SPIKEN

Dburne, Thank you for your advices - Will work them and see what comes out.

My Oculus CV1 was working beautifully up until friday (Apr 14th), when it all of a sudden stopped with black screen and orange light. The Oculus soft does not detect the headset usb + HDMI or the sensor usb. I am on Win7 SP1 which was just updated the day before. Dont know if that is related. Has anybody else on this forum experienced the same thing?

Dores 893 I always use the AFK for landings. I have experienced your type of problems and always when the airbrakes are out. I do not think the AFK is tuned for the viggen with airbrakes out (needs aggressive throttling) so the problem could be you have the airbrakes out on the final.

Winston 60 , I am a 70 year old flight bum – I used to think that my(2D) 3-screen + Track IR5 set up, was as close as I could ever come to flying in reality. I was dead wrong! A great technology change has ocurred with the introduction of VR headsets. I hesitated to buy my Rift CV1 for quite some time, but 2 months ago I could not hold back anymore. I did not know what to expect, but already during the installation of the Oculus soft, I understood that this is going to be something else, when, during the last part of the set-up, I was overrun by a T-Rex!(A demo) My first impression: This is a marvelous 360 degr. 3D experience! My first flight sim experience: I am in the cockpit! and I want to repeat- You are in the cockpit! I started my quick mission M2000C on the runway for a free flight. Involontarily my hands let go off my TM Warthog Hotas trying to reach the ”real” throttle and stick – That is how much I believed I was in the cockpit. This behaviour also was repeated during the flight(almost crashed as a consequence). The flight experience is so damned realistic, it can only meet competition by RL-flying. Sure you can complain about the resolution, but it is good enough to have an extraordinary experience in virtual real life flying. It is hard to describe with words how good the VR headsets are, but I sincerely think that you are not doing yourself a favour by waiting to invest in one.

After having installed my new Oculus rift headset (Unbelievable realism experienced with that headset), after each start of DCS (1.5.x), I run into the Mig21bis reactivation problem. I am not a frequent Mig21bis pilot, so it´s not a big problem for me (having 10 more activations to go) but it sure is a pain to live with. So is there a fix available?

The present "Left Indicator and Warning System" section ends with page 51 containing "Rear Fuselage" and "Wings" and "Canards" explanations, which I believe should be in the section that follows on page 52 "General Design and System Overview". If this remark has already been noted - please disregard this input.

Cobra and the rest of the LNS team -- Thank you very much for handing us the early version of DCS AJS37 manual.

Thank you cobra for the show! --- At first I thought, you are doing the, by now , famous split S in front of us all and with special focus on the altimeter readings, but after a review it looks more like a sharp diving excercise. Anyway really looking forward to lay my hands on your excellent piece of work.

TurboRush, Thank you for your answer- It´s time to buy it - and again I like your answer.

If I buy the F5 now - Will there be training missions included already in this early version?

OK. Thanks for the reply!

I have so far not been able to download the latest update 3. No response from the automatic updater and the manual one says that my present -51417.46 is up to date. Is the new update temporarily stopped or can I get it from somewhere else, outside of the normal update procedure.

Thanks for the update - As always a good read, but what about the AJS 37 Viggen - not a word! My conclusion: It is in for an imminent release for sale - like within 2 weeks!? LNS the #1 community teaser

Such a well written update – Cobra 847 an outstanding job! In particular, I like and love to read of the LNS ambition, NOT to release for sale any Betas – just feature full products will be sold. I believe this is the right way to go and will save themselves as well as us (the customers) a whole lot of trouble and frustration. So, with everything said in the update, I wish LNS a happy and sucessfull 2016!

