foxbat155

Yep you right, except magneto flux compass, if you mean KI-13 this instrument is fully mechanical, if you mean course scale on NPP ( or IKL ) she is powered by GA-2. If I understand correctly documents "signal" is devoted "not ready" state, on KPP this means visible flags "K" and "T", for NPP there is red lamp on right from the radar's scope ( lower lamp, upper is for engine oil signalization ). No blinking SORC lamp in this case. Yep. NPP/UKL for sure will drift , not sure for KPP, need check this ( because according my present knowledge KPP/AGD is a independent device from KSI ).

Yep, Frederf have right, nose cone not limitate radar antenna movement, because nose cone is fixed to radar frame, and whole device is moving forward and back during flight.

At the beginning I have to explain some important issues, without which many things can be hard to understand. Soviets had different rules of device descriptions in they's cockpits, Western aircrafts had all described straight on panels, type of device, work mode etc, Soviets mixed everything, some descriptions were straight, some were devoted groups of devices, some were using code names like “product 02”. Additionaly some stuff had doubled names. So, most important thing: 1. KSI does not exist as a device, it's only a collective name for a set of devices used for navigation. Description of the "KSI" switch is misleading, it supplies voltage to several separate devices at the same time, the "AGD" switch only changes between the main and spare gyroscope and is not use for gyro power up. Typical KSI set contains: GA-2 main gyro, sychronization mechanism MS-1, magnetic sensor ID-2M, correction mechanism KM-3, control panel PU-3, course indicator IKL-2 ( type 75B have NPP indicator ), amplifiers U-12, U-18 ( two units ), forwarding unit BR-4, synchronization button 5K, diode unit BD-1, gyro “type 458”, voltage converters, etc. We have 3 KSI variants: “KSI” for early MiG-21, “KSI-2” for late variants ( including our from DCS ) and “KSI-3” for two-seaters, but in most documents all them are called shortly “KSI”, what can be misleading. 2. The aircraft that we have in the game (type 75B) .... don't have AGD-1 on board, which was replaced by KPP-MK, just from the previous variants part of cockpit descriptions remained. Generally KPP-MK ( and AGD-1 in previous variants ) is not part of KSI. Aircraft have 3 gyro devices: two gyros “type 458” and one GA-2M. First “458” feeds only KPP-MK ( AGD-1 ), second “458” is a part of KSI and is used as vertical gyro unit for feeding SAU, RP-22, RSBN, APP-155 ( and as a emergency source of signal for KPP-MK ( AGD-1 )), GA-2M is used as horizontal gyro ( direction signal source ) for DA-200, SAU, RP-22, APP-155 etc. GA-2M gyro unit. "Type 458" gyro device. So, switch “GIROD KSI, SAU, RLS, SIGNAL AGD” powers up two gyros in the same time - “458” for KPP-MK ( AGD-1 ) and “458” for KSI, switch “DA-200, SIGNAL. GIROD KSI, SAU, RLS” powers on GA-2M, switch “KSI” turns on all others devices but generally pilot turns on correction devices ( ID-2M and KM-3 ) by this switch . Actual vertical situation, both “458” works the same way, so no difference in indications. Totally without “KSI” switch on is able work KPP-MK, partially DA-200 ( air pressure channel only, theoretically device should work normally but without correction turn value reading will be incorrect ).

KSI literally means "Course Indication System" and is responsible for creating and distribution of vertical situation and magnetic course signals. Whole KSI consist over 15 elements, here is the schematics: MiG-21 have two gyro units: main and auxiliary, pilot just switching between them in case of failure of main unit, no difference in KSI work. Those 1,5-2 minutes is needed for achieving appropriate gyro units speeds and synchronization with magnetic sensor and additional correctors. 2 minutes is in standart conditions ( what means in Soviet terminology: sea level and +15 deg temperature ), in cold conditions can be few minutes longer.

RP-5 have two antennas: bigger for scanning and smaller for tracking, and both working separately and simultaneously. So we can say that RP-5 have something like TWS, only different way compared to more modern doppler radars. RP-5 wave lenght is 3 and 2 cm, peak signal power is 50 kW. No info about ECM emiters lock, but considering radar's age, I think none.

About 12 km against medium size bomber, and about 8-9 km against fighter size aircraft.

First was Yak-25 of course, but MiG-17P/PF was built in bigger numbers, 638 Yak's vs about 3000 MiG's-17P/PF/PFU. MiG was cheaper and simpler aircraft, one engine. Flight parameters were similar, Yak had bigger flight range and and better RP-6 radar ( range about 35 km ). So we can say Yak was first jet fighter with radar, but MiG was first mass produced.

