renhanxue

That's a gross oversimplification, especially in the Viggen's case. The canards do help with balancing out the longitudinal stability so the plane isn't overly stable (= overly heavy on the pitch controls), but their size and position also contribute significantly to avoiding local instability at certain angles of attack. The vertical axis marked Cm in these graphs below is the pitching moment; as long as it is negative with increasing angles of attack the plane is statically stable longitudinally. For further details please refer to the aerodynamics compendium, again. Part 2 deals with stability; starts at page 41 in the PDF.

There were backup strips, though. That is, stretches of roads that were not normally used as airfields in peacetime, but could easily be converted to runways if needed (usually by some modest field work like cutting down trees on the approach and such things).

This thread is full of bad posts. Please stop making bad posts about the Viggen and make good posts instead. A few points of order: Please refer to the fpl 37 aerodynamics compendium, page 14 and onwards, for an extensive discussion of the aerodynamic effects of the a/c 37 canards. And the Gripen can do it without a chute. Both are several tons lighter than the Viggen, though. Would you like some graphs? Probably not, but here you go anyway: Seriously, you guys. Stop. The claim that the F-16 can land on an 800m strip with a chute is true as far as I know, but it's also completely nonsensical in this context and shows you haven't even understood what the design specifications for the Viggen called for. The Viggen wasn't designed to be able to land on 800 meter strips. It was designed to live on 800 meter strips. That means, an 800 meter strip is what you have, and all you have. The aircraft has to be able to make do with the 800 meter strips in all possible operational conditions and even with heavy loads. On the AJ 37 you can do the 15.5° no-flare approach with thrust reverser pre-selected up to an aircraft weight of 14 tons (80% fuel with no external load) and still have good margins on an 800 meter strip even on a slippery runway. Saab didn't put the thrust reverser on there because they thought it looked cool, they put it on there because at the time it was the only way to meet the landing roll requirement on an aircraft this heavy (other than a carrier-style hook, but that requires infrastructure so it's even worse than the chute). Not sure if you're trolling or if you're genuinely this confused.

The Draken had a braking chute. The Viggen had a thrust reverser instead for two reasons: 1. Shorter turn around and easier ground handling. If you're planning to get your four strikes in during the short time window where the Soviet Baltic Fleet is crossing the Baltic, you really don't want to get held up by some conscript repacking a chute, nor get stuck in your parking because the tow truck is broken down. 2. 800 meter strips were not feasible with a chute, especially not with strong crosswind. You also can't go around and try again after deploying the chute. Here's the landing roll chart from the J 35F SFI (and keep in mind a/c 35 is several tons lighter than a/c 37), which should hopefully address the lack of sources complained about earlier in the thread: tl;dr for the Swedish impaired: realistically you need at least 1300m, probably more.

Very interesting to hear, thank you!

The HE rocket warhead contains 3.7 kg TNT, the HEAT warhead 4.7 kg composition B. The 120kg bomb on the other hand contains 30 kg composition B. The DCS damage model is wonky.

Climb how high, exactly? Perhaps this diagram may be of interest?

the what now?

SFI AJS 37 part 1, chapter 1, section 9, subsection 2.2 says about the fuel regulation system: That's all it's supposed to do. Disabling automatic fuel control makes the connection between throttle and fuel feed completely mechanical and linear without any interference. There's a detailed description on the working principles of the fuel regulator in the SFI but it's like three pages long and I'm not sure if anyone's interested enough to motivate a full translation.

It's just an ECU. That it behaves like it does in the sim at the moment is probably just a bug, but I could imagine it limiting thrust in certain conditions to prevent excessive EGT and such things. Will look up the details in the SFI later.

oh, you meant those The Viggen doesn't have those though, or at least not visible ones. The nozzle isn't designed that way.

1:18 fBE41A9VT3Q?t=66 (can't figure how to embed with start time)

As far as I've understood it: you can, in BANA/GRÄNS mode on the data panel, input one or two compass directions for each navigation waypoint (compass direction towards the waypoint), which are shown on the CI in master mode NAV or SPA together with the circle that shows the location of the waypoint itself (similar to how the runway direction is shown in landing mode). As far as I am aware they are "cosmetic" and have no actual functionality, so they are mainly useful as a reference tool for quickly eyeballing compass directions. In SPA mode you also have the RUTA polygon (input in VIND/RUTA/MÅL), which is similarly cosmetic and also shown on the CI but instead of two lines it consists of up to eight corner points called R1 through R8 (the CI and CK37 aren't very good at this whole "render 2D polygons" thing though, so the polygon is shown one line at a time, in a loop). You can also add a "center point" for the polygon, which doesn't actually have to be in the actual geometric center (it can actually be outside the polygon boundaries) but does not have any lines connecting it to the other points. Again, this has no functionality as such, but can be used to show boundaries for some important area directly on the radar screen.

