Machalot

So either the GBUs are heavier than advertised, or the Mavs are lighter, or there is an aerodynamic effect we aren't aware of.

Try reversing your loadout left to right and see if you get the same result?

How confident are you in the weights you listed earlier?

It depends what you mean by "is fine". As I wrote above, there's a difference between "doesn't trip a warning lamp" and "minimally degrades accuracy". The CK37 assumes you are aligned with the programed runway heading when you hit the Reference button prior to brakes release or at lift off (with some averaging over the take off roll). If you aren't aligned to the programmed runway heading, that causes increased navigation drift.

One of the SMEs on here told me there's no auto roll trim in the FLCS. I have a textbook with a partial F-16 dynamics model in it. I googled it and found this paper that reproduces some of the quantities. Check out page 5, moments of inertia! https://archive.siam.org/books/dc11/f16/Model.pdf

If you know the span-wise position of each store you can calculate the mass center location to determine which way it should roll. Since it's mostly symmetrical, you can just focus on the asymmetries. So 10 lbs times the centerline distance to the GBUs, and the TGP weight times its centerline distance. Whichever is greater, it will roll to that side. To estimate the roll angular acceleration from this asymmetry would require knowing the roll moment of inertia (Ixx, "eye ex ex") of the whole jet as configured, which I don't know how to get.

Isn't this what Cursor Zero does? It is the CZ button on the right side of the MFD that has your TGP format.

It tolerates some stick movement, but maybe less than the Hog.

I just watched your track. I turned on the control overlay (right ctrl+enter) and immediately saw that your stick is not centered. Your stick input at the start is back and slightly left (pitch up and roll left). This obviously causes drift and will interfere with the autopilot. The "neutral" position of your stick varies throughout the track, but it is typically left of center, and sometimes aft of center. You need to service your joystick. To confirm this you should add a deadzone to your joystick axes in the DCS control bindings and turn on the overlay. As for the autotrim, flying 1g will only hold the current pitch attitude if you are rolled wings level. Any bank angle other than zero requires more than 1 g to hold the pitch angle. For level flight the equation is load factor = 1/cos(bank angle)

My understanding from an old post by someone from HB is that Kurskorr is always set to the correct value for the map, and should never need to be adjusted.

Sudden uncommanded pitch sounds like a glitchy and noisy joystick to me. That could also prevent the autopilot from engaging, or deactivate the autopilot unexpectedly. I don't have the ability to watch the track right now. When you say "my airplane continually climbs or dives" is it drifting further and further nose up or nose down? This could also be caused by a glitchy controller. Have you used the control overlay (right ctr+enter) to see if it's inputting anything you're not commanding?

Is it a gradual or sudden pitch up and down?

I think "no navigation errors" in this case means no indicator light comes on indicating a problem with the navigation system, right? Not to be confused with "navigation error" (singular) which is the technical term for inertial drift, meaning the nav system's estimate of position, velocity, and attitude is diverging from reality. The worse your runway alignment, the worse the drift / navigation error.

Thanks for confirming it's still in the works. So you're rolling everything, new features, reworks, and bug fixes, into one huge patch? No smaller bug fixes to roll out a little at a time?

As we discussed, there's no use making a curved map with the flat Earth dynamics model DCS presumably has now.

Yeah, it would sure be nice to get an update from HB on whether finishing the Viggen is still "top priority" or if plans have changed.

HB said a few months ago they are pushing to get the Viggen out of Early Access in an upcoming update.

Could the difference be a result of the KEAS implementation?

Sorry to be a nit pick, I love the technical depth you put into your posts. But you must mean specific kinetic energy, right?

Yeah, oil rigs are not detectable by the radar nor engageable with anti-ship missiles. You also can't target static objects with the Mavericks (RB-75).

Thanks for posting this. I will read and digest this later, but this supports my earlier post suggesting that nozzle position might also depend on Mach and altitude (affecting EGT). (This is In contrast with my post to which you replied here, which was just a description of the simplified diagram in which RPM and nozzle have a unique function.)

According to the original graph, from idle to MIL the nozzle position can be expressed as a unique function of throttle or RPM (all three values are uniquely related). But it appears based on bkthunder's test data that nozzle position is not a unique function of RPM nor of throttle, and there is either another variable in play, or it has memory (i.e. is path-dependent).

Do you know if the results are dependent on altitude or Mach?

If movement causes better alignment during normal align then the Viper works slightly different from the systems I'm familiar with. Someone should also test whether STD HDG retains or reverts the position. I think I remember it reverting, which would be a bug, but I'm not sure.

Also pay attention to the lat and lon of your alignment when you restart. I don't know if it always retains the position from your shut down, or if it reverts to the position from mission start. And of course, don't rearm during alignment. Complete alignment, switch to NAV, then rearm.