Baz000

I think the point he was trying to make was KISS (keep it simple st*pid) Us human beings have a nasty tendency to overcomplicate simple things.

The air density plays a large part here too guys, as both planes climb thrust output as well as drag decrease... Remember, they are flying inside of a fluid medium. As they climb, the air gets less dense for their wings to "bite" into. And because of the molecules of air hitting their wings being less dense, the wings produce less lift. So, who out of the two might have a harder time climbing faster and reaching a higher peak altitude? I love how metaphorically speaking @Victory205 throws a hand grenade in here.

For the "look" Heatblur was going for, it looks very accurate to me. She (Navy ships are always a she) can also be seen with fresh paint but that isn't the "look" Heatblur was aiming for. So, much like a lot of things in the fighter pilot world "it depends"

I would think 30 minutes after sunset to 30 minutes before sunrise, same as when case 3 goes into effect, no?

Wouldn't the heavier aircraft stall first because he has more "baggage" to overcome? https://www.grc.nasa.gov/www/k-12/airplane/weight1.html https://www.grc.nasa.gov/www/k-12/airplane/wteq.html "Since the gravitational constant (g) depends on the square of the distance from the center of the earth, the weight of an object decreases with altitude. Let's do a test problem to see how much the weight of an airplane changes with altitude. If an airplane is flying at 35000 feet (about 7 miles) the distance to the center of the earth is about 4007 miles. We can calculate the ratio of the gravitational constant to the value at the surface of the earth as the square of (4000/4007) which equals .9983*.9983 = .9965. If the airplane weighs 10000 pounds on the surface of the earth, it weighs 9965 pounds at 35000 feet; it has lost 35 pounds, a very small amount compared to 10000 pounds. Let's do another problem and compute the weight of the Space Shuttle in low earth orbit. On the ground, the orbiter weighs about 250,000 pounds. In orbit, the shuttle is about 200 miles above the surface of the earth. As before, the gravitational constant ratio is the square of (4000/4200) which equals .9523*.9523 = .907. On orbit, the shuttle weighs 250,000 * .907 = 226,757 pounds. Notice: the weight is not zero. The shuttle is not weightless in orbit. "Weightlessness" is caused by the speed of the shuttle in orbit. The shuttle is pulled towards the earth because of gravity. But the high orbital speed, tangent to the surface of the earth, causes the fall towards the surface to be exactly matched by the curvature of the earth away from the shuttle. In essence, the shuttle is constantly falling all around the earth." Since you guys seem to wanna do some rocket science, here is some. https://www.grc.nasa.gov/www/k-12/airplane/density.html "This explains why airplanes have a flight ceiling, an altitude above which it cannot fly. As an airplane ascends, a point is eventually reached where there just isn't enough air mass to generate enough lift to overcome the airplane's weight. The relation between altitude and density is a fairly complex exponential that has been determined by measurements in the atmosphere." ^^ so if one airplane starts 20% heavier, who will climb quicker and be ending up higher?

Thrust can't be the same tho at the start of the climb because in order for the guy heavier to remain in formation at the start, he had to apply more power to compensate for his additional weight to remain stabilized in formation. What he said is they both keep the same thrust levels they had, as flying in formation, IE: they don't touch the throttles entering into and while in the climb. So, at the get-go one guy already has more thrust than the other (he is running his engines at a higher rpm and fuel flow) But they are stabilized in formation? What gives? Why aren't they sucked? Or acute? It is because all of those forces are balancing out to provide the same net result in level flight, in a climb or a dive that changes.

Each aircraft does not accelerate or decelerate the same rate. Okay, there are many ways to skin a cat... When I look at a problem I attack it from many different angles to arrive at a solution. let's simplify things a bit... Two F-16s are flying back home, same exact aircraft conditions and configurations except one has 3,000 lbs of fuel and the other 3,600 lbs. They both start a decent... Who dives quicker and gets the lowest? (in this theoretical example let's say they never hit the ground) Now, when you get the answer to that, do the inverse and that is how you arrive at your climb answer.

How can thrust to weight be equal if both aircraft are identical except one has 20% more weight (I'm guessing has more internal fuel load) And the force of gravity is an equal constant on earth so each plane has the same force of gravity applied to it They both have the same drag, they are identical except for weight so they have same external configuration.

