Airbusdriver

That looks lika an SK37 to me so same engine as AJS. It really shows how much fuel that is put into the afterburner at stage 3.

Flew to Prag last week. As we were getting ready to push we acually heard another airplane calling up requesting a powerback. I guess it was a turboprop on a remote stand without a terminalbuilding in front.

The helmet is shown as having it before/after flight with the black fabric visor cover still on. When flying the inner clear visor should always be down to minimize facial/eye damage during ejections/birdstrikes etc. The outer black sunscreen visor is used when needed, but the cover should be off so that you can fold the visors down. Also still looks a bit weard when everything is so perfect in the graphics but the seatbelts are still not worn by the pilot. I know you guys are aiming for perfection so...

Also forgot to mention when in low level mode (slav si on and below 100m) the reference button is used to make the compass scale come on and off. So the reference button has 3 functions: 1 On ground: align navsystem heading with runway heading (if not used the systems uses the mean heading during acceleration) 2 In flight: Make current altitude demanded altitude. 3 In low level (decluttered hud) mode: HUD compass scale on/off An important switch that needs hotas selection and that a lot of people could benefit from using.

The system is simulated correct. According to the SFI commanded altitude should be 500 after takeoff. Thereafter you select your own commanded altitude by the use of the reference button on the stick. Press it and current altitude becomes commanded altitude. Enganging autopilot in altitude hold also resets your reference altitude. System uses barometric or radar altitude depending on your selection of HÖJD SI switch. If SLAV SI switch is on you will lose the commanded altitude (poletrack) indication below 100m as it declutters for low level navigation and the displayed altitude is in increments of 5m instead of the normal 10m. Once above 100m it reappears as you drop out of low level mode. When you select LANDING NAV mode it also commands 500m until glidepath intercept unless you intervens and press the reference button to command a higher platform altitude for the approach. Some weapons will also change commanded altitude when selecting ANF mode to satisfy min or max release altitude criteria.

Staples in the UK ususally print stuff for you. Before the days of iPads I sometimes needed an airline manual prited to be able to study easier. Pdf format on a USB stick and they sorted it in a couple of hours. With ringbinder and clear plastic front and backcover on A5 format it usually costed about £20 for about 300 pages

No the book was pretty clear that it was wing fatigue limiting the use of rb24js on the outer pylons. The cutoff decision was to implement the missiles if they could be carried for more than 30 flight hours and since saab said 100 hours it was an easy descision. The numbers doesn't seem much but when you consider the amont of time that they would actually carry a missile in that position not having any other stores available, it makes a bit more sense. The amont of missions requiring the full loadout for the remaining lifspan of the fleet was pretty limited. I will try to get a picture of the text section when I get home mid next week.

There is a story behind it in the book System 37 Viggen. Originally the pylons were designed for the RB28 Falcon (AIM-4C) during aircraft development. This was at the time the standard IR missile for the J35 Draken. The missile had better performance than the early RB24 (AIM-9B). But it also had it's drawbacks especially since the missile become unusable after it had been used for aiming due to its battery being acivated. This ment the airforce looked towards the sidewinder series again and managed to buy the RB24J (Modified AIM-9J). The airforce asked SAAB several times if they could fit the RB24J on the outer pylons but the answer always became NO after the engineers had done thier calculations regarding fatigue in the wing. This due the RB24Js weight of 81kg vs RB28s weight at 61kg. When it was time for the AJS upgrade the Airforce did a final push and asked again with a little rephrased question. "For how many flighthours can we carry the RB24J if we add it?" The engineers at SAAB went back the thier calculations and came up with the answer of 100 hours. This settled the deal and the modification to finally carry the RB24J got implemented. The RB74 is about 5 kgs heavier but with the extra launch rails it would have added weight further and given a more limiting flighttime. Also the priority was to use the RB74s on the fighter version primarily as the attackversion is only carrying its offensive weapons as a last resort of self defence.

It should work both in landing nav and landing p/o without any additional requirements. 550 with gear up and final approach speed with it down. Same target as the AFK would work towards. So then my oberservations seems right. Something for leatherneck to look into then.

Hi! Sorry to change topic. I have noticed in several videos that it doesn's seem like the fast/slow indication ,tailfin symbol, is working correctly in eigher of the landing master modes. In the real airplane this should guide you to the correct landing speed. 550 with gear up and with gear down it should target the speed equivalent to 12 or 15 degrees alfa depending on selection. I have not been able to try it out as my new computer still hasn't been deliver yet. Maybe someone else could try it out. Is this a bug or something that has been missed in development.

Well! Still impressed. You are doing a great job finding everything out for others! Wish I also had some sparetime over. Only working 50 % at the moment but my wife does full time studies so I end up babysitting the rest of the time. I'm negotiationg at the moment to buy a new computer to play DCS again. We'll see if it happens. I'm really craving when I see the AJS cockpit. Bet it feels amazing with Oculus Rift. Got a 9 hrs in the cockpit tomorrow so I should at least be able to spend a bit of time stuying your SFI manuals and the LN manual a bit more. Benefit of the Airbus is the table to place the ipad on ;-)

Great! I've never seen that chart before. Not as bad then. As at normal combatspeed around 0.8 when you would use the burner in turns you would only be looking at about 15% a minute which would be about 46500 lit/h (82000lbs/h) This means about 8,5 min in full burn instead! :-) Really impressed with all the information you managed to dig out of the archives. How do you find the time??

Yeah I think the A and B version of the Draken literraly reported short on fuel as soon as they got airborne. One quick climb for a bomber intercept and then a idle glide all the way to touchdown.

Page 101 bottom section regarding altitude readout on the HUD. 1,2 indicated should mean eighter 1200m or 11200m not 12000m. At least if it is like you described that 10k should be added and not multiplied. That is also what the real SFI manual says.