drPhibes

It uses a combination of the air data system (which measures total pressure, static pressure, air temperature and angle of attack), a 3-axis accelerometer, the HSI and ADI. All this info is then wind compensated (either via doppler radar or forecast values), and the aircraft's ground speed in X, Y and Z axis is calculated every 103ms. By numerically integrating speed you get the distance traveled, which allows you (or the CK37 to be precise) to keep track of your current position.

You can always try LWin+Home if the 4 extra key presses are too much of a hassle.

You may be correct. It's way beyond my area of aeronautical expertise (ILS systems).

Doesn't seem like it. I don't see why an altitude conversion table would depend on the aircraft's heading. It's probably something related to some part of the radar operation.

Here's the table:

There's nothing like that in the screenshots published by LNS. Just various short checklists for in-flight procedures.

Nice to have when talking to civilian ATC. For military use you just have to remember to fly below 150m, above 30m over land and 20m over sea :P

Cobra did produce a Sabaton music video some years ago, so I guess it isn't completely unlikely, but I'd prefer the king of Swedish rockabilly:

There are two types of ground proximity warning: "Bottenvarning", or "bottom warning" directly translated: This warning is triggered if the radar altitude HR is less than 150m and less than half of the computer calculated barometric altitude HM. The warning is cancelled at altitudes below 50m if the landing gear is out. "Metspövarning", or "fishing pole warning" directly translated (did I mention that some Swedish aviation terms are a bit odd?): In ground mapping mode (A1 or A2), this warning is triggered if the radar altitude and sink rate indicate that a ground impact will occur within 7 seconds. The warning is cancelled when aiming at ground targets, or with the gear out at altitudes below 50m.

First of all: don't feed the troll. Speculation of how profits are shared between 3rd party devs and ED is beyond the scope of this thread (and probably confidential; nobody who actually knows anything about this would ever tell us). And to sum it all up: don't feed the troll.

Congrats to all the other winners, and thanks to ED for chosing one of my skins :)

He has been temporarily banned from posting twice in last couple of months. That pretty much says it all...

I always found their cars to be a bit weird, with the hand brake on the front wheels, and a reverse gear lock instead of a conventional steering lock, but their planes rock, and apparently, so does whoever controls their Twitter account. Thumbs up to SAAB!

Let's just hope there's some Eddie Meduza on the TEAC tape recorder (which the manual claims is used for recording video from the Maverick seeker, but I have my doubts...)

The left engine supplies enough bleed air to start the right if you throttle up to over 90% RPM. There's no need to connect ground air to anything once the left engine is running.

Slightly off topic, but here is some more mechanical computing wizardry: And check out the Antikythera mechanism (there is a documentary about it on the 'tube). Amazing stuff!

From the manual: The plane can carry: * 2x RB24J on hardpoint R7 and * 4 RB24/24J on hardpoint S7 and V7 or * 4 RB24J/74 on hardpoint S7 and V7

I found a similar video from a CV90: I think we can just conclude with it being Swedish electrooptical wizardry.

I hereby coin the phrase "Vigg-on-MiG action".

Simply put: if SAAB didn't like the idea of a DCS Viggen we wouldn't be getting one. If you want to use someone else's trade marks or designs commercially you need to license the design from the owner, or risk lawsuits for trademark infringement. Edit: whoops. Cobra beat me to it. :)

The plane designation is without a space or dash, i.e. AJS37, AJ37. SK37 etc. Missiles are "RB xx" with a space. sources: AJS37 manual and the Swedish air force munitions catalogue.

IIRC, the Viggen doesn't have a traditional INS, but a navigation system based on the air data computer. But I have been wrong before (once), so I'll have to check my manuals after work.

It's a bit hard to tell from the pictures, but the angle between the top of the stab and trailing edge of the rudder is approximately 98° in the picture and 96° in the screenshot. IMO, the measurements are inaccurate enough that a margin of error of ± a few degrees can be expected, so it's hard to tell where the error is. And I'm not driving to Linköping with a ladder, tape measure, spirit level and protractor to find out what the actual values are. Not that I really care that much (I do most of my flying from inside the cockpit), but I know that the rivet counters out there will be losing sleep over it :)

Regarding the tip of the vertical stab: I made some measurements on a picture of SE-DXN. The dimensions are not to scale (!!), but the relation between the dimensions are reliable as they are in the same plane (as in geometric plane, not the flying around, blowing stuff up kind of plane. The picture was taken straight on, so there's not much perspective distortion, and the same seems to be the case with the screenshot).

Copied from a SAAB document on the history of their HUD and optical systems: