104th_Money

@skyblazer1 Alot of people do fly 1v1 guns only, myself included. So for that demographic the flight performance matters significantly... You are 100% correct about the BFM errors. In DCS however and possibly to a certain extent in RL, the Hornet should always win a heater fight at an equal merge. Using 9M or 9X/helmet sight the Hornet will always be able to pull more lead first and take the shot regardless of 1 circle or 2 circle horizontal or vertical merges and the Viper would always have to honor the threat and defend against the incoming missile before he could fire, unless he sacrificed himself and just took the shot for a 1:1 exchange. As far as the climbing spiral, its not really a wise manuever at an equal merge because early in the manuever the Hornet will always be able to pull lead for the shot. However if the opportunity was missed early then the advantage would transition to the Viper. My best success in Viper vs Hornet has always been to get the Hornet slow first then use the Vipers acceleration to extend vertically and come back down on top. As far as flying the Hornet full out using G limiter, there is no real hope of the Viper winning. And it gets worse as the fuel load lightens because in a 1 circle fight the seperation is just not there for the Viper to ever rate its nose onto the Hornet.

Another issue with dogfighting in the Viper is that when you max pull, the G's just roll smoothly to about 7g or so then gradually increases to between 8.7g-9g. I think the current modelling of how long it takes to get to 9g is incorrect. Especially when there are documented pilot interviews that state that you have to be ready for high G load because it gets to 9g so quick. The Hornet gives you 7.5g almost instantly and if your pulling the limiter it will give you 10.5 then a little less almost instantly. Thats a good little chunk of degrees of turn rate lost for the Viper compared to the Hornet especially considering that the as you keep the turn going and bleed off speed, the Viper has an alpha limiter that will start kicking in while the Hornet just gets to keep pulling. My opinion is that the Viper is slightly undertuned in certain areas of FM and FCS and the Hornet is slightly over-powered in certain areas. Then you have the realistic G setting that is clearly not accurate either. A well trained pilot should be able to sustain a rapid onset 9g turn for at least one full turn if not more as is clearly documented all over the internet...

I did misquote slightly, it achieves 324 deg/sec maximum roll-rate command within the first 90 degrees then cuts back depending on AOA or config.

Here is a download link for the pdf file https://www.codeonemagazine.com/imag...49318_9999.pdf

@Bouli306 There is a wealth of information from back in the day, a website called Code One Magazine. Its been around since the late 90s at least. Way back in the day when I was flying Mac Falcon 4 lol. An article called Semper Viper on that website is where the information was obtained long ago. Its an excellent read, although the website doesnt publish the article in its entirety online, you can download a pdf copy. The only problem is the text isnt the easiest to read in the pdf file so long reading hurts the eyes. Link here https://www.codeonemagazine.com/article.html?item_id=174 The initial roll rate information is in the 14th paragraph down from the top.

I did some flying in CATIII recently and I dont think its necessarily off as whole. I believe where the issue lies is the 324 deg/sec roll rate. Regardless of CATI/III, the INITIAL maximum roll rate should be 324 deg/sec. After 90 degrees of roll, the system will reduce roll rate according to AOA or CAT condition. You may be in a clean jet but roll rate is reduced due to AOA or in a CATIII stores config and the roll rate is reduced due to loadout. To me it feels as if the CATIII switch currently just cuts off 40% of roll rate without taking into consideration the initial roll rate. Then again, the system may not be able to overcome the initial inertia needed to get a fully loaded CATIII config to roll 324 deg/sec through 90 degrees or may not be able to stop the inertia of the same CATIII config at that roll rate to reduce it sufficiently, hence a lower than 324 deg/sec initial roll rate.

