settings on your recorder,
    try different settings.

4.) If possible, load another program from a tape or diskette you know
    works on your computer.  This will prove that your equipment
    works.  Try once more to load your game.

5.) The normal reason cassette tapes will not load is tape recorder
    head misalignment.  Your computer may be able to save and load
    programs on its own recorder, but be unable to load tapes made on
    a different recorder for this reason.  Be sure that your tape
    recorder heads are properly aligned.  Your local computer store or
    dealer can help with this.

6.) If the program still cannot be loaded, send the cassette or
    diskette, with a description of the problem (what the computer
    displays on the screen, if anything, when you try to load the
    cassette or diskette or play the game) and what you did to try to
    correct the problem.

    Defective cassettes or diskettes will be replaced at no charge.


SUPER HUEY
SUPPLEMENTAL INSTRUCTIONS


INSTRUMENTS

1.) FRE - A digital monitor of the guidance radio frequency transmitted
    from Base.  This signal is used by the navigation computer to
    calculate the NAV heading.

2.) NAV - This is the compass heading to return to Base.  It is
    activated by the VOR command.  If this function is cancelled by
    XXX or another computer command the digits will remain at their
    present values and will not be updated.

3.) RAD - Radar activated readout of the distance, in meters, to moving
    objects such as hostile aircraft.  It can be engaged by the RAD
    command.  It also activates automatically when the LAR command is
    used.  This readout is of most use to the computer in targeting
    and tracking but the pilot can make some determinations from its
    actions.  When the readout begins rapidly changing it always
    indicates that some other craft is within range even if it is not
    in view.  Also, the direction of change of the numbers, up or
    down, shows the direction of movement of the object relative to
    the helicopter.  This function has no application in land based
    navigation.

4.) ARM - The LAR command activates this readout.  It shows the status
    of rockets.  At the LOAD prompt, the numbers 1, 2, 3, 4 light when
    they are entered at the keyboard.  This indicates the rockets
    loaded into the launch tubes.  At the ARM prompt, the small lights
    below the numbers will light when those numbers are again entered.
    This arms the rockets that are now ready to fire.  Each light and
    number goes out as the rockets are fired.

5.) HOM - This shows a heading computer from a homing signal
    transmitted by a device dropped by the pilot.  It is intended for
    use only in the event of VOR signal failure or NAV malfunction.
    Therefore, it is not available when either of these conditions is
    not present.  The possibility of malfunction in all systems is a
    matter of random chance.

6.) RES - This indicator shows a compass heading calculated from a
    signal transmitted by a source other than VOR.  This readout is
    used exclusively in the Rescue mission and behaves the same as the
    NAV monitor.  It activates automatically on take-off.


COMPUTER COMMANDS

ACS - Automatic course setting.  This will turn the helicopter, by use
      of the ATP, to a specific compass heading without using the
      controls.  If the controls are used by the pilot during the
      turn, the action will be suspended until the controls are free
      and then continue until the set course is reached.  The heading
      will be displayed at the COR monitor at the right of the
      computer screen.

ASN - Select a new assignment.  ASN must be typed in before the mission
      code is entered.  The codes are INS, for flight instruction,
      EXP, for explore, COM, for combat, and RSC, for the rescue
      mission.  (Note: on some earlier versions, the rescue mission is
      coded as RES.)

CLM - Current climatic conditions that relate to helicopter
      performance.  For instance, air temperature affects density which
      affects lift characteristics.  Humidity and pressure influences
      resistance to speed and lift.  Therefore, on a hot, humid day,
      lift will be less efficient but on a cold, dry day, lift will be
      easier but speed forward will meet more resistance.  The most
      important readout, as far as navigation is concerned, is wind
      velocity because, unless you are flying due east or west, the
      wind will blow you off course by a degree proportionate to its
      velocity.  The wind direction is always from the west.

GTK - Displays a grid on the computer screen and pinpoints the source
      of an incoming navigation signal, either RES in the rescue
      mission, or VOR otherwise.  The range of this map is 15 square
      miles.  The helicopter is always assumed to be at the center of
      the grid.  Therefore, as the 'blip' is moving close toward the
      center the helicopter is getting closer to the source of
      transmission.

HOM - Drop a Homing device to send a navigation signal from a selected
      point.  This function will not activate if normal VOR or other
      signals are active.

TRK - Display a 'crosshairs' on the computer screen.  When enemy
      targets are on line and in range, the image will flash red.
      This is the time to fire your weapon.


NAVIGATION

To understand the NAV and RES readouts of compass headings for
navigation it is necessary to adopt the proper perspective of the
relationship of the earth and helicopter.  While the headings indicated
are earth coordinates, the computer always sees itself at the exact
center of the compass and the earth moving beneath it.  If you observe
the compass diagram provided with the documentation, assume that the
compass circle is affixed to the aircraft.  Wherever you fly, the
vertical line that connects North and South and the horizontal line
that connects East and West always converge at the helicopter.  All
points on the ground move apart from this heli-centered grid.

