IvanK

I think he means that the various Acess panels for the cartridges and safety blocks are all on the Left (port) side of the pylon regardless of what wing they are fitted to. So for the Port Wing the access panels etc are on the outboard side of the pylon, and for the starboard wing they are on the inboard side of the pylon.

Yay .. I found a couple of INS related keybindings had changed too.

INS Updating .... A personal view So the procedure to update is to Select a waypoint, fly directly over the waypoint then press the _|_ then press Validate. Easy. However blindly accepting an update can make things worse. Lets say you don't get yourself exactly over the Waypoint or heaven forbid you have the wrong waypoint selected. A blind update just adds to the error. ... then where are you ? So how to control things a little more. Firstly Verify the waypoint selected and the visual feature are one in the same. Then rotate the mode selector to Alg/Along. Then when you are over the Wypt hit the _|_ THEN look at the left window in the INS to see the accumulated/perceived error in nautical miles. If it looks reasonable then Validate. If unsure hit CLR to reject the update and exit update mode. Whats a reasonable error ? judgement required but anything <1nm is probably OK. If its >1 nm CAUTION have a careful think as to why the error is so large if its logical then OK accept the update by hitting the validate key ... if unsure reject the update with the CLR key.

You are pressing the * key after rotating the mode selector to ALN ? Then select Status to watch the INS countdown ... All working for me.

Why not use SALVO with single button press and hold ?

The Mirage III Timing/spacing was 0.3 seconds (300milliseconds). Cant find a specific reference for the F1. However switcholgy in the F1 is the same. Knowing the bomb intervelometer spacing then using the chart below you can figure the bomb spacing.

AC power required yes good observation. If that happens try turning Gyro and emg gyro off. Then after AC power available (Own ship or power cart) turn on again ?

The HUD Pitch and Roll references/source are the same as the Bezu ball/Spherical indicator. So until the Gyro platform is fully aligned the HUD will reflect the same as the ball which may not be correct until the gyro system is fully aligned/erect.

I can only speak from experience with the ATAR 9C5 from Which the 9K50 was derived. As to recovery time I guess it depends on exactly the severity of the stall and what you do Airspeed wise to recover. In reality you wouldn't sit there for 40 seconds hoping it was going to clear. I reckon I would have given it 10-15 seconds unless JPT was rising rapidly to the limit (750C) if no recovery Stop cock the engine whilst getting into the relight envelope and go for the relight. The ATAR9C5 had 3 basic types of Compressor stall or Surge. Momentary .. which was quick and cleared with no pilot intervention. A Partial surge that needed throttle to idle and increasing IAS 300-500K faster is better. The most extreme was the total surge.... required engine Shut down and relight. Mirage III bold face stated: If the stall is not cleared within 40 seconds or if the EGT(T4) exceeds 750C, or if the engine flames out : Throttle to Stop, Relight in the relight envelope. The Mirage F1 Emerg Checklist says: What I see in the TRK I would have interpreted as a Total surge. A really severe compressor stall can be most impressive with reverse flow flames out the intakes and even Blow in doors being blown clear out of the aeroplane. The only compressor stalls I ever experienced were relatively mild or partial (all caused by my over aggressive maneuvering) all cleared by selecting Idle and getting the aeroplane in balanced flight ASAP.

Watched the TRK. Looks like compressor stall to me, frozen RPM and very high JPT.

Though its there in real life !

I don't see any evidence in the cockpit or external views for "Rudder trembling" in the the transonic range 0.95M through to 1.2M At very High Indicated Airspeeds (>700k) very slight rudder oscillations can be seen in external view when up close. These have no affect on the aircraft's flight path,

Nope just put the target in the beam and it will auto lock. Range up to 7Km

Ooch Radar Off means no Antennas Stabilization you will be buying beers for the Radtechs Brem

Boresight works just fine for me both ST and MT. Dont understand your comment ref Gimbal limits ... its normal for break lock to occur if you let the target drift outside the radar gimbal limits. BZ mode is still in development.

In fact in the Mirage III in Full AB at 700+KIAS on the deck you could hear the debitmeter ticking away in our case at the rate of about 1 click per second (1 imp Gall per second)

This was the RAAF Standard Circuit:

The unbelievable hitting power of the CJ6 .... The crowd roars at its efficacy combatchang.MP4

Mittagong NSW Australia

Hell yeah .... Here is mine M14PF powered. 6g Cv is 149Kts

To be sure The Switch is pushed forward to the ON position for both R550 or AIM9. This is a missile prep switch Allows cooling (if available) and certain power applications to the missile carried on the tips. The "M" and "A" labels just mean ON or OFF as in numerous switches in the F1 Image below from South African F1CZ with English labels. ... M= ON , A = OFF

Agree seems it gets masked between headings 230ish to 150ish. Track attached EE+hdgbug.zip

Antennas elevation has been fixed, that advice about not touching it is old and redundant. You need to use Antenna elevation in search mode. Once locked the antenna will track the target. You live and breath bu becoming proficient in using Antenna elevation and bar selection.

No