TLTeo

Yeah but it's not completely unreasonable. ~13.3k lb empty weight for the A, throw in 300lb for the pilot and his gear, ~500lb for 250 gun rounds, 400lb for the AIM-9Bs, so you're looking at let's say ~14.5k lb before you get to fuel. You have ~2.5k lb left for fuel which is about 40% of the internal capacity. Unless I'm missing extra stuff that is not counted towards the empty weight. edit: going by the same manual the fuel flow works out to 700 lb/min so you'd have approximately 3 minutes of full AB (assuming you start the fight at 40% internal fuel) which is not much but also not completely unheard of. The Mig-21 is in the same ballpark:

Can you say a bit more about the exact specs, or is that not set in stone yet? Some of the consortium/MAP jets differed a bit in terms of radar modes, symbology, avionics etc between air to air and air to ground jets for example.

This is hilarious, I always cal lit German spoken underwater. For reference, the F-84 and F-86 had an even worse accident rate in Germany, but nobody goes around calling the Sabre a widowmaker...

The Phantom didn't have a RWR for a while either, we have a relatively late variant. Again, there are only a couple variants of the 104 with a comparable RWR to the Phantom, and you can easily tell them apart from the antennas in the nose and near the engine nozzle:

I'm a bit fuzzy on the details because iirc it depends on exact model/era/operator, but my understanding is it'll be either something barebones (think what we have in the A-4 with just an aural warning) or none at all. Afaik the only jets to receive directional RWR similar to the F-4 were the Canadian CF-104s (which were then passed down to a bunch of other operators), as well as the F-104Cs that flew in the later Vietnam deployments.

I'm pretty sure I'm one of the users that is most obsessed with an F-104, and even I want them to finish the F1 (which I greatly enjoy fwiw) first.

Yep, plus it's not like you'll have enough fuel to get enough firing opportunities to fire all 6 missiles (or 8 in the case of the meme MIg-21 loadouts).

Lovely posts. I guess my choice is to glimpse into the future to find out what HB will eventually gain acces to, or suck a fat one? Really insightful.

Ok I'm incredibly confused because now I can't reproduce it. I was able to do so very reliably at the time of making the original thread. Maybe some weirdness in DCS got partially broken and then fixed without me noticing? But it seems fine now.

Per the title, the ILS only works on the first map one loads in a given session. Reposted from the main forum, where steps to replicate and more information are already reported.

Good reminder, thanks!

I finally managed to find more than just the usual supersonic charts that the F-104G manuals typically come with. The data is for the -3B engine F-104A (so lighter but noticeably less powerful) with two sidewinders, but it tracks with the rest of the info in this thread - depending on weight, at sea level it'll hold ~6G without maneuvering flaps between Mach 0.8 and 0.9, so that works out to ~12 or so deg/s sustained turn rate. There's some caveats between different engines, maneuvering flaps, etc etc, but yeah, not too shabby for a 1950s supersonic aircraft supposedly incapable of turning. Also, the stick shaker kicking in at Mach 0.6/0.7 is hilarious, it really shows how useful the addition of combat flaps was. Definitely don't try 1 circle fights.

Yep that sounds about right. The F-104G manual cites a 17 degree FoV which is similar to (but smaller than) that of the AIM-B seeker. It'll probably be semi passable for intercepting Soviet bombers at night in good weather though.

Nope xD

I don't think any F-104 user ever carried LGBs. The timer stuff was mostly for nuclear delivery, or I suppose attacking large targets (think entire airfields) with multiple aircraft. It might be semi passable with area weapons like CBUs (or napalm but that's not happening in DCS for a while if ever). Not that it's going to stop me from trying to lob four Mk-82s on just the right hangar