WHY !?? -------- WHY ON EARTH release a non-finished beta-type product and ask money for it?? This, I believe, is the root problem. Once money is involved, anger, frustration, guilt, bad consience and you name it is ready for take-off. The consequences are not predictable, but they are all bad. So my strong recommedation is: Do not release beta-type products and ask money for them. Suppliers could actually release a beta, for instance to have an early customer feed-back, but then it should be free of charge. (Of course I know why and so do you)

Mattebubben, You have done a "brave" work. I cannot find anything wrong with it - so well done!

AJS-37 Viggen thread readers, Having followed this – and the ”next aircraft speculation” thread, I have read that someone likes the Viggen, some dont, some think it is junk, some say it has not met any action and is not warhardened and several both positive and negative remarks have been passed. Here I just want to share my knowledge with you on what went on during this Cold War era, most of it learnt when I was employed by the SAAB Aircraft company in the mid-seventies, where I met several retired fighter pilots (mostly J-35 Dragon pilots), who told me some interesting stories on their so-called Incident missions.Most of the things happening in the air over the Swedish and The Soviet Union borders never met the public eye. For good reasons both parties wanted to keep it as secret as possible. One Viggen pilot, however, decided a few years ago to go public with his story on an Incident re-con mission, which went badly wrong. At the end of this post I will give you a summary of his related story. After having read it, you can start-up your DCS module of choice and try to outperform the IRL Viggen performance. The source is Kapten Göran Larsson story ”Dödligt drama över Östersjön” as printed in Flygrevyn 8/2010. If you want the whole story – google ”Viggen incidents”. It´s in Swedish though. During the Cold War era the Swedish Airforce had what was called an Incident alertness group – mostly fighters but also re-con aircrafts. These groups were active on a 24/7 basis, often parked on the taxiway close to the runway, fully armed and tanked and pilot in cockpit – ready to take off on a very short notice. The missions flown were somewhat strange (to my mind). The preconditions were: No preparation possible – Just up and away. The only thing the pilot knew was that he was going to fly eastwards- going to have a close encounter with a fully armed Soviet Union aircraft(s), with no knowledge of its or their intent and on top of that – any failure in the pilots assessment of the varying conditions during the encounter, could actually start a war.--(meaning ”Never ever go for the trigger”). This ”Cold War rule of engagement” was kept by both parties, as you can see in the IRL-story below. These Incident missions were flown frequently during the entire cold war era. One of the ex- J-35 pilots told me the following: ”We flew these Incident missions very often and up in the border skies we often met the same Soviet Union pilots and since we flew wing tip to wingtip we often greeted one another through the cockpit. We even managed to send hand wawing messages to each other, which both understood as ”Lets have a friendly dogfighting exercise”” So some good - unlikely- ”Top Gun” excersises have also been flown over the Baltic Sea area. Far from all Incidents were executed in that friendly manner, but most of them ended peacefully, some went wrong and a fraction of them went badly wrong, as the re-con mission mentioned abv. And here is a summary of the story told by the SH-37(recon version) pilot: ”In the summer of 1985, I was on a mission to document a Soviet Union naval excercise, taking place in the south east corner of the Baltic Sea. Being, unarmed, at work over international water, I was joined by 2 SU 15 Flagon F, fully armed with 2 radar- and 2 IR missiles. One of them stayed at a distance, one joined my wingtip.Having a fully armed foreign aircraft at your wingtip is a somewhat disturbing experience, so I started to ”dance” (Pilot slang for trying to get rid of the enemy by advanced maneuvers) with him, while still trying to do my job. After having ”danced” a while, it was time to fly home to refuel” So the first part of his mission ended without any real problems. It should also be mentioned that his operation was all the time watched over by a group of interceptor Viggens, flying around the southern part of the island of Gotland. Starting his 2nd part of his mission he decided to do his best not to be met by the SU 15s again – so low flying ,radios and radar off. Still just after a few minutes at work he was again met by the same 2 SU 15s – same behaviour – one staying at a distance – one joining his wingtip. ”After having again tried to get rid of the SU 15 at my wingtip I decided to really shake him off. I flew straight at 550-700 km/h at 500 meters(1500 ft) above sea level when I initiated a Split S maneuvre, coming out of it at 100 meters and then, to my surprise saw in my rear mirror that the SU 15 pilot still was trying to follow me and he had completely lost his ability to fly, belly crashing into the sea followed by a large fire-ball, probably due to the four missiles he carried.” The Viggen pilot then decided to end his mission, hurried back home. Initially he also discovered he was followed by the 2nd SU15 but this was also discovered by the interceptor Viggens at stand by over Gotland , who hurried to help him out and the SU 15 finally broke off. Note 1: The SU 15 pilot could have easily destroyed the Viggen by firing a missile – He never did so, obeying the ”Cold War rule of engagement” Note 2: Kapten Göran Larsson – The Viggen pilot – was a very experienced Viggen pilot and obviously felt comfortable by executing the split S, believing it was well within the envelope of the Viggen, whereas it was equally obvious and sadly enough outside of the SU 15 Flagon F envelope. My conclusion over the Cold War era in the air: It fostered some very cool pilots on both sides. Now I look forward to a day 1 DCS-AJS-37 Viggen buy!

