BravoYankee4

Anyone that knows what kind of technology it is in the data and destination indicators? Based on the time period I would guess nixie tubes or VFD, but some pictures are leaning towards some kind of mechanical (backlighted) design... Update: found this [ame] [/ame] So, nixie or mechanical?

Thanks for the documents T0x1s. Living in between F6 and F7 during the 80's gave me the opportunity to experince a lot of road base activities. A great time growing up :) And please LNS, make the J-35 happen in DCS. If you ask me, you could cancel the F14 if needed :music_whistling:

Looking good. It is like a new dawn when you have started doing this and there is no way going back ;)

Well, the Viggen christmas tree formation was probably as close to a confirmation we can get from LNS :thumbup: http://forums.eagle.ru/showthread.php?t=156344

Hm.... I assumed the author would have done a better research before putting that comment in a book. Perhaps the comment was about that the Viggen computer was doing more than the Verdan computer? I don't know. A digital computer system designated the "Versatile Digital Analyzer (VERDAN)" -- which some prankster redefined as "Very Effective Replacement for a Dumb-Ass Navigator". It was one of the first solid-state computer systems ever fitted to an aircraft. Anyway, with this knowledge I agree that "second" is probably not correct. One of the first is perhaps a more aqurate statement.

Another fun fact is that Viggen was the second aircraft in the world to have an onboard computer. The first was the Intruder... Keep in mind that this is a plane that was initially projected during the 50's and the first prototype flew in the late 60's. Pretty amazing how much ahead of their time the engineers where with the design and how long the life time was.

Just learned (from the book previously mentioned) that there was some serious plans for selling the Viggen to other countries. Because of this there was a co-ownership between the Kungliga Flygförvaltningen* and SAAB of the prototype planes in order to have them displayed at several international air shows. due to some legal technicalities SAAB had to pay a huge insurance fee for some shows, if something would go wrong ;) Also keep in mind that the Draken was exported to countries like Austria, Finland and Denmark. Denmark also had a custom made attack version. * KFF, a Swedish government agency active from 1936 to 1968.

Well, just print the label film inverted :thumbup: A standard laser printer with OH-film would do that. Even better would be to do it with a stencil cutter and black vinyl of course.

Here is another way of doing it :) Also note the mechanical dimmer.

Here is another story of a friendly fire incident with F-15's shooting down two Black hawks. There was a combination of human errors (AWACS) and IFF equipment issues... https://en.wikipedia.org/wiki/1994_Black_Hawk_shootdown_incident

I noticed that as well. But it isn't for all warning light check buttons - just this one if I remember correct.

Well the hit'n run doctrine didn't want you to stick around in the enemy surroundings anyway. We did the same thing as rangers - i.e a surprise attack with everything we got, then quick as hell away from the scene (and then come back again at another place from another direction...). Speaking of big salvos, imagine a four group of Viggens with 4 BK90's each doing a coordinated attack on a landing party at a beach head :D

As long as LNS provide a Swedish map I don't care about navigation in the rest of the world :pilotfly:

Reading through the manual I am a bit amazed of how complex and advanced this aircraft is (for its time of development and active duty). Assuming that LNS really is building this module they will have a lot of systems to simulate. Both weapons and navigation systems are probably giving them a hard time right now... Some more little examples of nice features. The fuel gauge has two needles, one for remaining fuel quantity and one that is showing (calculated) needed fuel amount for the remaining waypoints and landing. You can use the after burner in reverse thrust mode, however not recomended since that might cause damages :music_whistling: The navigation system can be continously updated with the current postion from manual radar or optical fixes in order to make it more accurate. The ejection seat is equiped with a ultrasonic ping device that starts to transmit when in contact with water (for rescue party homing). The landing gear handle has electro mechanical locks that is controlled by throttle position and speed (prohibiting the gears from being lowered or raised during certain conditions). The engine has an automatic restart function in case of flame out. The reverse thruster can be initiated before touch down so it is automatically triggered. There is a sensor in the right landing gear that starts the process (the nozzle and reverse "flaps" starts to move to 2/3 position) and if the nose gear isn't depressed within a specific time (one second) the process is aborted and the nozzle moves back to original position. When the nose wheel is depressed there is a 30 second time relay holding the reverse thuster active even if the nose wheel isn't depressed fully all the time. If the main gear is not depressed anymore the reverse thrust is immediately aborted. When the speed is below 130 km/h the indicator light "REV AVDR" is lit to remind the pilot of de-activate the reverse thrust before the jet wash is sucked in to the air inlet. The reverse thrust is de-activated by pushing in the reverse thrust handle. There are some electrical test and safety functions indicating errors like "EJ REV" (no reverse) in the annuncicator panel if the nozzle isn't working properly etc. There is also a system checking if the gear switches are ok or not, and if there is a problem you get the "FÖRV FÖRBJ" indication which means that it is forbidden to pre-activate the reverse thruster - since that could activate it mid air.

