myHelljumper

The way to use this sight is explained in the manual. Give it a read (page 549) and then try using it as is should be.

Hi, This dial is linked to the flap/paddle next to it and allows the pilot to flip it to use the button bellow, it's kind of a safety.

Hi, I think you are mistaken about the function of what you call the HSI (this instrument is called IDN, navigation indicator). It does not work like a HSI as in you can't simply set a course. What you can do is set a VAD, additional vector, based on the TACAN station, which is an offset point. You set it by using the rho and theta position and then selecting the VAD position. You can do the same with a BUT by setting up a BAD on the PCN. All the above is explained in the manual if you want more information.

AFAIK, the -5 PCN is the same, the text is just in English. I might be wrong tho.

The Module is already of the S5 standard. GPS and link 16 were never integrated in the 2000C, only the -5F and the 2000D have it. To our knowledge, the SERVAL RWR did not significantly change during the life of the aircraft, we know the symbology on it was reworked a few times but the current implementation is correct for all we know. The SPIRALE chaff dispensers are already present and implemented, the ECLAIR pod is an addition to the CM system. You can find most of the information I shared above in the module Manual.

Do you have any sources where I could read on these improvements ? To my knowledge: GPS was never integrated in the 2000C and the INS system represented in the module is the one that was used until the aircraft retirement. The RDI represented in the module is the latest version with NCTR. The M53-P2 represented on the module is the most powerful engine installed on a Mirage 2000 to date. AFAIK the module represents the most advanced 2000C as used in the French Air Force. The screenshot you provided must be an export aircraft cockpit.

Hi, The mirage is directly integrated with SRS so you need to bind the "UHF RED Radio PTT" and "V/UHF GREEN Radio PTT" command directly from the DCS M-2000C controls menu. There is also an checkbox in the Mirage special options for it to also display the DCS radio menu called "Radio PTT short press toggles menu".

Hi, This issue is caused by the wake of other aircraft. We find that it can sometimes cause very high G forces for a few frame and cause the wing to brake. We will look for a solution to this but in the mean time I suggest that you turn off this effect to prevent this issue from happening. Thanks

Hi, As said on discord, the external model cockpit has not been updated to match the updated cockpit. We want to update the external model but it's not a priority for now. I'm afraid it will stay this way for some time still.

Hi, I released an updated version of the manual on our Discord that covers the IFF update and the kneeboard has a special page that notes the important changes. I was not able to make all the changes needed for the manual to be released with the module. I should've posted the IFF section which is 99% ready on the forum in the mean time. Here it is, sorry for the inconvenience. IFF_extract.pdf

Hey, sorry I didn't reply earlier. Elastic limit position: The position in % of the elastic limit on the pitch axis. This means that when setting it at 95% with the disabled option, you will reach the elastic limit at 95% of travel and the physical limit at 100%. Elastic limit bind: - Disabled: You always can go past the elastic limit, the elastic limit override bind has no use. Real pitch axis with the elastic limit override position: 0%----------95%--------------100% Elastic limit. Physical limit. - Scale: With the elastic limit override command unpressed, your stick will reach the elastic limit at 100%, with the elastic limit override command pressed, the elastic limit will be moved to the Elastic limit position, and 100% will be the stick physical limit. In this position, the scale of the pitch axis changes when you press the elastic limit override command. Real pitch axis position with the elastic limit override unpressed: 0%---------------------------100% Elastic limit. Real pitch axis position with the elastic limit override pressed: 0%----------95%--------------100% Elastic limit. Physical limit. - Clamp: With the elastic limit override command unpressed, your stick will reach the elastic limit when it has traveled to the Elastic limit position, any travel after that is ignored, with the elastic limit override command pressed the extra travel to the limit is taken into account. In this position, the scale of the pitch axis is unchanged and it works like disabled but you need to press the button to go past the elastic limit. Real pitch axis position with the elastic limit override unpressed: 0%----------95%--------------100% Elastic limit. Ignored. Real pitch axis position with the elastic limit override pressed: 0%----------95%--------------100% Elastic limit. Physical limit. The historical behavior is Scale I believe and it is the one I use. I hope this helps.

I don't know what the F-16, F-18, Su-33, Eurofighter and J-20 have to do with the Mirage 2000C performances but ok. If you are going to insult SMEs and the work of the team, the minimum would be to provide sources and tests to backup your claims. Otherwise we could just dismiss you as a pretend SME....