Let us take off from Base, the source of the VOR transmission, with our
NAV active and fly due north.  The COM reading will be 000.  If we
observe the NAV readout we see that it soon changes to 180, which is a
heading of due south.  This is because the Base is now to the south of
us.  If we stop, hover and turn completely around until the COM reads
180 and fly straight ahead, we will then fly back over the Base, at
which point the NAV will change to 000, or due north, since we have
gone south of it now.  In the same manner, had we flown East or West
from BASE the NAV readout would indicate the exact opposite direction
since it is showing the way to get back to the source of transmission.

Before flying in some other directions, a further understanding of the
way headings are computed is necessary.  Since there is only one signal
coming from one direction on which to home in on, the position of the
source cannot be triangulated.  To compute the position from a single
source, the computer system first utilizes a north-south bias that
selects either north or south numbers depending on the incoming signal.
A more discrete measurement is made of the angle of reception to find
the distance to the east or west of the source.

To see how this works out, let us take off from BASE and this time fly
Northeast at a COM reading of 040.  What happens to the NAV readout?
As we are moving north, we know the Base is moving to the south so the
number at the NAV will be some southern degree.  Similarly, since we
are also flying east, the Base must be going to the west of us and so
the number is further limited to the south-west arc of the compass, or
something between 180 and 270.  Since the Base is not exactly to the
west or exactly south the reading will not be 270 or 180.  Therefore,
since we are moving east, in the northern half of the map, the reading
should progress steadily from 180 toward 270 in 10 degree increments as
that is the resolution of the equipment.

What would happen if we turned due North (COM 000)?  The NAV readout
would not change since we are still in the northern arc and are
maintaining our eastern distance.

If, on the other hand, we turned southeast the NAV would continue to
move toward 270 as before.  But, when we cross the line and enter the
southern arc of the compass, the NAV readout would 'flip' to the
Northwest degrees.

For instance, if at the point of crossing, the NAV read 210 then it
would 'flip' to 330 which, if you look at the chart, is the northern
counterpart of 210.

In practice, the pilot can interpret the NAV heading in light of the
limitations of the system.  If one followed the heading exactly as the
numbers changed the course travelled back to Base would be an arc
rather than a straight line.  A thorough understanding of this will
allow the pilot to 'cut in' to the arc and find a more direct course by
leading the NAV heading in the direction of change.  For example, you
are somewhere northwest of Base.  The NAV reads 150.  If you travel
east, the number changes to 160, 170, etc.  As you can see, the heading
is moving to due south (180).  If you originally did not follow the
heading 150 but, instead, turned more south, say 160, you would
actually be moving mre directly toward the Base.  Calculating the
amount of lead is a matter of geometry and practice but, as you can
see, the selection in this instance must be somewhere between 150 and
180, exclusive.  If you chose a lesser number you would stray too far
north and a greater number would keep you too far west.  A general rule
of thumb could be to always choose a heading half way between the NAV
readout and due North or South, depending on your position.

Another use of the NAV readout is to find your exact position on the
map at any time.  As we have seen, your direction from Base is always
the exact diagonal opposite of the NAV.  If you use the DST command to
find the distance to the Base you then know how far and in what
direction the helicopter lies.


THE MISSIONS

COMBAT

At a desert Base of undetermined location you will do battle with an
unidentified enemy.  The enemy consists of helicopters and tanks.  The
tanks are out of range above 500 feet.  Their position is ten miles
from your Base and they are moving so locating them may take a few
minutes.  Since your radar capability is limited to weapons range there
is no way to locate the enemy before encountering them.  Therefore, fly
out from Base at least 10 miles and then begin your search in a more
circular route.  Watch your heading so you do not fly back into the
safe area while searching.

The weapons available to you are rockets and machine guns.  They are
fixed mounted and thus aiming is accomplished with the helicopter.  The
rockets have proximity detonators and so can destroy an enemy craft
without a direct hit.  However, the effectiveness of this also depends
on the maneuvering of the enemy.

The useful equipment for combat includes the TRK function that puts a
window on the computer screen and will flash red when a target is on
line and in range.  RAD readout that plots the distance to an enemy
craft in meters and can be read to determine the direction of movement,
and the weapons activated by MAC for machine guns or LAR for rockets.
There are 16 rockets in all and they are loaded, and armed 4 at a time.

The enemy will fire upon you only when coming directly at you.
Maneuvering out of the way is the only defense.  Flying straight and
level is the best way to get shot down so keep an evasive course as
much as possible.  Make your computer entries will the RAD is still or
while the enemy can be seen crossing in front of you.  Firing weapons
is restricted only when banking so make turns while shooting by setting
the ATP off balance.