Weapons options for the AJS37 (missing in the picture is the BK90). On the far left and right is the counter measure pods. Then you have the RB15F anti ship missiles, rocket pods (6*13.5cm hard or soft target warheads), 30mm gunpods (150 rounds), RB75 (Maverick), bombs and illumination bombs, RB74 and RB24J. By the way - Swedish missile designations are odd numbers for A-G and even numbers for A-A.

AJS37 with 2 RB74 (AIM-9L) and 4 RB24J (AIM-9J). The outer pylons (that became operational with the AJS upgrade) was intended for the RB28 Falcon missiles. The RB28 was also a IR missile but with longer range (than the Sidewinder) and better suited for high altitude. It was originally procured for the J35 Draken and license built by Saab. The seeker had a much longer preparation time (cooling) and was later regarded as not to be used on the AJ37, rendering the outer pylons unused.

120kg bomb m/71 Virgo could be configured with different fuzes and also a drag chute.

Another interesting detail is that the autopilot was engaged when RB05 missiles was fired - which makes sence since the pilot must use the right hand to control the missile. The pilot training program included 1000 attacks in a simulator during a short period and then the skill was maintained with few simulated attacks per month. Before shooting with a live missile there had to be a training in the SK61 trainer with a couple of RB 53 Bantam missiles - which might be considered odd since that plane is a lot slower. But the firing distance and speed was divided by a factor of five, so it was quite realistic in the end (beeing scaled down). Saab developed a TV-guided version, RB 05b, but that was rejected by the Swedish air force in favor for the Maverick.

Regarding the "IR-RB FRAMSTEGN" switch... Normally it is the missile on the left side that is the first to be fired. With this switch you can select another missile.

The "LJUDSTYRKA UK-DÄMP" volume knob is indeed controlling the volume of the IR missile seeker (0-40db). If needed it can be pushed and then you get a 100% damping of the radio, then only hearing the missile seeker (and warning sounds like stall (high alfa) warning). By the way, there is a recorder that automatically starts when there is something transmitted or recieved on the radio or if there are any warning signals. The recorder can also be started manually.

Thank you very much! There is so much information to process, and so far I have only gone through the first 200 pages... Some highlights so far about things being discussed previously. The "Reglagebroms" is for both setting the AFK (autothrottle) mode and friction control of the throttle. There is a automatic stick to rudder ratio depending of speed and so on, and if it fails the switch "TIPPVÄXEL" can be set to "LANDNING" (landing mode) with set the ratio in a mode best suited for landing the aircraft. There is indeed three stages (zone) of the afterburner, each having a set of fuel injectors. They are controlled by three microswitches that are actuated by the throttle. The afterburner indicator "1, 2 and 3" are lighted by the throttle position, not the actual after burner operation. For actual operation you need to monitor the nozzle indicator gauge. The countermeasure systems are KA (ECM, radar jamming) and KB (flares and chaff) and consist of two external pods (wing pylons). When used the amount of missiles, rockets, bombs is reduced (since they use one pylon each). By the way, the AJ(s) Viggen can load 16 120kg bombs :thumbup: More information (and pictures from the book i got my hands on) will follow.

Yes, now I will have some reading to do this weekend :)

We are a lot of Swedes hoping for a Baltic sea map as well (mainly because of the Viggen module that probably will be) :thumbup:

And we are a couple of Swedes that would gladly offer our services for the future Viggen and HKP9 modules :)

Not an expert, but since Hawgtouch, Helios and DCS-BIOS does exactly this it shouldn't be any rocket science.