Brush always called it the 'internets' so clearly there must be more than just one. How do we find the right internets to be on and not the wrong one? Oh the IRIAF would disagree, they used AIM-54A(tho not the same the USN was using, theirs was modified to not be so good at counter ECM) quite a bit in the Iran-Iraq war and have confirmed kills against fighter sized targets. Eventually the Iraqi air force MiG pilots feared the F-14 so much that if they got wind of one on RWR, they would just turn around and not try pressing their luck.

You do that as a visual aid to help you keep staying onspeed in the pattern? So if the airplane symbol on the VDI is above 10 degrees you're slow and below you're fast? That might be a really good tip to try myself because the AOA tape is really small to see, often I just look for the yellow circle on the indexer Do you fly the turn at the 180 after downwind (and if you bolter, the turn back into downwind) onspeed or a tad faster? And then on rollout into the groove slow to onspeed again if you were faster in the turn to compensate for the bank?

If you want the most simple way of arriving at an answer, think of them in a dive in his same exact conditions and parameters... Who dives faster and gets to the deck first? Then just think of the reverse effect in relation to a climb.

You can't extend them forward past what the CADC wing program says is the max at that time. (Captains bar on wing sweep indicator inside the cockpit) Unless in emergency you use the manual wing sweep lever and override the CADC.

Oh so the mathematical calculation I did was correct? It is just a stick base limitation. I have all the Virpil extensions, but I usually don't connect any more on top of my 200mm curved extension. Right now I've been using 100mm plus 75mm put together.

The one 20% lighter than the other because of more thrust vs. weight. Even though they powered into the climb at the same angle and didn't change thrust.(they both don't have the same starting thrust tho... One needs more thrust to maintain formation) The one that is heavier has more force to overcome against vs his thrust output in his thrust to weight ratio. Also the earlier steady state they were in, it isn't possible for both planes to fly in formation together at the same thrust output. The plane that is 20% heavier needs to have more thrust applied and thus burn more fuel to maintain level flight in formation if the leader is the lighter plane. If the leader is the heavy plane, the wingman needs less thrust than leader to maintain formation. That being said, the heavier aircraft at the start of the climb had to have had more thrust to maintain formation, so entering into the climb the lighter plane has less thrust than the heavy guy. The lighter aircraft- final answer Regis

sorry, I'm a little confused in your example above... That 48mm value converted to inches is just under 2 inches (comes to be 1.88-ish) Isn't the goal to have the physical stick in your cockpit at home have same values as this? So, obviously you can't have non-symmetric stick deflection with your at home hardware so you need to pick the highest value, right?? Which is in this particular case 5.5 inches. Anyways, using your math above the resultant throw I get is pretty much just under 2 inches rather than 5.5 inches. I'm a little lost on the methodology you are using, I think. You are using the same base points for measurement (stick center) so I don't really understand the discrepancy. For example if I was to use your same formula but factor in a 200mm extension on a VFX grip, what I come up with is this: (200mm+75mm) * SIN(16)=76mm 76mm converted to inches (since original stick throw was in inches) comes up to be 3 inches (so that still is 6 inches away for roll, and still short of 5.5 or 4 inches for pitch) Again, using the stick displacement numbers in inches you provided. Is my math wrong or something I'm missing?

I think reading through the forums, it is as intended?

On point number 2, I noticed the same exact behavior... Can't seem to target in STT "enemy" ahead but he can sure STT "target" ahead regardless if it is the same exact contact as the "enemy" ahead... Dunno if it is because of IFF issue or what. He also seems extremely slow or flat out just doesn't to IFF anything I STT in PAL radar mode. On point 1: alt hold AP can only get engaged between a constant climb or decent rate of +-200 fpm. Best to level off in trimmed flight first, engage the AP and then press the NWS button to tell the AP what altitude to hold... Should work fine, then. The AP doesn't want to hold exact altitude in a turn it seems tho.

I never noticed him change it once in over 3 hours of continuous flying in that Lantirn training day mission on my pilot Lantirn repeater. Under what circumstances does he switch between the two because even over the bombing range pinpointing armor and SAM targets, I never saw him do so for example.

