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.

Hi! There is a memory function were you let it do a couple of sweeps then press the memory button and the radar stops emmiting. The picture remains and fades out gradually after about 30sec. Shold give you time to fintune your target location.

Great nightlight in the cockpit. However the radar screen in green is a bit bright. I remember reading about a optical filter that was used to make the screen dark red/orange/brown for nightflights. Should be the selector wheel to the left of the scope. Would be great if that also was incorporated in the sim. :-)

Swedish airplans has always had true preformance figures.. They are designed to be able to reach thier specified speed requirements with external loads. Most other airplanes can't even get close to thier published performance as soon as something is hanging on to it. That and the userfriendly pilot interface and easy maintenance has always been the stregth for all SAAB aircraft.

Well acuraccy and drift should't be that bad. In the book system 37 there is a interesting story on that. During the first test flight of the navigation system the 60s, they took of and flew about 10 mins towards the first waypoint which was a church. On arriving over the church the computer calculated the waipoints location still within the graveyards outside the church so drift was clearly within accceptable limits. This was done only with forcasted winds entered before takeoff. The implementation of the navigation doppler radar improved the system further by correcting the windinformation to the computer. And then the ternav introduction with the AJS update improved the system further by using the radioaltimeter terrain profile against a database. So probaby only expect to do 1-3 position fixes per mission. Either by radar or optical. Its performed by chosing your normal navigation waipoints on clearly visible terrain objects, like the tip of an island or a distinct corner of a lake. Then you will see the differens of the actual position and the calculated waipoint position on the radar screen. Press the fixbutton in the first detent then move the radar cursor to the correct location and depress the button fully. Then the system adds that position difference so you navsystem is updated. If the radar is off, look at your map and follow your line on the map visually, when you overfly the waipoint press the same button all the way and you have now done a optical position update. If your waipoint is defined as a target waipoint then any update will not correct your postion but instead correct the target waypoint position. This is also done automatically when firing so if you are coming back for a second attack run you have a very good position of your target. Clerver system! ;-)

All this look so stunningly good that we end up seaching for the smallest details. I even noticed the pilots blue scarf in some photos. Didn't se the clear protective visor down on the helmet, and the visor cover is still covering the sunshade visor. Guess the pilots have jumped into the plane in a rush since it's wartime... ;-)

Hi! Been following your discussions a bit. See a bit of confusion about spakkrafts givare, spaklägesgivare, spakkraftstyrning. In my belief and knowledge about aircraft systems I understand the manual and pictures as follows to help those out that doesn't have swedish as their first language. Spakkrafts givare= Artificial feel unit. Create natural stick forces for the pilot since a full servo system has no feelback to make manuvering natural. Spaklägesgivare=Stick position sensor to feed signals to the artificial feel unit about current control input. Spakkraftsstyrning= A system separate from the previosly two. Electrical force sensors located right beneth the top handle portion of the control stick. Theese signals are transmitted to and added to the autopilot/dampening signals in SPAK mode and transmitted to the outer elevons. This system creates a very fine and precise manuvering. Look at a videos were su27s do formation flying and you'll see pilots working the stick like maniacs without any significant path change. In the viggen this system lets you keep e stick almost still as it senses and reacts to your inputs immediatly and comes very natural for the pilot. Very clever system. Rememer when I helped out dismateling old AJ Viggens, when the top of the stick is removed you can see the electrical pressure sensors located as 12 little dots in a round circle. I beleve this system was made inoperative on the JA version as they fixed the inner and outer elevons together and instead used a more sofisticaded autopilot/dampner but i'm not sure and I have not seen any documantation describing it in detail. Anyone that know were I can find the SFI for the JA version? / Anders