IvanK

Reported in the testers area. Suggested Work around for now. Take off and Land with ANTI SLIP/YAW switch in the middle YAW position. Once airborne select it UP to the ANTI SLIP position. Feedback in this thread would be appreciated.

Done some testing. 1. You can get random Rudder trim take off input on Take Off 2. On landing you can get random rudder input on short final then after landing need rudder trim to centre the surface. 3. If you deselect ANTI SLIP by selecting the switch to the Middle YAW position ... all this goes away, things are far more comfortable on the landing rollout. Conclusion: ANTI SLIP Rudder trim input is occurring on the ground ... it shouldn't.

Trolling deeper through the Flight manual found a couple of interesting things. ANTI SLIP is actually done by automatic rudder trim. The ANTI SLIP system is deactivated by any pilot rudder input. So it cant interfere with pilot commanded rudder. It is also deactivated by Oleo compression (Weight on wheels) . So on the ground the ANTI SLIP function SHOULD not work. I think this is the crux of the issue ... its still doing its thing on the ground then the nose wheel steering amplifies it. This oleo compression cut out is not in the text portion of the manual but in the Rudder system schematics. So given what we are seeing in the sim is a Rudder trim input that is causing the mayhem I am firmly of the belief that the cause is erroneous inputs from the ANTI SLIP system on the ground. Interestingly I have noticed some tendency to drift Left o Right on take off... thought it was was just me, but now think it might be a similar thing. Will investigate further and report in the appropriate Test areas.

I have noticed a tendency for the aircraft to veer Left/Right after landing with my pedals central/neutral. Looking at this further, you can see the pedal actually displaced. The Flight Controls display also indicates about 1/3 rudder displacement. A quick pedal cycle does not fix it. However if you then centre it with rudder trim everything returns to normal. So there is something strange going on here. YAW/SLIP switch may be a player. in the Up position which is normal the Damper system is in the anti slip mode so it will both damp out yaw perturbations and also centre the slip ball. In this mode Rudder trim is deactivated in flight anyway (it is in the sim too which is correct).... which begs the question why can we centre the pedals with rudder trim on the ground with the Slip switch in the Slip switch position. Seems on the ground Rudder trim is always active. (The Flight manual is a little vague here.). So to me it seems there is some random rudder trim thing happening. In the YAW mode (middle) position) it simply acts as a Yaw damper. Now a bug that is present in the F1 is any Yaw damper input is being transmitted back to the pedals ... it shouldn't, damper inputs should just happen without physical feedback to the pedals. The flight manual specifically states this. Perhaps there is something odd happening here that is causing this odd behavior on the ground. That is a random rudder trim input displaces the pedals which then gets transferred through the nose wheel steering system and appears to the pilot as an uncommanded input and directional PIO's ensue. So maybe try with the Anti Slip Yaw switch in the centre or YAW mode and see what happens .... Off to test

No its still in error. AIM9B is correct. J/P/Juli caged/uncaged and lock on mechanization still bugged ...... Reported in the Closed beta area.

Bump

The image below taken in the last century (RAAF Mirage IIIO) shows an AIM9B training missile (CATM) . The seeker heads of these training missiles got a lot of air time. Consequently repeated exposure to rain etc at high speeds could lead to pitting of the seeker glass. These metal covers were fitted to help reduce the pitting. They had little impact on getting tone as they were in the centre of the seeker FOV. They obviously were not fitted on live missiles.

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..