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Horns

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  • Birthday 12/01/1979

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  1. Got this done well enough, so I'll leave this in case someone in future has this issue and finds this thread... I just wound up changing out the existing springs for one #40 spring per cam, and that has given me a good amount of throw weight and resistance, but it's still light enough (and lighter than the warthog was) to enjoy how smooth this stick is compared to the warthog. I should mention I had tightened the dampers right up when I first got the stick, so no doubt that played a role too. I have a center deadzone of 5 on each axis in DCS and that's plenty, it registers a return to center every time. I wind up having (even) more affection for the product, being able to get in there and change out the moving parts allows a level of freedom and customization that makes it feel like a next-level product. Now I just have to learn how to fly it. Thanks to everyone who commented.
  2. Thanks Dallas, much appreciated. I’ll take a look
  3. Thanks for taking the trouble to answer, much appreciated
  4. Edit: I just got a Gunfighter 3 and I'd like to mod it to get close to the throw weight of my warthog stick. Has anyone done this and can they recommend the combination spring and/or cam combinations to change? This post was previously titled "Seeking Help Adjusting Throw Weight" and was very unclear, so I retitled and rewrote it. Previous text below.
  5. Just wanted to acknowledge the awesome service I received from VKB. I realized on the day my order arrived that I'd ordered the wrong product. It was 100% my fault, but VKB Australia talked me through the returns process, expedited the shipping when I placed the order I'd initially meant to and kept in contact with me the whole time until they confirmed they'd processed my refund. The product itself (Gunfighter Mk 3 with the F-14 grip) is top shelf for sure, but I know people have had mixed customer service results with some boutique HOTAS manufacturers, so I thought it worth mentioning that the high quality of the customer service matched the high quality of the product in my case. Please note I have not received nor been promised any sort of inducement or reward for writing this, I'm doing so purely because I think knowing about my experience might be helpful to others.
  6. Awesome, thanks. I agree wholeheartedly that we don’t really know what IRL means here and I feel naïve every time I use the term, I just meant that I didn’t wish to limit the discussion to what’s necessary or effective within the confines of gaming. The explanation re notching not being necessary every time makes sense too. Given that defending against a missile often involves a break turn, it does seem logical to consider the possibility of seeking a favourable position for a follow-up shot rather than slavishly notching even if an opponent obviously isn’t seeking an offensive position. Thanks for taking the time to respond to my questions, it really is appreciated.
  7. I follow re guidance being provided by wingmen not being ideal, I hadn't thought about it in frequency terms, cheers. If I could ask about your last comment - I guess my mistake is that I'm assuming fire-crank-notch would be the standard approach unless there was some specific reason not to do that. I guess in actuality your wingman should have you covered well enough that you don't need to get to the notch that quick to prevent the target getting a good shot off on you after defending against your missile? That does make some sense, given that one could only notch after a fox 1 shot was trashed...
  8. We're talking about missile guidance rather than SA, yeah? If it was tough to build a gimbal that could physically steer that far that would have been a reality they just had to live with, but was there a squad tactic that could support a missile while the launching aircraft notched? For countries with AESA now that haven't opted for 90 degree OBS slew, is it because transitioning crank-to-notch after a fox 3 goes active is considered adequate, or is a wingman guiding a missile while the launch aircraft notches the standard tactic now?
  9. Cheers, good point and will do. I was reading the older version of the doc because the F-14 was still in the fleet then (unlike the newer ones where the F/A-18s were the only fighters remaining) so I hoped that they might share values that were relevant to the Tomcat, but they just seemed to referenced the trainer aircraft instead. As you say, it provides an opportunity to learn to apply the tools the aircraft provides to solve these problems, so it's not all bad
  10. Thanks, that explains it perfectly. When the older document mentioned the T-39 needing more displacement than ‘high performance’ fighters I hadn’t considered that would only be true within similar speed regimes and conditions, which is obvious now you say it. Much appreciated.
  11. I was looking at a 2002 version of the CNATRA P-825 document (part of a kindle book so I can't link it), and I noticed that it said "Following extensive, and often dangerous, flight testing, we pushed the T-39N to the edge of the envelope and concluded that 20,000 feet (roughly 3 1/2 nm) is the ideal amount of turning room for the reattack intercept. As you can imagine, the T-39N will need more lateral displacement than high performance fighters". The 2014 and 2017 revision of P-825 (p110) doesn't talk about the amount of turning room required by a particular aircraft, but instead it talks about the "40K lateral separation goal", and in the excellent video Spiceman made on F-14B Intercept Geometry he refers to this as a number quoted for the F/A-18 and says that it makes sense for the Tomcat. There must be some big difference between what's being spoken of in each text, but I'm new to intercept geometry and I just can't see it. Could anyone hazard a guess at why these values are so different? Both talk about arriving at this LS at 10 nm with the goal of arriving in the bogey's rear quarter, so I think they're talking about the same maneuver. Can anyone enighten me? I'm trying to figure this out for use in the F-14, that's why I placed it here. EDIT: I want to be clear that I was not and am not suggesting Spiceman was wrong. I believed the numbers given by him and the relevant documents were correct, my question was only meant to ask ‘what am I missing?’. For transparency, this edit was added after lunaticfringe’s reply and my response to him.
  12. Good to know, so I needn’t give up a good position or accept a bad one just because I have to briefly move through, I’ll just be quick and flare like one’s in the air. I think I worded myself like I’d ignored the previous two pages, misunderstood captain_dalan and thought the AIMEVAL/ACEVAL conclusions meant my sidewinders were equivalent to the Archers with the HMS. I actually meant that boiling down the situation to comparative weapons systems validated the previous comments, and made it all the more stark that if the Archers became relevant the ‘Cat was screwed. Was that my error or am I still seeing this wrong? Edit 2: Stepped on my deck with that one. The AIMEVAL/ACEVAL tells us there is unacceptable risk in a neutral merge with someone who can shoot you in the face, it doesn’t clarify anything about the Archer vs Sidewinder comparison.
  13. Hi, thanks for commenting. It’s interesting to note that AIMEVAL/ACEVAL conclusion, and if I understand it right it casts this as the HMD/Archer combination vs AIM-9 if I wander into the former’s WEZ, which makes the situation all the more stark. It seems like the same answer comes back time and again, if the ‘Cat driver is going to get within Archer range he’d better be able to stay behind the Russian airframe’s 3-9 line (and outside the R-73 WEZ) or he shouldn’t be in there at all. Thank you all very much, I didn’t expect to get so much valuable information. I’m clear now on how a pilot of an F-14 would decide how to proceed against a bandit 10 nm out, much appreciated.
  14. Thanks for the advice, and regarding your last comment, I couldn't agree more!
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