robban75

Yeah, the entire interview is published in the book I quoted above. :) And yes, he really was noticably offended by having to fly from the rear seat. :D I can understand him though. He was mostly negative in the interview but there were some positives. He liked the power to weight ratio, how stable it was in flight and that it was very easy to fly. :thumbup: Another interesting story is about the "wacka" maneuver. It's basically a cobra as far as I understand it. The pilot explains that he first encountered it when dogfighting a J 35 Draken. He was almost ready to take make a kill when the Draken in front of him swiftly raised its nose and with the sudden speed loss swooshed by him. He later asked the Draken pilot about it and decided to try it himself. The Draken pilots never had to worry about over stressing the airframe, the Draken could withstand anything. With the Viggen I had to be more carfeul. I entered the maneuver when the speed was around 350km/h. Stick full back, rapid nose up. Barely 4G, angle of attack probably around 45-50 degrees. The maneuver was easy to perform. Max allowable AoA for the AJ 37 was 18 degrees. However it was quite easy to make a half roll with AoA of 27 degrees. It was important to be in full zone 3 burner during the maneuver.

Something that comes up several times in the book "System 37 Viggen" is the brute force of the engine and the acceleration it provided at zone 3 afterburner. :) One pilot describes the performance on dry thrust as being not too impressive. Zone 1 was used to maintain combat speed when heavily loaded with bombs and missiles. Zone 2 was used for acceleration, and on take off. Zone 3 on the other hand, is were stuff really started happening. The word accelerate doesn't quite describe it. The Viggen bolts(correct word?) away! Using zone 3 on take off you rotate after 400m, and the end of the runway is passed at 800km/h. A km later you have Mach 0,8. You pull up at 4-5 G while the speed continue to increase to Mach 0,9. The climb angle is now close to 80 degrees, at 6,000m it starts to ease out so that at 10,000m it is a mere 30 degrees. On a cold winters day the time from take off to 10,000m took less than 90 seconds! With 50% fuel and zone 3 the acceleration is so strong that keeping your head from touching the head rest was quite difficult. After pull-up the climb angle had to be no less than 85 degrees. Even the slightest lowering of the nose and a transonic warning would go off(yellow light) following supersonic speed.

No problem! If you read swedish I can highly recommend the book, System 37 Viggen, Flyghistorisk Revy by Ulf Edlund and Hans Kampf. :) I really liked the 2107 design. See link below. :) http://img.photobucket.com/albums/v486/robban75/URGripen1-1.jpg The unstable delta/canard config was in the end chosen mostly due to superior transonic and supersonic maneuverabilty. But I digress. :music_whistling:

On the topic of Viggen weights. In the book "System 37 Viggen" the empty weights given for the AJ 37 is 10570/10630kg, and JA 37 11790kg. Take off weight for JA 37 is 16200kg. In the book there are several comparisons made against the MiG-23 and Mirage F1. Time from take off to Mach 1.6 @ 11000 meters, armed with 4x AAM. JA 37 5,5 min MiG-23 8,5 min Mirage F1 18 min Turn rate @ Mach 0,8 at SL, armed with 4x AAM. JA 37 12,7 deg/sec MiG-23 17,5 deg/sec Mirage F1 13,0 deg/sec It is difficult to turn an attack aircraft into a fighter. The Viggen can deliver on most points, such as acceleration and climb performance. But it does fall short when it comes to turn performance. Pilots says so themselves. Although, this is in comparison to more modern fighters, such as the F-15, F-16, MiG-29 and Su-27.

At 7:10 in the video you can see the AJS variant of the Viggen do a max sustained 360 degree turn. The whole display is worth to watch as well. :9 [ame]https://www.youtube.com/watch?v=-JK3Vx_G2k0[/ame]

Some un-edited screens. ;)

Too true. My bad. :)

I was just curious to whether the Mirage is supposed to be so nose heavy on take off? With the stick full back the aircraft won't get the nose gear off the ground until it reaches an airspeed of 280-290km/h. :pilotfly:

Having fun with the Ka-50! :) I have no previous experience flying helicopters, so this opens a up a new and challenging dimension for me. Good fun! :) And the beautiful Dora-9. :)

Great, thanks! :)

I don't know if I'm posting this in the right forum, but I just updated to the latest patch and noticed that the reflection on the Mirage 2000 canopy and windscreen changed. Previously it was nice and clear but now it has a milky shine and it wont let sunlight through. First pic, pre-update. Second pic, after update. Any way to fix this? :cry:

Yesterday I bought the DCS World 2.0 Open Alpha. So beautiful! Loving every second! :joystick: Here are some mixed shots. :)

Doesn't sound like a easy fix. As I said, it's not that big of a deal. Overall the 3D model is gorgeus. I just wanted to know if increasing the dihedral would be a quick fix or not. Thanks for the answers! :)

AFAIK all 190's had the same dihedral. I could be wrong though. The drawing used for comparion is from Jerry Crandalls book on the yellow 10. It is made by Koichiro Abe. It's not perfectly superimposed, but should give a close enough comparison between the in-game 3D model and the drawing. The difference is not large, but it's there. This is hardly a deal breaker for me. I love the 3D model! :) Just thought I'd see if it was easy to adjust it, or if it would mean serious surgery.

Hi everyone! My first post here. Although I'm not new to the sim world, or the Fw 190. :) This may be a trivial issue, but as I love the shape of the D-9 I often tend to just throw it around the skies while admiring the external 3D model. The problem for me is the dihedral. It is too low. The v-shape should be more pronounced. Not a big issue perhaps. The 3D model is close to perfection as it is. However, would it be possible to give it the correct v-shape? Or would it mean major surgery on the model? Any feedback on the matter appreciated. :pilotfly: Robert