Derbysieger

Das hört sich so an als hätte dein Kollege immer noch das alte Ziel als SPI markiert und wirft darauf auch die Bombe ab. Wenn die Ziele weit genug auseinander liegen, dann hat die LGB keine Chance den Laser zu erfassen und selbst wenn sie den Laser erfasst stehen die Chancen gut, dass die Bombe nicht genug Energie hat um das neue Ziel zu treffen. LGB's sind nicht wie JDAM's auf ein Ziel programmiert. Man kann die auch ohne SPI im CCIP abwerfen und dann den Wingman oder Groundcommander/JTAC lasern lassen. Solange die CCIP Lösung bei Abwurf ungefähr mit dem Ziel übereinstimmt und die Abwurfhöhe nicht zu tief ist funktioniert das auch tadellos.

Derjenige der die Bombe im CCRP abwirft braucht natürlich einen SPI. Wenn es unbedingt mit LSS sein muss wäre es am einfachsten wenn derjenige der die Bombe abwirft den TGP als SOI hat und damit dann auch den SPI festlegt. Irgendwie macht ihr es euch aber auch unnötig kompliziert, wenn ihr beide in der A-10C sitzt. Da ihr ja sowieso den DATA Link benutzt wäre es viel einfacher, wenn derjenige der die Bombe abwirft den SPI des Anderen übernimmt und darauf die Bombe abwirft. Bei 15s verbleibender Fallzeit dem Wingman bescheid geben dass er den Laser anstellt und das war's. LSS benutze ich eigentlich nur in Verbindung mit einem JTAC/Groundcommander im Multiplayer. Wenn man ein Ziel zwischen zwei A-10C's teilen möchte ist DATA Link einfacher und schneller. Buddy lasing ist aber oft trotzdem eine gute Idee wenn man z.B. gegen MANPADS oder andere SHORADS fliegt und die Wetterlage nicht erlaubt außerhalb der Reichweite zu fliegen etc..

What I usually do: Lock tail wheel after I'm lined up on the runway and roll forward a bit +1 Trim (nose down) I usually don't care about flaps but I have used 20° flaps in the past. Pull the stick all the way back Slowly increase throttle to about 1.35ATA correct with right rudder as necessary At about 90-100km/h IAS I carefully center the stick and push it a little forward. The tail wheel will come up. keep the Kurfürst centered on the runway and wait until it takes off Push the stick a bit more forward to avoid stalling. I usually aim for level flight or a slight climb. Gear up Flaps up if you use them At 270km/h I start the climb and try to maintain roughly 270km/h until I'm at the desired altitude. throttle back to cruise settings (1.1ATA-1.2ATA)

Crumpp, the whole point of #8 in the take off section is to tell the pilot that the horn is on once he retracts the gear. The part you take as "the horn is only on in idle" really just means that it is hard to hear the horn over the engine noise, not that the horn doesn't sound. Do you think your German is better than that of all the native Germans that have come forward to correct you?

I'll have a look later ;)

No Crumpp, we already established that that does NOT mean that it is only on in idle, just that it is only clearly to hear in idle. Are you implying that I don't know my mother tongue?

We know from the G2 Series manual that in these Bf 109s the horn came on after a normal take off with 20° flaps as soon as the pilot raised the landing gear, up until he raised the flaps. So the assumption that it's purely a system to warn the pilot about flaps without the gear being down and locked, regardless of throttle setting, seems reasonable: quoted a little bit more to give this quote that's been discussed on the last pages more context. in short: 6. Retract landing gear and make sure it's locked. There is no emergency retract. 7. Watch the gear lights. Red = completely retracted Green = down and locked. Lamps can be switched off but will come on once you deploy flaps 8.Horn will come on once gear isn't down and locked and flaps are down. Signal horn is only clearly to hear in idle. 9. retract flaps (keep in mind the speed limit of 250km/h with flaps deployed). Trim the aircraft. Again, it's from the part of the manual describing a normal take off with 20° flaps. There is absolutely no reason to mention the horn at this point in the manual if it doesn't come on. It seems more like this is a warning about using flaps without gear down rather than the gear down warning linked to throttle you seem to expect. Also, Yo-Yo appears to have the wiring diagram for this system on the K-4 so either it's already correctly modeled and only the sound needs to be adjusted (which seems likely based on his comment) or it will be corrected.

It would be easier to help if you would post a track. I didn't run into this problem (yet) and I flew the MiG quite a bit yesterday including some Air-Ground with rockets.

400km/h is too fast for the BLC System to be active so you definitely want to go slower than that to avoid running into a situation where you're ballooning up just before the runway when you finally slow down and it kicks in. According to the manual it is active below 360km/h so that's the maximum speed I will fly during the final approach. I am most comfortable around 340km/h and down to about 320km/h after the inner marker just before the flare.

All the time the conditions were met. The horn would only sound in the time between retracting the gear and raising flaps just after take off and also if you lower flaps for landing before lowering the landing gear or if the gear isn't locked. That quote is from the part of the manual describing a normal take off with 20° flaps, not landing which makes me lean even more towards the assumption that it has nothing to do with the throttle setting. Using flaps in combat in the Bf 109 seems highly unpractical due to the amount of time it takes to lower and raise them so that shouldn't be a factor.