If you don't get an aiming circle that usually means it's below the HUD. Try lowering the glass or flying a bit faster/higher.

Translations and adaptions are a sin and a corruption of the holy text; you must read Fpl AJS 37: speciell förarinstruktion in the original language to reach enlightenment. No but seriously though, the Leatherneck manual is correct. For CCIP you want master mode NAV, weapon selector BOMB PLAN, and high drag bombs. Timeline lights up on trigger unsafe and shows the bomb flight time. No timeline = flight time longer than 16 seconds; timeline outside the markers = flight time longer than min arming time but less than 16 seconds; timeline inside the markers = bombs will not have time to arm before hitting the ground. Blinking pole track means you're not going to clear danger close before detonation and risk getting hit by shrapnel. CCIP release is expected to be done in level flight. You can do it in a dive if you insist, but if you're doing that why aren't you in ANF mode and using radar ranging?

The names are wildly misleading. The formation lights are not actually for flying formation, they're for "showing the flag" by lighting up the tailfin and showing the orientation of the aircraft. The "guide lights" for lack of a better term are what you actually use for radio silent formation flying in blackout conditions; they are low (adjustable) intensity, can only be seen from a regular trailing wingtip position, and the light hidden under the airbrakes informs the trailing aircraft that the lead is adjusting his speed without the need for the radio. They were inherited from the Lansen, where blackout formation flying seems to have been extremely ****ing scary. The A 32A had no HUD, not every aircraft had a radar, and when flying formation usually only two out of four aircraft had a navigation officer in the back seat (where the radar display was). The artificial horizon instrument was also fairly primitive. With all this in mind, when you were number four in the flight, you went off all alone into an inky blackness where you didn't know up from down and left from right, trying to form up on and follow a tiny little light that you simply didn't dare lose sight of for even a fraction of a second. If it was a starry night, it might not be all that black but then the formation light could be confused with a star.

RagnarDa linked onlinetonegenerator.com in the ELINT thread, if you want to play around :) To clarify, the tone you hear is the same frequency as the transmitting radar's PRF (pulse repetition frequency, that is how many pulses or "packets" the radar sends per second), not the frequency of the carrier. Your average air search radar operates on the S-band (2-4 GHz) and fighter radars are usually on the X-band (8-12 GHz, ish), and you obviously can't hear that. If the PRF is too high/too low to be reasonably audible, or if the transmitting radar isn't a pulse radar (continuous wave radar is a thing), you get an arbitrarily chosen tone instead ("ambulance siren", IIRC).

I think you're misunderstanding how it works. The passive scan mode is, as far as I can tell, exactly like the regular active radar, only without the actual transmission from the antenna. Another Viggen's radar emissions might show up, but that's the extent of it. Air search radars and things like AA missile targeting radars are very unlikely to have the same frequency and PRF as the Viggen's radar.

A cassette player does not have a "skip track" function. Why do you hate realism? This is a serious simulator. :music_whistling:

The original AJ 37 SFI claims that the aircraft can carry three rb 04's but I'm pretty sure it's actually wrong. IIRC the story goes something like this: they wanted it to be able to carry three, but the ground clearance for the third ended up being impractically small and after a few tests they ended up never actually wiring the centerline pylon for the missile on most (all?) production aircraft. Later versions of the SFI say two missiles only. The first photo might actually be one of the prototypes - it has no squadron or wing markings at all.

I don't think DCS models radar in that way, but even if it did, that shouldn't happen. The RWR of course filters out the own aircraft's emitters, and there's also an explicit "mute" signal from the radar to the RWR to prevent detecting your own emissions on transmit.

Be aware that if you touch the emergency trim controls (NÖDTRIM, left side of the cockpit, very far back) that disables the normal trim controls. To re-enable, find the circuit breaker labeled TRIMSYST on the breaker panel on the right side, turn it off, and then turn it on again.

Fuel from the drop tank is consumed first, so once you're below 100%-ish it should be empty or near empty. edit: razo+r got there first

As far as I understand the SFI, jettisoning the drop tank or getting a drop tank fuel feed failure should update the fuel meter correctly and indicate only what's available internally, so it's probably a bug.

Right. That's a knob on the weapons panel that does different things for different weapons (my inner software developer wants to complain about bad UI design, there, but then again software doesn't tend to have so many physical knobs in so little space...) For bombs, it sets the spacing between the bombs in a salvo (in meters), while for rb 05 and the autocannon pods in air-to-air modes it sets the target wingspan (also in meters). The wingspan is used in the HUD to give you a range estimation without using the radar. I don't remember exactly how it works but I think you line up the target between two marker lines and you're in range when the wingtips touch the markers - or something like that.