No, first Soviet aircraft in service with radar ( no experimental aircraft ) was Yak-25 with temporary RP-1 radar installation ( official service start date 08.09.1953 ), later from 1955 this aircraft got intended for her new RP-6. Few months after Yak in late 1954 MiG-17P ( based on original MiG-17 construction and RP-1 Izumrud radar ) show up, changed from december 1955 by MiG-17PF ( based on MiG-17F construction ) with the same radar on the beginning, later with deeply modernized RP-1 called RP-5 ( this radar we will have in Razbam's MiG-19 ).

This is synchronization unit between radar and ASP-5. This colimator displays target silhouette according radar signals and together with ASP-5 grid allow gun fire at the not visible target at distance up to 2000 m.

I will answer for your question bkthunder, DCS MiG-21 was, is, and will stay just nice, quite accurate 3D model.:music_whistling::thumbup:

Original MiG-21Bis were painted: - aircrafts for PVO (air defence type 75A with Lazur GCI ) with light grey semi-gloss paint, all surfaces except engine exhaust and air inlet ring, - aircrafts for WWS ( type 75B with RSBN-5 ) with transparent semi-gloss lacquer, all surfaces except engine exhaust and air inlet ring.

Your photo shows recce variant cockpit and even those within all 70's didn't had RWR ( because SPS had warning capability, later starting from 1978 late RBK's and RBF, RBT, BM got SPO-15 and some earlier aircraft were modernized ). But from fighters only about 40 late export machines received SPO-15. Soviet fighters variants flew all service life without RWR. In 1971 SPO-10 was deleted from aircraft equipment list and dismantled from earlier produced aircrafts. Why?. No idea, probably because MiG-25 was defence interceptor and wasn't intended for fight with others fighters. That sure: anti-flutter function and IFF antennas only.

Sorry my friend, another mistake. Except few very early aircrafts and some export machines Mig-25P/PD/PDS never had any RWR. This is her big secret :). Those tips are just anti-flutter and on sides have IFF antennas.

Cold War Europe map, that's idea!. From Paris to Minsk, Palermo to Oslo :pilotfly:, all airfields, SAM instalations, military units........ .:joystick:

Blinking red light working in reception mode and means that enemy signal painted our aircraft. Continuous red light in transmitting mode means jamming in work, so when reception mode - light blink, when pod is working - continuous light. Well I'm assume yes, chaff releasing by SPO regardless of pod's switchology ( except of course Manual/Auto chaff mode switch ). Pilot's ECM tactics manual says that chaff releasing is based on SPO signals, from SPO manual we know that "Sirena" have additional circuits for this. In my opinion reason is, that SPS is not able detect and jam in the same time. On main avionics box inside pod, exist switch with description "Intervals". Before flight technician can set time break between jamming sessions, what means that pod is working this way: jamming - listening - jamming - listening.....etc. So in this situation better solution is chaff according SPO because she working continuosly what is important in danger situation. Yes, according data from previous recce flights. That would be great, additionally taken in account things like signals strength, angle position relative to enemy radar, appropriate implemented chaffs, different jamming technics etc. , maybe some day......

As far I know, no record device of any kind inside pod. So I think no ability to do reconnaissance task with SPS, all data in reception mode is used in real time without storing.

In RL SPS-141 have few logics systems, which are used for jamming. Depending on chosen program different set of logics are used -------------------------Type of enemy radiation------------------------- ------------Pulse-----------Continuous----------------Mixed------------- --------------------------------or--------------------------------------- --------------------------quasi-continuos-------------------------------- ------------------------------------------------------------------------- Program I : - logic A-----------logic B-----------------logic A------------- Program II: - logic A-----------logic W----------------logic W------------- Logic A: jamming of missiles homming heads, fighter's fire control radars, ground fire control radars from SAM's and AAA systems (false distance and angle signals), Logic B: jamming of missiles homming heads, fighter's fire control radars, ground fire control radars from SAM's and AAA systems (target's false speed signal), Logic W: used for group defence, at least two aircrafts with SPS ( "doppler noise" and "blink noise" simultaneously from both aircrafts flying in formation ). This is basic functionality, because inside pod there is control box with additional switches which can be set before flight ( according recce informations ). This change main jamming modes by additional submodes, generally i think impossible to recreate in DCS due high level of complexivity. Switch "Active/Passive" have wrong description. Literally should be "Reception/Transmitting". First is observation mode, SPS is looking for threats, second is active jamming but not all the time, only after illumination by enemy radar. One important thing: SPS is reacting ONLY for lock-on signals, so she NOT jamming search radars or fire control radars in search mode. "Continuous/Pulse" switch. In RL this is "predicting" function switch. Pilot sets by this switch kind of "expected" type of threats. This involves additional submodes to main logics. ASO-2 should fired chaffs automatically, and is triggered by signals from SPO-10 ( lock-on signal ) if switch is in AUTO position.