Maybe there's something specific in here: http://www.avia-it.com/act/profili_daerei/libretti_velivolo/PA_libretti_tedeschi_PDF/Bf-109K-4.pdf I'll have a look tomorrow.

Assuming, just from a users standpoint, I read this manual and then got into the aircraft and flew. The way it is worded I would expect this horn to be on as soon as I lower flaps with the gear up or in a transitional state. I may not be able to hear it well if the throttle isn't idle but I would expect it to be on. Now, it doesn't clearly say that it's on all the time, but it is worded in a way that I, as a native speaker, would expect it to be on as soon as both the conditions that are given in the manual are met, regardless of throttle setting. To be 100% certain we'd have to look at a plan of the actual wiring but that's what I would take from the manual.

The only reason I commented in this thread was to clear things up about the correct translation. This quote says it all. According to this two conditions have to be met in roder for the horn to sound: 1. Gear up or not locked 2. Flaps down This part only means that it's hard to hear over engine noise, not that the horn doesn't sound anymore: That is all. Maybe the horn stopped at a higher power setting but I heven't found anything in the manuals to indicate this.

It doesn't change the fact that nothing in these manuals indicates that the horn went silent if the engine wasn't in idle. On the contrary, it clearly states that the horn was hard to hear if the engine wasn't running idle. Correct translation: The horn can only be heard clearly if the engine is running idle. The way it is worded indicates that it wasn't dependent on throttle setting at all. The only thing important for the horn to be on are flaps lowered and landing gear not down and locked (according to these manuals).

Crumpp, I am German and I'm just confirming that the manuals do indeed say that the warning horn was on all the time if the flaps were lowered and the landing gear wasn't down and locked and that it the horn was difficult to hear over the engine noise if it wasn't running in idle. I just wanted to confirm that these translations are correct, nothing more. Edit: No Crumpp, the correct translation would be "The Horn can only be heard well in idle.", not "The Horn is only heard at idle.". Small but important difference. It's on but as long as the engine is not running in idle it will be hard to hear.

Just to make this clear: The translation by iFoxRomeo is correct. So yes, according to these manuals the signal horn should ring as long as you have flaps down while the gear is up and while it is being lowered. As soon as it's down and locked it should stop. It also states that due to the engine's noise, it's only really audible when the engine is in idle

AFAIK the camera is purely a training device. You wouldn't use it in combat.

Well the PRMG isn't supposed to guide you all the way down. IIRC if you can't see the runway when you're at ~100m AGL, ~2000m away from the runway (inner marker) you should go around. The PRMG gets very sensitive when you're getting close to the airport so that's when you should stop to fly by your instruments. If you watch my tracks you can see that I treat the PRMG more as a suggestion because I'm flying a visual approach and only use the PRMG as a rough guideline. While I'm quite a bit above glide slope in the first track, in the second track I'm almost exactly on the PRMG glide slope up until I get close. Not because I flew that approach strictly by my instruments but because my initial setup for the approach was a lot better than in the first track.

My procedure is usually like this: Gear down at 600km/h IAS, ~10-15km out First stage of flaps at 500km/h IAS Second stage of flaps at 380km/h IAS Maintain 340km/h - 360km/h throughout the final descent - not faster than 360km/h because at higher speeds (I think +380km/h) the BLC System disengages, roughly 5m/s descent rate Reduce descent to 1-2m/s, touchdown at 270km/h-290km/h IAS Throttle to idle, Airbrakes out, chute only if necessary (that last part is a personal thing but especially in crosswind situations the current implementation of the chute can really mess up your roll out))

You can reduce throttle as soon as the main gear is on the ground.. Aero-braking is very effective in the MiG. I usually go to idle as soon as I have the main gear on the ground and keep the nose gear up for as long as possible. I'll post a track later. Edit: I attached two tracks flying RSBN and PRMG assisted approaches and landings (flying mostly visual though) starting south east of Maykop. Added light crosswind (~4m/s from the east) and a little turbulence (15m/s*0.1) to make it more interesting. If you only watch one track then I recommend the second one. I pretty much nailed my approach (glideslope&speed) MiG-21_landingdemo1.trk MiG-21_landingdemo2.trk

First off, I don't have any experience dogfighting in the F-86 or the MiG-15 but at least with WWII aircraft the AI's ability to retain energy is very much dependent on their skill level so that might have something to do with what we're seeing in this video. Just a guess, but it might be worth testing it.

I only need diff. brakes when I land with the tail wheel unlocked (and then I use them very carefully). Yes, I need rudder to compensate but without crosswind I usually don't use differential braking for that unless I make a mistake on the approach or want to stop quickly. It's way easier to tap the brakes individually than together :dunno: Anyway this thread is about take off in the Bf 109^^

Not bad, especially considering that you don't have rudder pedals. With Pedals you have much better control though and it's easier to prevent the sideslip that's visible in your video. @Shagrat: Well you CAN land it without differential braking if you nail the approach and there isn't a strong crosswind, but yes, it's a lot easier with differential braking ;)

I usually start with +1. Just push the stick a bit forward once you reach ~90km/h. You will then continue the take off roll on your main gear for a few meters until the 109 leaves the ground. Just hold the stick slightly forward to fly level above the runway until you reach ~270km/h and start climbing (hold that speed until you're at altitude)

I never go above ~1.4ATA on take off and I usually stick to ~1.35ATA. It also helps to trim a little nose down.