IvanK

Yep think its still a work in progress

Its a feature of the AIM9B Reticle sector pattern of the seeker itself.

NFI

Key binding ... might need to add your own key combo:

This is subject to discussion in the Beta area. There would appear to be a couple of variations available in the F1 depending on the exact model and operator. At present in the AERGES F1 you can utilize the CAP AFFICHE rotary control on the right console to set the Navigation index on the Nav display. If the AP is in CAP mode it will follow the heading bug. If however you use the Roll trim (AP engaged in CAP) in an attempt to set the index all that happens is roll trim is applied with obvious undesirable consequences. At present in the F1 Roll trim beep function is not modeled. Now the various publicly available F1 pilot manuals (F1CZ,F1AZ,F1ED,F1AD) make no reference to the CAP AFFICHE knob/control. They detail the procedure as described by Muffler excerpt in using Roll Beep trim to set the heading index for use by the AP in CAP mode to turn on to a selected heading. At all other times the heading index is locked to the lubber line. No CAP AFFICHE control fitted. The CAP AFFICHE control does exist in at least some Mirage F1's at least it would seem in the F1CE (Spanish) and the F1CG (Greek). The question then is how is it used and how does it or does not interface with the AP ? To me there are Three plausible options... needs to be confirmed by a Manual ref that details CAP AFFICHE operation .... anyone got one ? OPTION 1 The CAP AFFICHE control is used with both AP OFF or ON to set the desired heading on the index. With AP Off it is a pilot convenience thing. With AP on and in CAP mode the AP will fly to the selected heading. Beep roll trim not fitted in these aircraft. (Certification/logic/safety would require roll trim to be deactivated with AP on ... though a strange option given Pitch beep trim function is modeled) OPTION 2 The second option is that it is used to preselect the desired heading with AP off. When CAP is then selected the AP flies to that heading. With AP on roll beep trim is then used to set the desired heading and CAP AFFICHE control is deactivated. OPTION 3 Same as option 2 but either Beep roll trim or CAP AFFICHE input can be used to set the desired heading.

What is the purpose of the GYRO ANTENNA switch ?

The R550 rail is a completely different design to the AIM9 Rail. The R550 rail should also include the Aerodynamic Safe flap, that closes at 150K IAS (not currently modeled)

At what G is this occurring to you ?

Yes you are right just didn't give it long enough 1G accel ended up at 836K IAS.

Clean, best I can do at Sea level is 790k IAS with Buffet onset at around 750 K IAS Rapid rolls with feet on the floor result in visible uncommanded rudder pedal movement in tune with the oscillations post roll.

Mirage III Limitation at lo level was primarily Airframe IAS Limit Mir III was 750Knots. Clean aeroplane at sea level ISA+20 would achieve 730KIAS in a level acceleration and sustain it till the fuel ran out. There were however cases of the Mirage III doing 810KIAS+... (typically unloading out of a fight looking backwards) ... Engine change required, Visible damage typically showed most Burner liners flattened and or cracked. At Altitude Limitation was 750KIAS/M2.0 or 125C TAT. At M2.0 the aeroplane was still accelerating.

Reading the Flight manual this is not the case. The LIM light will illuminate for Gear and Flap excedences but not raw IAS excedence in clean config. It will illuminate if TAT excess of 135C ... which wont happen at 700Kts at Sea level .... or 750 Kts I suggest. Typically you will only see this at very Mach numbers say M2 or >

Yep this is what it should be ... yet to be implemented I believe

Ok knock yourselves out , I can fly the aeroplane down final at very close to the book numbers. I have stated the exact criteria/parameters and refrences I used and provided a TRK. If you dont like it thats fine by me. I am not sure what you consider acceptable tolerances between IAS v Incidence V weight. Perhaps the real argument is how accurately Ground effect is modeled ? Seems to me , most are hung up on the 13 degree touchdown IAS. Now TACVIEW is into the equation implying its a better source of AOA Give me a break ! I will move on from this thread.... dont expect any further discussion from me.

Wind has no effect on IAS once airborne. The aircraft moves with the airmass so the ASI doesnt care. On the ground with the Pitot probe pointing into wind then yes Wind may register. Not sure of the relevance of the Vertical speed either, we are simply looking at steady state Weight versus incidence to see what the resultant IAS is.

How does wind effect IAS once airborne ?

Here is My effort. Weight 8684Kg based on Fuel weight added to Mission builder displayed Weight. Wanted 8718Kg to align with Flight Manual data. Fuel burn during the test dropped it by 34Kg. Flight Manual 10deg Incidence Vref 151Knots at 8700Kg , Stable trimmed On speed hands off at 10deg Incidence I get 152K-153Kias ... close enough for me. Level Flight tests outside of ground Effect at 13 Deg incidence are not valid imo. AOA v IAS in ground effect (where you will be during the flare) will bear very different value. Trk attached F1Vref_8718kg.trk