Sydost, You are right - Your camera FOV IRL landing video has convinced me that there is nothing wrong with the DCS-simulator. Having watched it a few times, I find it looking pretty much as my described simulator landings. So Thank you very much! for a good educational video on the subject of FOV. The remedy to get more realism is then have access to a bigger display area, as pointed out by yourself and others on this thread.

Wildfire, I agree, it is not a showstopper at all, just an irritating experience when realism is what we are looking for. I dont know what a lod is or what it is short of, but I guess it has to do with simulator modelling and that you have experience working with such models. I also note that you see a way forward to at least experiment, searching for an improvement. I can only say, I would be very interested in reading/seeing the result of such an effort.

Zaelu and Viersbovsky, Thank you for the FOV explanation! So what happens at touch down is a simulator commanded zoom in to give us the realistic runway width experience. Have I understood it correctly?

AG-51_Razor and Zaelu, Thank you for your comments. We are at least 3 wanting ED to look into this matter or at least give a comment to it.

Realism and immersion are perfectly married in ED products - To my mind, the best flight sims ever. One thing, though, causes me some irritation and does not correspond to my IRL piloting experience. When you are on the final, during a visual landing attempt, it is OK that the runway is needle narrow at long distance, but it should progressively broaden up as you approach its threshold and when passing the inner marker it should be there, in front of you, broad and welcoming. To my mind this is not the case in DCS World (nor for that matter in any other PC flight sim I have come across) it stays extremely narrow all the way down till touch down and then ------ Whooops ----- all of the sudden it broadens up to a realistic width during the roll out. If you want, it is easily verified, by remembering the runway width at take-off - fly out and make a 180 followed by a low pass parallell and close to the runway - look down at it --- it does not have the same runway width as the one you just started from. I have searched the forum for a thread on this subject but not found any. Does this mean, I am the only one to find this runway width/landing issue irritating?

Krieg, I have given your request some consideration. I feel such a story will only fit this forum if we finally gets the DCS Viggen. So, if we do, I will write something down and place it in a new thread under the Chit-Chat section.

Yeah, BY4, That is the one. So left side it is. A good picture, which makes memories come alive. Thanks!!

Krieg, Radbes and BravoYankee4, I think you got me there! My memory tells me the right hand side. On the other hand it is a 37 (not AJ37)year old memory so I could be wrong and thinking operational- wise. If you shall leave the HOTAS state, better choose the left hand first, so my memory must have let me down. On the other hand when I fly a Maverick attack with the masterpiece DCS A10C, I always engage the autopilot for the last part of the attack. It is not that easy to find the target and get a lock-on, with limited time available, working the maverick seeker. So from an "autopilot" point of view it could have been placed on the right hand side as well. Maybe we should ask Cobra847 for help and thus get a revealing answer?