IvanK

Well it does have "Autocommand" in the pitch axis which is effectively FBW providing constant stick force per G, Autotrim and attitude hold :)

Its Pulse only

Indeed u can :)

Here is a Snippet that I can access whilst away with my G line on the bottom. As Neil says this -Ve G cutout is however irrelevant for the Merlin's in DCS !

I have specific Flight test data on this from the UK National Archives. This was used to tune the sad state it was in IL2 CLOD. Away from home but will post it here once back home.

Was playing around today and noticed that if pursuing a bandit and the Selected S530D is masked by your own airframe but the other missile is not the Fire control system steps across to the other missile .... pretty neat

That would be clear an unambiguous. Its not yet implemented. What you currently see is no change to indicate that the Uncage/slave selection has been made. When the IR threshold is sufficient the Seeker circle snaps to the target inside the TD box and tone is heard.

Great news CptSmiley :)

Flip flooping the wind proves that wind is causing the directional control issues. With 2Ms (about 4Kts) crosswind the aircraft is just controllable. Full rudder can stop the heading divergence and bring the aircraft back on to the centreline. However you still end up at least in the middle half of the upwind side of the runway before any directional control is achieved. Given that the drift starts at around 80Kts I am presuming that the NWS is input is washed out as you accelerate and you relying on pure aerodynamic rudder input for directional control. If so it would seem that this is insufficient..... which also imo is a basic issue in all flight regimes that is I think the Mir2K's response to rudder input is very very weak. It would be very interesting to see some data on Rudder deflection versus IAS for the Mirage 2K. The Flight Control system I would think would limit this at the higher speed to prevent Fin overload etc. If this happening at too low an IAS perhaps this is cause for concern ?

Tested In Nellis Ver 2.03.5945. Nil wind no issues. 10ms Surface wind (so around 20Kts) all crosswind. Up to around 40Kts no dramas then the weathercock into wind starts. the aircraft cannot be held straight with full pedal deflection with NSW engaged. There doesnt even seem to be any reduciom in divergence with full pedal applied. Will retest to determine max crosswind that is ok. I believe Mir2000 crosswind limit for take off is 25Kts. As such it should easily be able to cope with 20Kts cross. Mirage III had a 25Knot (clean) crosswind limit for take off, No NWS just a castoring nosewheel and diff brakes. Aircraft could be easily held on the runway Centreline just with aerodynamic rudder control from around 40Kts or so. Something is wrong with directional control and wind in the Mir2K.

Ok thanks Jay done now working okay.

Err Map to what I mean shouldnt the R500 seeker automatically slave to the radar target if you take the lock with R550 selected ? Or does it behave similar to cage switch in that you have to manually command the slave after lock ???

Though I read somewhere in the various forum threads that with the latest update (2.03.5945) the R550's would slave to the radar. I don't see this with manual locks or CCM locks. I still need to put the Gun cross on the IR source for the R550 to lock.

Yep exactly the same for me.

For what its worth the USAF manual is a little firmer in its recommendations as to which mode should be used for Snapshots.

Ok thats really interesting. I did some simple ground tests. From a standing start I needed 62% to get the aircraft moving. Once moving I selected 60% aircraft was slowly accelerating. at 15Kts I selected Idle (50%) aircraft decelerated and eventually came to a stop.

Guns A/A1 is fundamentally different to Guns A/A2. Guns A/A1should be thought of as a Snapshot sight you don't need to stabilize the sight or even achieve the the targets plane of motion. Guns A/A2 is the conventional LCOS sight that requires steady tracking for the sight settling time x the bullet time of flight. See below the excerpt from the manual that illustrates the completely different sight handling available in A/A1. As can be seen Open fire can commence prior to pipper target co incidence

How did you figure out that 60% is min thrust ?

Engine smoke is still excessive compared to real life F5E. http://forums.eagle.ru/showpost.php?p=2851063&postcount=1

Navy F5EN specifically discuss carriage of AIM9L/M

So in essence using the Trigger you are placing a UHF ADF on the map ?

Is there a link to the video from where this came ?

Great Work Mbot slowly getting to the bottom of this. I agree using measured in game AOA rather than the dash 34 chart is the way to go. Also need to add the huge Altimeter lag we have in game. For me I now go out and fly the planned pass in game and note both actual AOA and Altimeter lag (thanks for the idea). I use the recorded in game AOA for the calculation and then apply the noted Altimeter lag to the altimeter for the actual release. For the devs I guess they could play with AOA in the FM (I doubt they will) or publish a DCS AOA chart..... or we users could if we all got together produce our own measured AOA chart. The Devs have indicated they will look at the altimeter lag issue.

How in the DCS F5E you cant tune NDB's ?

Interestingly many F5E's are equipped with Anti Skid ... including the Swiss ones as the Anti Skid On/Off switch is located on the centre pedestal. This F5e is not modeled with Anti skid.... so very careful use of the brakes are required.