outbaxx

Some small details left but it’s a fully functional Datapanel at least:)

I can’t find any reference that says that you can choose how many bombs to drop. Only if you are using “practice bombs” you can choose to drop 1 or 2 bombs each attack, but that’s it.

Your code seem to miss DCSBios:setup under setup and DcsBios:loop under loop.

Ah, I’ve totally overseen the thing about TARGET waypoint, I’ve just done navpoints... So if I make one navpoint to a Target it can work? I mean, there are times in the Mission Editor on the navpoints but perhaps these are not valid as K-time if I set a navpoint to a target?

Ok guys, I need some help understanding some stuff: Dataselector in: -TID: How can I see the time for take off? Please guide me through the process on what I need to input etc. BANA/GRÄNS: If I start on the runway the direction show opposite of my heading. I’m on rwy 07 but the display says 295. And if I do ramp I have 295 on display but I get called to rwy07 for takeoff. Can someone explain why that is? Is it something in the mission editor I miss perhaps? Regards F

No worries :) Just give me a bigger “rotation window” :)

The thing is that even with max weight @30C, I should be able to rotate at 235kmph. But my concern has to do with empty aircraft, 100% fuel, @15C I should be able to rotate at 180kmph. Zone3

I feel the need to clarify where I think it’s something weird with GSA. It’s between 250-400kmph with gear down. You have great roll authority but with a weird swinging lag. If I do gear up it’s almost impossible to do a complete roll. But with gear down it’s very easy. It’s also with gear down and below 400kmph where you notice the nose drop when disengaging SPAK. -This is just my personal opinion and I can’t say it’s wrong. -the thing that bothers me is the take off. The way the ac behave before rotation and just after rotation. If I look in outside view I can see that the ac gets lift by looking at the front wheel. There’s no weight on the front wheel when accelerating @200kmph, but the ac won’t lift it’s nose even with stick input. I can see it within the cockpit too, the nose raises and the “speedbar” in the HUD almost disappear as the nose lift. And when it’s possible to rotate I find it very hard to do a controlled rotation. It’s like it’s accumulated all the lif during acceleration and it’s releasing it when you rotate :)

Grundstyrsystem or GSA both Swedish :)

Yeah, the basic control system of the aircraft. Referenced as GSA in the manuals.

I don’t know how the flight model is set up but if I disengage SPAK and fly In GS ( basic steering sort of, you steer the AC with the stick and rudder, the servos move according to your stick movement and there is no dampening) the aircraft make no sense to me, it is most clear when using roll, if I do stick right and let go the ac start to wiggle like it’s on a swing or something. This is just my opinions of course, I can’t say it should be this or that but i don’t understand how the difference between SPAK and GS can be so big. In SPAK you get dampening in the axis and the use of the “force sensor” in the stick to provide more precise stick input. But if SPAK has to deal with what we have in GS it sort of makes sense why it behaves so weird in pitch @take off, in GS you need to trim a lot of nose up just to lift the nose, SPAK seems to counter this to a degree ( one can see this if you disengage SPAK in air, the ac will dive for some reason ) I don’t understand the difference in trim needed between the two? Perhaps the problem is in GS ? Can’t say it’s wrong, just doesn’t make sense to me that the difference in behavior is so big.

Probably just me “feeling” stuff, updated today and tested, couldn’t reproduce the “weird” when doing landing approaches. Start issue is still there though ;) One other thing I have noticed is when you pull G’s there is something between M0.7 & M0.6 that makes the G increase. What I’ve done is this: Accelerating to M1.0 and throttle down roll 90 deg and pull 6G, keeping the stick still. Around 0.9-ish there is an increase but that is normal due to the trim as I understand. Still keeping the stick at the same position the G’s decreases but there is an increase somewhere between 0.7&0.6 and then it continue to decrease again. Why is there an increase in M0.7-0.6 (maybe just me here too..) ?

Ok, did some landings, both in SPAK and GSA. I will write what I experienced but I can’t say this is right or wrong. SPAK: -@ α12 and throttle down, the ac started to pitch up when closing to α18. - Below 350kmph with gears down, if I increase speed the ac attitude/pitch decrease. -Above 350 with gears down, increase speed = attitude/pitch increase. GSA: -Below 350 with gears down, increase speed = increase attitude/pitch (opposite of SPAK). I experienced that in GSA it was easier to control the α, it didn’t change as quick as in SPAK. (Roll in GSA is another story, it didn’t make sense at all to me but I’m not a real pilot so it could just be me there :) ) Start in GSA needs heavy trimming nose up, the ac seems to be very very heavy on the nose. When doing a normal take off It looks like that the suspension of the nose wheel is fully extended at about 200kmph but you still can’t rotate until 250kmph, but that’s perhaps what you talked about an issue with ground handling.

Sure and sure, no not sure :) but it says in the Aerodynamical compendium that there is no disturbance in length stability between α12-~α25, I see now that there is a mention about the shake that occur with increase in alpha, but it also say that’s too small to surely warn about high alpha. And that’s why I thought the AJS is a bit itchy in the 12-18 regime, specially when taking off, the nose is doing a pitch up that I don’t expect. It could be just me of course, but it seem to react very high to small inputs there. I’ll do some more take offs and landings to see if I can pin point what I think is strange and I’ll get back here :)

Yes it probably is, but I would take a look at the aerodynamics in the α12-α18 region as well. The documentation indicate that the ac should be “free from disturbance” between α10-~α25, but I get some disturbance at α12 when approaching to land, it start to shake sort of. Can’t say it’s wrong, just a bit surprised that it’s so sensitive in that regime.

Did some testing with the acceleration of the AJS37, Clean AC zone3 ISA H0 M0.55-M1.1 =45sec ISA H6 M0.55-M1.5 (maxed @M1.46) =1min 30sec ISA+10 H0 M0.55-M1.1 =55sec ISA-30 H0 M0.55-M1.1 = 37sec Full military ISA+10 H0 M0.55-M0.84 = 3min My tests were within seconds of what the actual charts show (a few seconds on the slow side,factor could be ME). VERY GOOD JOB HERE HEATBLUR!! Acceleration 0-M0.55 ISA clean AC was a bit slow though, 40sec Maybe it has something to do with the strange take off behavior that is currently there: -not possible to rotate before 250kmph -when rotating I need to push forward when the FPM meet the horizon line or else it will over rotate and α18... it seems like there is a very narrow scope between α12 &α18, where the smallest input takes you fast between these values.

A step forward is always a step forward :)

Afterburner flameout question The AB won’t relit unless you set the throttle in MIL power first, there is no automatic relit of the afterburner. If you are in Z2 or 3 (when it light out) there is a valve that close the fuel to the regulator so it doesn’t pump/Compressor stalls but if your in Z1 the valve won’t close and there can be a compressor stall and there is a high reduction in thrust. The throttle need to go back to Mil power before a new ignition will work.

I thought you would write “solved it” a minute ago when you were looking at the browser :) It’s never too late to give up

After some testing I came up with this solution for me: Saturation Y to 50 -I can still hold the ac still up to max Zone1. - As long as I don’t floor it during the whole brake I have a really steady yaw. If I floor the brake it will eventually start to slide but not as bad as it did whit default settings. I have only had time to test with “symmetric brake” -> only one pedal assigned for the brakes. Will try to assign both pedals left and right some other time. It’s never too late to give up

But the dial keep working?

Are you sure you’re not mixing up the front boogie wheels with the nose wheel? The front wheels in the main gears brakes don’t work unless the nose gear suspension is depressed. It’s never too late to give up

There are brake-regulators and a modulator that see that the wheels don’t lock, perhaps not ABS but nevertheless a “anti lock system” @RagnarDa I’ll check that out :) It’s never too late to give up

Wheel brakes and symmetric braking No, it’s the brakes, I did some more testing, just speeding up on the runway and braking. The issue is when I brake too hard, the wheels lock and it comes fast to a unrecoverable skid. And it’s very easy to apply too much pressure, the difference between low pressure braking to locking the wheels is very fine. And that’s probably why I had that weird skid when I was low speed as I began pressing more on the brakes (and they locked). As they lock, the brakes does not brake evenly and the aircraft yaws and start to skid. So the main issue seem to be that the wheels lock while braking. And what I’ve read is that they shouldn’t lock at all on the Viggen? It’s never too late to give up

I assigned the symmetric wheel brake to my right pedal. It is better and it it brakes symmetric if I apply low to moderate brake pressure but something happens when the aircraft is about to stop, then it start to yaw left or right and trying to steer makes it skid. Applying hard brakes seem to speed up the yaw and skid. So, low to moderate brake pressure and it brakes symmetrical down to, I would guess 100kmph, and then it start to steer away by its own, not a very high steer but enough so that I have to try to steer it straight and then it starts to skid. But why would it start to steer when the speed is low? Could the rudder have too much authority at low speeds? It’s never too late to give up