That's the same for this mode, it will brake the plane if engaged at high speed and will bleed speed. But I won't dictate the rules of your tournament.

With this mode activated, the pilot has complete control over the elevons/rudder. Since the aircraft is unstable the pilot will have to use special and unconventional care to the flight controls. This should not be used in a dogfight as it will 99% of the time result in a loss of control. I guess you could consider it an "exploit" as you would be able to attain AoA not possible otherwise but the probability of controling with aircraft in these condition is very low. Banning it in competition could make sense as it would prevent reaching these AoA altogether. But from my understanding the switch function will change in the future and this control mode will not be reacheable unless the aircraft has recieved serious damage. Edit: If the Su-27 Direct Control is banned, this mode should also be banned, if not, I don't see why it would be an issue :).

Looks like you have shadows disabled. Could you share a track where you find that the VTB is un-readable ? Thanks.

Guy, not the place to talk about other modules, keep the discussion on the Mirage.

I still fail to see how comparing the Mirage FM to the F-16 is relevant. We can only use hard data to tune the FM, "The aircraft is good there and bad there" is not enough. Up until now I still don't see any evidence from your end that could demonstrate an issue with the Mirage FM except "common knowledge" which is, again, not valid data. (To illustrate my point with anecdotal evidence, in my young years a retired French fighter pilot told me that the Mirage was a better turn-fighter than the F-16, who should we believe ?) Here are the procedures that I already shared in the other closed thread: Dead engine landing procedure: 280 kt indicated should give you 41 nm from 30 000 ft (~14 nm per 10 000 ft). 280 is chosen because it's close to the best glide speed (~260 kt) and inside the engine relight domain. The slats should be forced in. Stabilize at 5000 ft to slow down to 230 kt minimum then drop the gear. Maintain 230 kt in final. Break landing procedure: 350 kt / 1500 ft initial APP selected on PCA, seat raised. 60° AoB break, idle and airbrakes. Slow down until 200 kt. Maintain 200 kt and close the airbrakes, reduce the bank to 40°. Once on the downwind, gear down. When passing the runway threshold, 40° AoB, FPM at -7°. Once on the last 90° of the turn, look at the runway and adjust pitch and AoB.

This is not the place to talk about other aircraft and comparing the Mirage with other aircraft is pointless, this is not how FM should be tuned or judged for accuracy.

No I don't and I don't want to spend the time doing them for 50% fuel. As said before, the document ou linked above is from a Northrop sales symposium promoting the F-20 in Asia, not a reliable source.

Here are some diagrams I made some time ago that reflect the current FM. Flight domain, MAX AB, 10,9t, no external stores, standard atmosphere: Flight domain, MIL power, 10,9t, no external stores, standard atmosphere: 15000 ft, 10,9t, no external stores, standard atmosphere: 10000 ft, 10,9t, no external stores, standard atmosphere: 5000 ft, 10,9t, no external stores, standard atmosphere: Sea level, 10.9t, no external stores, standard atmosphere:

We don't know where their data was coming from or how they build their FM, we can't comment on that. I will say again, peak STR of the old FM/engine was higher than the current peak STR. I will post the document and procedures when I have the time.

The FM is based on data and SME feedback, some data we can share, some we can't. What we were able to share is: - The dead engine landing procedure, which gives the best glide speed and AoA as well as induced drag at this AoA. These are very useful information as they remove the engine from the equation. - The break landing procedure, being done from 350 kt to 200 kt at 2G, it gives a good drag information with minimal engine input as it is done idle. The last turn also gives a lot of information on the lift of the wing, as it is done at high AoA and AoB (14° AoA, 40° AoB). The AoA induced by the AoB is critical here and is based on videos. - Engine performance were based on a research paper on the M53 and M88 engine, we determined that the thrust curves on the document were in perfect condition and not accounting for limiting factor of the airframe so we are under-performing compared to them. - Engine thrust based on VTH Jx. - Flight domain performance based on videos and pictures. All of the above have been tested and discussed with SMEs and adjusted where needed. I should be able to post the sources for the research paper and post the break and dead engine procedure if you want to test them. One last note, the current STR of the aircraft is lower than the old FM (pre-engine update). The Mirage wing and lift devices create a very flat STR curves (like most delta wing aircraft) which makes the aircraft very good for dogfights.

This is sound from a gopro, it can't be used as a reference everything that is happening in a fighter aircraft cockpit.

Hi, I'll go through the document and fix these errors. Thanks.

Most likely yes.