I was flying that new Lantirn training mission at 30k ft MSL (no, I didn't change altimeter to 29.92 passing transition altitude at 18k) Was getting a lot of compressor stalls on mostly my right engine, but sometimes both would have it... Was trying to fly at 10 units AOA for max conserve most of the flight. Maybe flew around 8 (within the range of that triangle symbol bug on AOA scale) just so I didn't have to wrestle around with the maneuver flaps. Straight and level I had about 2,000 pph each English, in a half standard rate turn I'd push them up to 3,000 pph each engine. I had altitude autopilot engaged holding 30k ft Maybe the autopilot inputs would exacerbate things, I did notice it liked to get my AOA up where the maneuvering flaps deploy (which I logically suppose you wouldn't want that extra drag for max conserve) The compressor stalls were more of a problem flying RTB back to the boat holding 30k ft and because the net was lighter because of burning fuel and dropping bombs (I had only the forward starboard side bomb remaining under the nose) I was holding around near idle power for max conserve... About 1,000 pph per engine. I had way more than only 1 compressor stall too, sometimes on only the right engine, sometimes both engines and sometimes back to back successively on the right engine (to me the right engine had it happening in a greater frequency) Sure made trying to fly back to the boat very sporty!

Granted, it is during a training evolution flight at a range, but I have seen master arm get switched on during a dive for weapons release, certainly different for combat in theatre. As far as looking at the master arm switch constantly from the back seat, wouldn't the pilot just say "master arm on, master arm on" like you hear in the tapes from the gulf of Sidra incident? In that particular situation there was no fence in push point per say, they were running a tactical intercept (although really they weren't trying to, but the MiGs were running one on them, constantly jinking collision course into them) so their decision was different and based on timelines and authorizations. I'm just trying to determine an intuitive way for Jester to know how to focus and "zoom" in on a target to aid for VID, engagement and immediate BDA if a follow on attack is necessary and can be performed. I was just thinking how to tell him this without really outright telling him through the menu. Nothing says I wanna put warheads on foreheads quite like master arm set to on... I think Jester would get the hint quick in the back, and go from an overall area scan with the pod to now a singular focus of putting his maximum attention to getting that bomb on target, and giving us the best visual signature and clarity possible (within limitations of the Lantirn pod) so we can get good BDA (bomb damage assessment)

So manually disable NWS with switch on stick and then kneel?

Doesn't that mean it is temporary? Or are you meaning you want the entirety of the deck cleared?

Yeah but one would surmise in a hot start mission on the carrier deck the pilot would have lowered the hook during their checks. Not an issue for a cold start unless the pilot skips dropping the hook, anyways it did say in he patch notes WIP.

I think those were temporary? As a way to block mission makers from putting stuff there in the meantime?

Could you train him to use wide FOV only when searching and upon acquisition go to narrow FOV to aid in target identification? As virtual pilot in command, weapons release is my responsibility and looking in my Lantirn display only to see a small undefined speck of a thermal is concerning for having a positive VID on a target, my eyes on the sceen as pilot should serve as a final check that we do indeed have the correct target designated. Right now as it stands, all I can discern is some kind of heat source but I can't see much of a shape or outline to it to discern is it a scud missile launcher or a school bus lol. Maybe add it as a crew contract option if it's undesirable to have him do that by default. But I think definitely for an attack run he should try to get as detailed view of his acquisition object as possible. Maybe tie it into a function of if master arm is enabled, which indicates to jester that the pilot wishes to engage. So maybe master arm off= current behavior and master arm on = Jester tries to get maximum clarity on target, within limits of Lantirn capabilities. And if player pilot wishes to expand the view again to get overall overview of other targets around the acquired one then all the player has to do is cycle the master arm to off. IRL, don't they leave master arm off until just prior to attack run/weapon release, anyways? Jester may be seeing something like this in the back, but up front I don't, all I see is some small square undefined speck/square without a turret. Furthermore, the green display I have up front requires me to fiddle around with brightness and contrast of my repeater so it actually becomes more usable to see steering and time to drop indications. But yes it would make me far more comfortable for weapons release if I could look at my repeater screen and be like "Yup! Them are tanks Jester! Let's knock em out!" Because, I can make out like that image above the tell tale signs of a hull and turret from the image. I maybe can't tell exactly what make and model tank it is, but I should tell it is a tank of some sort. And if after bomb impact, he can stay in that narrow FOV so I can see if we had effect on target or if the bomb missed and I need to drop another, or maybe the bomb hit but the target was not completely destroyed but only damaged, etc... I know he uses voice lines to indicate some of such, but it would add the feeling of being part of a crew if I too can verify him by seeing on my repeater screen as well. Not that I don't trust Jester, mind you. Ideas like that are what immediately come to my mind.