So they took as fuel TS-1 kerosene, what is good because she was most popular in service. I was thinking that those extra 658 kg lost on empty weight ( difference between RL 5997 and DCS 5339 ) was put into fuel weight. What extra equipment our aircraft get to cover that masse?. Maximum fuel system capacity according all RL papers is 2885 liters, how they figured out those 2919?.:music_whistling:

Yes, 6255 is within (we can call this like that) "weight margins", but we don't know what kind of fuel they "use" for this calculations ( i'm sure they count fuel density much over maximum value - 0,83 kg/l ). Definitely empty weight is well to low, in my opinion this value is taken from MiG-21M or MF dokuments ( 5350 kg ). Generally whole module is a mix between 75A ( part of cockpit layout ), 75B and MF ( distance counter from ARK-10 ( in Bis should be ARK-10M with different distance dial ), strange weaponry ) and of course with some huge amount of developer's fantasy.

Generally MiG-21Bis weight subject is quite tricky. We have to consider that apart of two main variants ( 75A "Lazur" and 75B "Sau" ) existed many subvariants. Only Soviet aircrafts were "full option" models, export machines including those for Warsaw Pact were less or more depleted. Great example is IFF system - SRZO-2M, Soviets had full variant with 3 band encryptor plus "Zarya" module ( additional encryptor with few extra codes for war time ), WP had 2 band main system and simplified "Zarya" ( famous izd.81E switch ), rest of world got civilian IFF or no IFF at all ( Indian, Finnish aircrafts ). Already we have over a dozen kilos of difference between aircrafts, but this is only beginning. Different radar system variants, less or more expanded weapon system ( presence or not of some missile means existence or lack of some electronic boxes in avionics bays ), some 75A had deleted "Lazur" system, civilian radios instead of military, full or simplified ARK, etc. I think, we can assume that we have in DCS Soviet variant so we should consider Soviet's manuals data. We have data for Soviet 75A aircraft ( unfortunately no manuals for original Soviet 75B ), and we have data from Yugoslav 75B ( except simplified IFF those aircraft looks fully equiped ). According those data we can set proper mass values for this type ( at least very close to real ): -empty aircraft, factory weight accuracy 0.5% (+- 30 kg )( fully equiped with working fluids and gases and installed cannon, without pilot, no fuel, no cannon munition, no underwing weapon pylons ):75A - 5843kg, 75B - 5997 kg, -pilot with parachute - 110 kg, -cannon amunition full - 95 kg, -internal BD3-60-21 weapon pylon, pair - 49-62,6 kg ( weight vary depending configuration ), -external BD3-60-21R1 weapon pylon, pair - 47,4-58 kg ( weight vary depending configuration ), -under fuselage wet pylon BD3-56E - 24 kg, -internal fuel capacity 2885 l, max weight by fuel type: a. kerosene TS-1 ( 0,78kg/l ) - 2250 kg, b. kerosene T-1 ( 0,8 kg/l ) - 2308 kg, c. kerosene RT ( 0,775kg/l ) - 2236 kg, -unused fuel 80 l - 62-65 kg ( depending type of fuel ), -PTB-490 ( capacity 482 l ) 46 kg empty ( +24 kg wet pylon ), with fuel 419,5 - 431,5 kg ( depending type of fuel ), -PTB-800 (capacity 795 l ) 61 kg empty, with fuel 677-697 ( depending type of fuel ). If I will find time, in near future will post masses for all main systems and weapons.

3'rd men is siting on the bench: or in corridor between cargo compartment and pilot cockpit..... ....using this fancy big pillow with parachute.:D

I think that problem is much bigger, whole module is light years far from realism.:music_whistling:

Are you really sure?. It's depend what you mean when you saying "original": aircraft from 1972 ( production start ), or aircraft with original weapon system but still in use?. For me original aircraft means original electronics inside. Cuba aircrafts have original weapon system, but they got simple upgrade with R-73 ( are not MiG-21-93 ). I'm sure those missiles have no connection with the weapon system, are just fired boresight ( precisely the same way like R-55/R-60/R-60M working beside aircraft's weapon system ). Only three missiles were part of the original weapon system ( what means that radar calculates launch zones )R-3S, R-3R and R-13M , all rest was just simple upgrade and only electric circuits were added. Here the photos: Coxy if you will find at least one photo of Bis with H-66, I will buy you that aircraft :).

Great work Overstratos, looks brilliant.:thumbup:

:megalol::megalol: Like your attitude. In my opinion we should get full MTV-2 standard ( for me even as a extra paid addition ). Aircrafts were equipped with long range radio navigation RSDN A-723, from late 80's meteo/navi radar.... Second pilot instrument panel close-up....., even modern MTV-5's flyes with this system ...and in middle (left A-723 antenna, right radar ) MTV-2's had point to mount this: It's Soviet search light for rescue missions, not all aircrafts had them installed but all had wiring and mount point. So full set is: PKT in nose, radar, A-723 and search light.