IvanK

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

Thankyou

What/Where is this HUD mod ?

I see the same with CH Stick.

That is a really impressive increase. Am I interpreting this correctly that "+26.3% dV(vac) increment." means 26.3% increase in nozzle velocity in a vacuum ?

Ok Rojax now I see what you are saying. Would be interesting to see the difference the move to the Isolane propellant would make to the "F" version.

Err what are you saying here ? To me you are saying R530K DOESENT use Plastargol and imply therfore it uses isolane ???? Anyway if your argument is that the R530F is a better missile (due propellant type) than say the R530K ... what are your sources ? A casual internet search shows Plastargol as the standard propellant used in the R530 and Isolane in the Super R530 series I put it to you that in terms of kinematic performance there is no difference between the the R530K and the R530F if you have references that say otherwise It would be great to see them. As others have pointed out I think there is confusion here between the R530K which is effectively the same as the R530F with the later generation missile the Super R530F

Well The Mirage III was pretty much the same the pilots term was abbreviated to "hectos" and yes all the manuals refer to it this way

The system uses Nautical miles for ranges 2nm or greater. Inside 2NM displayed ranges on the Range drum on the sight uses Hectometres. Range display on the Radar unit itself is always in nautical miles.

How its meant to work. In AA modes the numbers are range. The units used change depending on range. Outside of 2nautical miles the range is in Nautical miles. Inside 2nm the numbers displayed are Hectometers. so 04 would mean 4Hectometres or around 1200feet. The range side of things doesn't appear to be coded as yet. In NAV the numbers represent heading.

The quoted (RAAF source Mirage IIIO weapons Manual) Average gain in speed Mach 0.9 over launch. It was a Clunker of a missile.

Inboard buttons for R550/SW, next set of buttons for R530

This button should have a number of functions. One is as you say to switch sight sensitivity back and forth from 600 to 300m. Only of any use when firing without a radar lock. It also can be used together with the R550 (not yet coded) to Break an R550 lock and set the R550 into boresight mode and or return the R550 back to its default Scan and auto lock mode.

Is this planned ? if so who does the setup Aerges or Eagle dynamics ?

Is this discussion on mirage F1 Adverse yaw based on nose position looking outside or just the ball being displaced ?

I was referring to the Mirage F1 weapons manual that states 400m-6nm. The Aerges manual is in error and it would appear that the coding is set to 7Km. it should be 6nm.

The F1 manual states that TL mode scans from 400m to 6nm and locks on to the first target detected..... its basically a Boresight mode like other aircraft.

You need it to get cooling etc going in the missile, plus in the R550 get its internals running.