IvanK

in the Mirage III the Bog Standard R530 had an Auto fire capability as well. With Auto Fire selected on the R530 would fire at a point known as Topt. this was about 2/3 of the Rmax of the missile. In current terminology you could consider it as Rmax2/Rttr

Only occurs in close in scissoring :)

V1 is runway stop speed :), Vr is rotate speed :)

The aircraft pitch response after landing feels a lot more natural now imo.

Probably closer to the FA18A avionics wise ... display format and mechanization was almost identical.

+1 great read and infinitely better than harrier over the Falklands by Sharkey Ward

My point is MSVGAS even with full backstick you shouldnt be able to hold the nose up..... it happens even with stick neutral in the mir2k. I understand the C of G related issues. If the real Mir2k behaved like this there would scraped tails left right and centre..... and the sumpies would soon get tired of replacing nozzle flaps :)

Just flown the latest update (1.5.3.52018) I see little change in the Mir2K desire to hold its nose up in the air to very low IAS in the landing roll out. If you overcook it even full forward stick wont get the nose down ... brakes are about the only way to do it. This is most unnatural and unrealistic imo. I have 1500hrs or so on the Mir 3 and broadly speaking the landing roll out (with Auto command engaged ) would imo be very similar to the Mir 2K with full authority FBW. To me I would think that around 100Kts or so the Flight controls simply wouldn't have enough authority to hold the nose up.

"When it first came out: runway roll-out would eventually lead to the nose setting down by itself after sufficient speed has bled off." ..... is undoubtedly the correct response. The nose remaining high at Low IAS is an impossibility unless there is some truly horrendous aft C of G thing going on.

Bump :)

"I think the radar can switch automatically from PID to PIC (FC3 radars do) on certain conditions but I'm not sure it's implemented right now. Didn't test that actually." Its an assumption but I would presume that if a Super R530D launch is tried from PID(TWS) the radar should attempt to go PIC(STT) automatically before launch. This is how the FA18A was with if an AIM7M launch was attempted on the TWS L&S target.

Thanks Rlaxoxo... not running any mods. might try editing the magictone sdf

Hear like helmet unticked ... will tick and try again

I mean R550 Magic II

Even with the Miss Vol switch full clockwise the R550 tone is too soft imo.

Given its a straight pulse radar then very limited. It would rely on judicious pilot use of manual gain control and use of antenna elevation to maximize the use of side lobes (keeps target out of main beam clutter). lookdown detection ranges will be very low.

NCTR doesn't talk to the on board IFF interrogator. An NCTR ID just "adds" to the ID matrix

Whilst playing around at max altitude engine flamed out. On descent I eventually lost all controls with both HYD1 and HYD2 lights on. IAS was 300Kias with 25% windmilling RPM at 30000ft. I would have thought with windmilling RPM the HYD system would still be producing usable pressure ? The instant I relit HYD1 and HYD2 came back.

I figured that GG but its French :)

From Zeus: " Scan limit up to 80 nmiles. The 160 and 320 nmiles range are for use with Ground Controlled Intercept (GCI). The radar won't display anything at those ranges except for the contact info provided by the GCI. Lock range limit to 55 nmiles, as per the available info, and only when the radar is in HPRF. STT is only available in HPRF. TWS lock limit to 20 nmiles in ENT (Interleaved HPRF + LPRF). No STT. RWS only in LPRF. Some info indicates that in LPRF we get ground returns as well since it basically disables the doppler filtering. Also, the same info indicates that the contacts icons change from the V to a square. So is HPRF automatically commanded when you attempt lock on or does the pilot have to ensure/select HPRF before attempting a lock ?

Bump

No Flare law in the Mir2K

Not sure comparing other aircraft's brake performance is really a valid comparison. Must be some real Mir 2K braking charts out there. AERODYNAMIC BRAKING A study was done in the RAAF with the Mirage IIIO regarding aerodynamic braking and drag chute use. The conclusion was that yes without the chute aerodynamic braking was effective however with the chute deployed the benefits of aerodynamic braking were negligible.

1.5.3.51171 With the radar in STT (PIC) the radar antenna elevation marker on the VTB does not move to reflect current antenna elevation. I would have thought in STT (PIC) as antenna elevation changes then so should the antenna elevation marker on the VTB. How to replicate Set up a head on target say 6000m high Maintain your altitude lock the target continue towards the target. Naturally TGT actual elevation increases as range reduces. Antenna elevation marker remains fixed. TRK demonstrating the bug attached. Single Bar scan. Target ends up 30Degrees high in STT with Antenna elevation marker still on 0deg Antelevtrk.trk

Nice set of tests there IASGATG bravo