Low Blow... First off, Top Cat was Tomcat and the event and plane has absolutely nothing to do with this discussion. Why would you even bring that up? Secondly, at the start of our match, which you were RIO and not pilot, I had some serious RL shit going on that was taking a major chunk of my attention. Didnt bother mentioning that then, it wouldnt have looked good on my part or as a representative of the 104th to complain although my RIO and squadron leader was well aware of the situation in real time, so I took the L like a man, and gave Ray his due credit in the after interview. I'd be happy to have a friendly rematch any time to give a much more accurate representation of my skill level without the distractions... As far as on the deck Viper vs. Hornet, PM me and host up a mission and I'll be happy to demonstrate it to you.

Good to know Low Blow...but u do know that if I get an 18 slightly above the limiter power curve I can just hit the pinky switch and pull so much lead cutting across the circle that I can go get a cup of coffee while I’m waiting for the 16 to show up on the other side...

Was just browsing this post and thought I would add my 2 cents. I agree that either the F-16 is underpowered or F-18 is overpowered, I think more than likely the F-16 bleeds speed off too fast and should sustain 9g for a bit longer but who knows. As far as dogfighting between the 16/18...atm, the Hornet will outturn the Viper. But stop trying to fight only a rate fight against the Hornet. You need to use the vertical, high-low yo-yos and superior acceleration to exit and reset the fight. The Hornet might have the best nose pointing ability but you cant be scared to take the Viper down to <200kts before he has too much advantage and then use that acceleration. The Hornet is not going to keep its nose pointing up at you for very long if you get him slow and accelerate away while climbing. Then come over the top back down for a shot. Its gonna be a tough fight for sure and if you make more than 1 or 2 mistakes it will cost you but its not impossible... The most important thing I can tell you is that before you ever consider dogfighting in anything or even the F-16, you need to be thoroughly familiar with it and what you are flying against. That means knowing what the visual and audio cues from each jet are telling you as far as AOA/Airspeed and knowing what you can and cant do at any given moment...for me that comes from countless offline flying hours trying to max perform or attemping maneuvers in the plane at a given weight, speed, etc. then reviewing the tacview files and back at it again. I have won numerous dogfights flying 16v16 in which I was below STR and around 6g with incursions into 8-9g while my opponent was doing his best to max perform and out-rated or out-manuevered him for the kill...meaning he probably didnt know the jet or understand when to perform certain manuevers like he thought he did even though he put up a pretty good fight. I could go on so much longer about the subject...But it is obviously not quite as simple as that. 104th_Money 104th Phoenix BFM Instructor

Too late to enter? If not sign me up... 104th_Money 104th Phoenix

Have to withdraw, RL work that Sunday makes it impossible for me...

104th_Money 104th Phoenix United States

In one particulur turn I was at an STR of 26.6 deg/sec. CAS was 330 at 7.8g. 84 deg. bank with nose down of 1.5 deg. Rating through approximately 230 deg of turn I accelerated from the first conditions and ended up at 355 CAS, 10.2g, AOA of 42 deg and with an STR of 33 deg/sec. I kept pulling another 180 deg of turn and stabilized at 326 CAS, 8.0g, STR of 27.9 deg/sec. 82.3 deg bank, nose down 2.5 deg I was fighting against a Tomcat in a turn fight at CAS 320 and full flaps and had a running dialog with the other pilot calling out his airspeeds and G. As I continued around the circle all he kept saying was "No way, oh wow". Checked his plane in tacview as well to ensure he was max performing the jet. Just trying to provide info, and definitely dont want to sound like im complaining. Im sure it will all work itself out in time.

Appreciate the quick response and the data quotes. Just did some more testing and got a instantaneous rate of 35deg/sec. Nice to know you are working on it!

Checked the forums and didnt see anything about this. The flight model with EFCS turned off appears to be overly exaggerated. After watching a Tacview track, at 2/3rds fuel or less, sustained turn rates of approximately 25deg/s and instantaneous/several seconds at up to 30deg/sec. AOA in the 30deg range or higher. Higher sustained G at a given airspeed than possible in any other DCS aircraft. I dont want to criticize because I really dont know anything about the real life plane but I just cant see this being accurate.