Although the tank force will be added to the enemy's number if you fly
below 500 feet, remember that you also cut in half the enemy
helicopter's ability to evade fire by flying at low altitudes since
they of course cannot fly into the ground.

You can return to the safe area (within 10 miles of the Base) or you
can shoot down 32 enemy craft to end the battle.


RESCUE

This mission takes you to an entirely new location.  Personnel are lost
or stranded in snowy mountain terrain.  They have a homing device that
transmits their heading to the helicopter at the RES monitor.  This
signal overrides the normal VOR transmission which means that the DST
and GTK commands now key into their position rather than the Base until
their transmitter is turned off upon their rescue.  However the NAV
still reads the Base transmission.

The mountains are of varying elevation and so flying this mission
requires constant attention as well as monitoring navigation.  If any
cliff face comes completely across the windshield, it's all over.  As a
mountainside moves in on you, you can turn away from it, in which case
you may run into something on the other side, or you can climb above
it.  Either maneuver often must be accomplished very quickly.

Follow the RES readout exactly like you do the NAV heading to find the
party.  When you fly over them, they will see you and send up a flare.
Any time after the flare has been spotted you can begin landing.
Sounds simple?  The maneuver of landing in the mountains is one of the
most difficult and nerve-wracking tasks in all the missions.  The first
factor is luck.  If the lost party should be in an area of low
elevation, your task will be much simpler.  This is because it will
take less time to land while surrounded by mountains.  If the elevation
is high you could have white knuckles for quite awhile.

The first thing to do is slow speed to zero and come to a level
hovering position.  Use the VSI command to monitor your rate of
descent.  Now begin descending with the collective -- slowly!

At some point the mountainsides will begin moving in across the
windshield.  If they come together you will crash.  So start climbing
again to separate them and be very careful that you do not
inadvertently move forward.  The general principle here is to lose
altitude by descending and keep the mountains apart by ascending.

At first this sounds like a losing proposition.  But the trick is to
descend faster than you climb.  This way, you will gain more downward
footage than you lose when climbing back up.  The time this maneuver
takes depends upon the elevation of the terrain, how quickly you can
operate the controls and so your rate of descent can be high compared
to the climb, and just how close you are willing to let those
mountainsides get to each other before you pull out.  Remember that you
are always safe while in a level hover so this is a good way to take a
breather.  Also, the VSI indicator is as important here as in any
landing because your rater of descent must be less than 20 feet per
second when you touch down.

Once you are on the ground, and are attempting to breathe normally
again, you will notice in the lower left-hand window the grateful group
walking out of snow to the helicopter.  Once on-board, it is time to go
home.  All navigation systems will now revert to the VOR signal.


EXPLORE

The essential task of this assignment is to map the terrain that
surrounds the Base.  This can be a very long and involved process and
so is probably best done in stages.  The area involved is actually
larger in terms of square miles than the other missions and as a result
navigation equipment seems to respond more slowly.  A recommended
procedure might be to select an area to explore, the size of which will
be determined by the amount of time available.

Fly to an edge point of the area and do a sweep back and forth until
the area has been examined and charted.  Due to the size of the terrain
the width of the sweeps can be fairly large.

For example, let's take the entire Northwest quadrant.  (This would of
course take a very long time and so be further subdivided.)

We will start at Base, take off, and fly west.  Our COM should be 280
to begin with to take us to the center of the first sweep.  Check
distance (DST) and when we are about 5 miles from Base then turn to
heading 270 (due west).  Turn on the NAV with the VOR command.  The
reading should be 170.  As we continue west it will change toward 090.
When it reaches 100 we should start turning North (COM 000) for about
ten miles.  This can be calculated by reading our distance (DST) when
beginning the turn and then reading it again after a short while and
subracting the original distance and then dividing by two.  A simpler
method is to read the distance exactly one minute after leaving the
Base.  This will then tell us our miles per minute if we keep a steady
speed.  Once we are far enough north, we will turn back east and travel
until the NAV reads 180.  We can then repeat the procedure and return
to the west.  Another, more 'round about' method would be to fly a
constantly widening spiral out from Base.

Actually, the method is entirely at the discretion of the pilot and
needs to follow no particular routine.  The terrain will always be the
same however and when ever you fly over it.  The key consideration
should be to find a way noot to cover the same ground twice.

Now, what is it we are looking for?  There are three major land types
in the area: grass, desert and snow.  Each type covers very large
areas.  Particular features to watch for are towns, collections of
houses and small buildings, Pine forests, all the trees will be green
Pine, lakes, lots of clear blue water, and hilly areas where all ground
features are small hills.  There are several of each to map and their
position can be plotted by simply plotting your position while flying
over, using VOR and DST.

It should also be noted that lower flying altitudes will be helpful in
spotting terrain features.

When you complete your map, send Cosmi a copy and we will send you the
actual map so you can see how they compare.

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End of the Project 64 etext of the Super Huey manual.

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