Snappy

What does your gaming chair have to do with it? Also, how did you manage, before we got the Jester speedcalls? I mean it’s subjective opinion , but „necessity“?No. Nice to have? Yes.

Like gortex said, you can't use the AI as a valid reference, as the AI is nowhere, nowhere near an even semi-capable human opponent from a skillset point of view . The only thing the AI has going for it , are the highly unrealistic simplified flight models it uses, further disqualifiying it from having any usability as a performance reference point.

Yes, I look forward to the Kola map too! It will be a very good setting for the Viggen :))

There are still quite a few bugs&issues , have your own look into the bugs -section of this forum. Also there is still the PBR Texture overhaul of the cockpit and the accompanying Draken AI to implement as far as I’m aware. Dont get me wrong , in comparison to other EA modules the Viggen is already quite feature rich and some of those features are really very generous gifts from heatblur, which certainly far surpass the scope of what is the standard / average for DCS modules . Also have a look at the AJS 37 Parts of the heatblur trello map if you haven’t already: https://trello.com/b/HsMiJggJ/heatblur-public-roadmap regards. snappy

Yes you re right, at indexer brightness value 5 or below the indexer doesn't show correctly at night . Apparently its an old bug. See also : @Silhou is the AOA indexer bug (not showing correctly at night when AOA indexer brightness value in cockpit is set to 5 or less ) tracked? The linked thread never got an official reply and neither did this one about most likely the same issue. Regards, Snappy

Will the procedures section of the online manual be further expanded in the future? Because as of now for both, Pilot&RIO they still don’t continue past poststart of the engines, which is kind of sparse for an official module and not everyone has access to the real life NATOPS, which I think is also at least officially still restricted in distribution, but I might be wrong on the that. Thanks and regards, Snappy

Hi Bremspropeller, thank you very much for your reply. I am familiar with the Tacan / Instrument approach procedures and how to read the approach charts and fly them. I was really more looking for how things were officially done in the real aircraft in regards to speeds and configuration. Being fully configured and on speed/AOA passing the FAF sounds sensible. You can freestyle the other parts of course ,but it would be interesting to know how the aircraft is operated authentically, which speeds were typically flown on the initial approach segments or during racetrack patterns while descending etc.. Still thanks for putting in much effort into such a detailed reply! kind regards, Snappy

Are / were there official procedures for flying land-based instrument approaches like TACAN approaches or PAR? In case weather didn't not permit the classic visual/overhead break pattern. Specifically, when to configure the aircraft at which point on the instrument approach or which speeds to fly on the different segments. Couldn't find anything in the HB manual under procedurs and don't have the actual NATOPS. Thanks a lot in advance, Regards, Snappy

Ah interesting, learned something new again! Thank you for explaining. kind regards, Snappy

But could it carry and use it? Or why did it get included in the loadout options? Side question: If not the Strike-Viggen which aircraft in the Swedish Air Force carried the this variant?

Hey thank you for your quick reply. OK interesting. But does the same apply to the air-to-air gunsymbology? Because it doesnt seem to make sense. As soon as you bank, the wingspan distance markers become useless, since they dont follow your plane orientation. I know its a completely different aircraft, but in this HUD footage from the JA37 you can see that its air to air symbology is aligned to its own plane orientation. So maybe the same principle was applied on the old viggen for the A2A gun sight. Its at time 3:41 and again in another mode at 3:54, I dont know how to include timestamps in YT links.

Sorry to dig out this old report again @MYSE1234, but is this still being worked on / on the bug list ? According to this old update post by cobra, at least the the orientation for the IR-BB sidewinder sight should have been fixed and orientated correctly relative to the plane and the not the horizon: He wrote in the changelog , quote: "The dumping of the sight for sidewinder carried on wingtips should now be relative to the plane and not the horizon." Here is his post: However contrary to that , in the latest DCS version of the Viggen, the Sidewinder sight is again wrongly orientated relative to the horizon and not the aircraft plane. And the Air to Air gunsight still is too. Regards, Snappy

Hi, unfortunately the go-around modes are completely missing or bugged. According to the manual, there are two ways of initiating a go-around during approach phase 2 or 3. From Manual page 158: 1.) automatic go around , by turning away more than 90 degrees from the extended centerline of the approach.(only available during TILS approaches.) 2.)by manually switching master mode selector to NAV and back to LANDN NAV. Neither of this works in the current DCS version. I attached two tracks. In Track "ViggenGAby90DegTurn" I turn more than 100 degrees away to the right after being in Phase 3 during a TILS approach. The Go-around detection does not work, instead of new lateral guidance to waypoint LB for another approach, waypoint LF stays the destination waypoint and the original approach guidance continues. In Track "ViggenGAmanual" I wait until I am in Phase 2 , close to Phase 3 on final course towards Point LF and then I manually switch the master mode selector to NAV and back to LANDN NAV. Again, no go-around guidance to a new approach via LB , instead the guidance simply continues for the approach I flew before. Hope the tracks play out alright. I also attached the mission file, should it be needed for the tracks. Kind regards, Snappy ViggenGAby90DegTurn.trk ViggenGAmanual.trk M06 - Landing - Clear Sky.miz

Cool, thank you for the Info ! Looking forward to it, whenever you publish it

Very slight OT, but @TOViper can you share any news about the Viggen training project, you mentioned in your opening post for this thread? Or did it get cancelled? kind regards, Snappy

Thanks a lot!:)

Hmm ok thanks , doesn't seem to make too much sense to me then. In that case, just name the autopilot HDG function only "heading hold" and thats it, if really can't do anything else. Its not doing any maneuvering to HDG at all then.