All the switch does is alter the sequence of fuselage tank transfers to help with C of G control. It doesn't control external fuel transfer. From the Flight manual: "Two fuselage tank transfer sequences are possible. They enable variations of the aircraft center of gravity to be reduced according to the configuration (clean or with pylon tanks)" The Sequence Clean : 1,2,3,4,5 The numbers 3,5 refer to two sections in one physical tank structure in the Aft Lateral tanks. So if you have the switch in "Lisse" you first consume Fuel from all externals, then the fuel in in the internal wing tanks (1), then the Forward central tank (2), then 374l (3)from each Aft lateral tank (whose total vol is 560l), next you get the fuel from the Forward lateral tanks (4) and finally the last remaining 186l in the aft Lateral tank (5), and finally whats left in the Feeder tanks. The Squence "Bidons" : 1,3,2,5,4 Similar but as soon as the External tanks and internal wing tanks are empty you get 374l (3) from each Aft lateral tank. So the 585L in the Forward central tank (2) stays there a bit longer therfore affecting the C of G. All of this Fuel transfer artistry is controlled by Differences in pressurization and valves at different levels in the Feeder tanks . The external tanks are pressurized to 850-890Mb, with the wing and fuselage tanks at 440-480mb with the feeder tanks at 90-130mb. If you follow the sequence completely in game you will see that AERGES have done the fuel system in exquisite detail..

I used the Mission Builder weight dialog as a starting point to determine Empty weight +R550's. I then slowly increased fuel % and noted the litres this equated to. This revealed the DCS Jet Fuel Specific Gravity (SG) of 0.79. So knowing the weight and the DCS SG you can now determine the aircraft weight for any Fuel amount. I then took the values from the Flight manual for 10 deg AOA (Chart in first post of this thread). I then made sure I had the weight the same in the chart (by varying fuel loading) and then jumped in DCS and flew the approach exactly at 10 deg AOA at exactly 2.5 degree flight path angle and noted the resultant IAS at both 8700kg and 11,000kg. The IAS in both cases was in very close agreement with Flight Manual chart. The next step was to extrapolate to obtain the IAS for each Weight/fuel remaining value. I have subsequently flown at random Fuel weights and noted the relationship between AOA/IAS and Fuel weight is in very close agreement with the extrapolations. Given there is no real time weight indication in the F1 the only way to do it accurately is by Fuel remaining and adding that to your Basic wt. Of course to be super accurate you need to make allowance for other configurations or expended stores. Doing the numbers here shows that a 100Kg change in wt is a 1Kt change in Vref at 10deg AOA I did not use the Arming/Loading window at all. The only value really required is for 10 Deg AOA as thats what you fly final at and how the APP mode in the sight is set up. 13deg AOA is irrelevant imo in this case... its something you see in the flare and its relevance is simply Tail strike awareness. From a practical point of view I have found that initially in setting up the approach going for the speed (for fuel remaining) is easier than chasing the AOA. Once pretty close then refine and continue with the AOA. The relationship between the orange VV and the site approach reticle works just like an E bracket.

My 2C worth F1 Vref The Mirage F1 Approach speed (Vref) in knots versus weight/ fuel remaining in litres for approach incidence 10deg indicated on AOA tape. All based on config below: Full Flap, gear down, 2x R5550 Rpm to maintain 2.5 deg slope DCS Jet fuel SG is 0.79 Tested 2 data points in game then extrapolated Vrefs. This compares closely with Flight manual data that plots 10deg Incidence versus weight. So to me what we see on approach in DCS is pretty close to the book numbers. DCS VREF for 10deg Incidence versus Fuel remaining Weight. Fuel rem DCS Vref 500l 146k 1000l 150k* MLW (Flight manual Vref 151k) 1500l 154k 2000l 158k 2500l 162k 3000l 166k 3500l 170k 4000l 174k. (Flight manual Vref 176k) 4247l 176k (Full internal fuel) Rule of thumb : Vref increases by 4knots for every 500l of Fuel Flight Manual Norm Maximum Landing Weight: 9000kg (1012l fuel rem.)* Flight Manual Emerg Maximum Landing Weight: 11,000kg (3951l fuel rem) So You shouldn’t be landing in most cases with more than 1000l fuel remaining. Until I start the flare 10deg AOA is what I want to see.

Many F1 variants have Radio Altimeters fitted just not this variant.

"It is in fact used to set target altitude when performing bombing runs. You need to know the correct release altitude in a CCIP attack. This requires you to adjust your primary altimeter for the attack and rely on your standby for ASL." With respect this is a fallacy IRL Manual depression line bombing especially out in the live arena. QNH can be determined reasonably accurately. You have target altitude you simply apply that to your planned release height and bomb on QNH. Dicking around with QNH to QFE is hazardous to your health. As to CCIP its very nature means other than fuse arming and frag clearance its not strictly a weapons solution requirement ... but anyway same principal applies just apply your target altitude and adjust your Release/Roll in altitudes etc.

It would be something like this. This is an approximation overlayed on F1 pit. Gymbal limits available post lock are significantly greater than this.

Yep good catch

R550 Magic I (on Mirage IIIO) had Auto scan with Auto Lock. This was a very large and rapid scan by a Gyro mirror (not seeker nutation). The scan volume was around to slightly more than 1/3rd the angle subtended by the canopy arch. Once locked the seeker was then only limited by gymbal limits. No tone whatsover heard until Lock on achieved. Initially a chopped tone then steady tone once the missile was good to go. From lock to ready to go could take up to 0.7sec but was usually quicker. Also had pilot selectable boresight mode scan. Head could not be slaved by the radar. I think the button you seek is the 600m/300m button