I just flew a Hornet against another flight instructor from my squadron flying the F-16. The Hornet pretty much OVERLY dominated the F-16 in its current state. The FM at speeds below 400kts down to 225kts are just wrong, regardless of whether the charts being used match up. Since it is EA, I understand if things are not correct right away. I just hope it will be addressed in the near future.

Im happy that its been released but after flying it I am not particularly thrilled with the flight model or the G tolerance. Based off hud videos I have watched, the performance is seems somewhat subpar. The correlating g and airspeed do not match in sim. Sustained G and G-tolerance seems almost the same as the Hornet and Tomcat. Airspeed bleed at very low fuel levels makes me feel like this is a Hornet without the extra AOA. I understand this is EA and what comes with that but I was expecting it to perform a bit better at release.

I have an Alienware Aurora R5 i7-6700k overclocked from 4ghz to 4.5ghz with watercooling, 32gb ram and 512gb SSD drive. Had a EVGA GTX 1080TI FTW3 pushing a 32" 2k display. Upgraded to the EVGA 2080TI FTW3 Ultra. Strictly based on performance, I saw about a solid 8-10% increase in FPS. If I calculated it cost wise strictly on the fps increase alone it would not have been worth the $1700 paid. But the 8-10% increase gave me a very noticeable increase in smoothness. The slight stutters that were there in heavily populated areas almost completely disappeared and it just looks awesome. If I had to guess a percentage for the overall satisfaction with the upgrade I would have to put it at 95% simply because I have hardly anything to complain about now. In fact I am so happy with the smoothness now that I have delayed building a new PC with all the latest and greatest hardware. And who knows how much that would have ended up costing. So I saved money anyway for the time being. If you can afford to do it go for it. If you can't then don't. I'm just glad I didn't decide to not purchase the 2080TI solely based on cost vs fps increase.

I do believe that this is more due to the actual position of the wheels. With weight on wheels they sit farther aft than other jets but the struts go forward then up, more in line where other jets have their struts in relation to the fuselage. So there is more weight in front of the pivot point and the control force isn't there at landing speed to overcome once the struts compress.

So I just flew at very slow speed for the first time since the last update. Was trying to do a high alpha pass, gear/flaps up/speedbrake in...the flight model really acted like spin recovery is engaged and with stick back will just throw the nose right up and let speed down to like 60kts. Before I used to be able to transition gradually down to about 110kts and stick gradually back until full deflection then use throttle to control altitude. Slow speed FM is definitely different... Anyone seeing this?

104th_Money 104th Phoenix California, USA

Pulling the paddle switch will make a sudden jump in G if you are already pulling back hard on the stick. As far as usage goes, it may not be used during routine training flights or even actual air to ground combat sorties due to no necessity or to increase the service life of the airframe BUT...If it was not meant to be used at a moments notice, whether in combat or an emergency pull, they wouldnt have made it easily accessible to the pilot. If im in a PvP 1v1 dogfight or on a MP server in a fight and feel I would gain an advantage by using the g-limiter, trust me...Im using it without hesitation and I wouldnt feel bad or care for one second if it bothered the person I shot down because of it. 2 cents...

104th Money 104th Phoenix United States

IFF is definitely on, D/L is definitely on...So if only targets with red chevron get a diamond TD box, there is no way for a Hornet to determine friendly or enemy with its own radar? Would mean need AWACS to confirm and you check via datalink that your target is a bandit...That doesnt make sense. If you are down in a valley below line of sight from AWACS, there would be no way to determine if a radar contact in the valley with you is hostile? I wish there was easily available documentation to confirm new procedures...Since everyone is flying the Tomcat and hardly anyone the Hornet at the moment, nobody seems to be aware of the change.

Upon locking up enemy aircraft, the TD Box does not change to diamond shape anymore. Its always square. Did something change in the designation method?