I'm not sure to which level Heatblur aims to model non-normal system interdependencies and failure symptoms. But after sustaining battle damage I had a failure of the hydraulic system 2, to be specific, what the manual calls Case 2a. Case 2a: Failure: Main pump failure in System 2. Indication: HYDR TR 2 is lit, Master Caution on, the hydraulic pressure is lost and the reserve pump has engaged and is supplying pressure. Consequences: The secondary DC circuits are disconnected, which leads to the following: • Radar ceases to function. • HUD and Radar display are turned off. • Armament and Countermeasures cannot be used. • External lights, anti-collision lights and landing lights cease. • RHM (Radar altimeter) ceases to function, indicator RHM-FEL is lit if altitude < 1,200 m and pitch and roll angle is greater than < 40°. After gear extension, all main power buses will be supplied by the main battery, which will last for about 15 minutes. All power from the inverters will now be dedicated to running the reserve hydraulic pump. It seemed to be actually modelled , the HYDR TR2 light was on, as was the RHM-FEL at low alt ,the Radar altimeter and the Radar itself stopped working. Weapons could no longer be fired. But the HUD kept functioning normally , contrary to what the manual says. If this is beyond the scope of what heatblur wants to model, simply disregard this . Otherwise maybe the HUD failure can be included in this scenario. Regards Snappy

Hi, the exact use of the autopilot HDG mode is unclear to me. Can someone kindly explain it in a bit more detail. From the manual: "The HDG position on the HDG switch enables heading hold, maneuver the aircraft to desired heading and with a bank angle of less than 5° to set heading." Heading hold function I get, but the "maneuver the aircraft to desired heading..." part doesn't seem to work for me or I don't understand it correctly. I engaged the Autopilot, switched the HDG switch to HDG , selected a desired HDG on the HSI. The aircraft doesn't turn to that HDG. Next I iniated a manual turn with lateral stick input, anticipating that the HDG mode would maybe do a automatic roll-out on the desired HDG. That didn't work either. So how exactly is the correct procedure for using the -maneuver to HDG- subfunction of the HDG mode? Thanks a lot in advance, Kind regards, Snappy

Currently the "X-Tank Brä" light on the left warning indicator extinguishes prematurely during engine start,as soon as the engine rpm passes approximately 50% and then idles at around 60% with the external fuel tank connected. According to the manual the light should stay on after engine start : From Page 70 of the 2.1 Beta manual, Fuel System -> Start up, it says: The indicator light X-TANK BRÄ continues to be lit until the tank pump pressure in the external fuel tank has built up, which occurs at about 70% engine RPM. The engine does not reach 70% during the entire start process, so the light should stay on, until you manually increase power. The cold- start tutorial voice over also mentions the light as being on after start (contrary to how it is in the current version). Also on Page 71 in the manual under Fuel system warning it again says: X- TANK BRÄ Indicates a fault in the external fuel tank. Should be visible below 70% RPM due to lack of pressure. Kind regards, Snappy

OK, thanks a lot for clarifying it TOViper! I think the cold start-up training mission did include switching the mode selector to NAV after the other items are done, while you are still on the parking position. Hence my question. I'd have to check again though. Edit: Just checked, Yes , the cold-start training adds this step on the parking position after engine start, which is slightly confusing. Maybe they assumed a very short taxi route:)

While we are at it, I'm still not sure I understand it. What does this limitation mean exactly? I get the overheating risk, but the "throttle up"-condition is not clear to me. That there should be no more than 2 minutes between switching to NAV and applying Take-Off power? Or applying power for taxying? Regardless of that, thank you for your effort in improving the manual!

I edited my reply above yours for additional input.

Ah, now I get it. OK, I was talking about the HUD guidance the entire time when I wrote "lateral guidance". I also noticed the HUD guidance and course index pointer on the CI seem decoupled during approach, but I do not know whether that is correct or not behaviour . I think it is, since the destination Waypoint should become LF, i.e. the touchdown point during Phase 2 , but the HUD should guide you to the extended centreline. I just assumed the HUD was meant to be the primary guidance during approach, since its supposed to lead you onto the extended centreline. In any case the HUD guidance seems to be the actual problem, since it does not guide you where the manual says it does.

Hmm I'm not sure I understand. What was the difference to the first track you posted yesterday, where it seemed to work ok?