Pocket Sized

Keep the AoA right on the boarder between yellow and red. This is just a hair below CLmax and must be reduced before any lateral input. I agree that the sudden "jolt" you get when exceeding critical AoA doesn't seem right. It should be a more gradual drop off in lift from what I've heard.

Carrying weapons or clean airframe?

From what I've seen, it's pretty common among carrier landings. They have to maintain a very specific glideslope and airspeed so they stay "on top" of the aircraft so to speak. Also, yes, I heard from an E-2 pilot discussing this very video that they go to beta pitch upon touchdown.

That's a weird looking "P" :D

Speaking of the engines, I really like the design of the E-2 powerplants. The gas generator is connected directly to the prop, so there's no "spooling" so to speak. When you firewall the throttle, the engine just gets more fuel flow and the props increase in pitch to maintain RPM. This means that throttle response is practically instant.

Whoa, is that engine page predicting how long it's going to take for the engine to spool up? No matter what it is, it looks really freakin' cool.

The very nature of a non disclosure agreement means that the details of the NDA are not to be disclosed. Who'd've thought.

In my experience, the Mach meter tends to read a teensy bit high most of the time. Next time, if possible, go to the external view and see if you can hear the aircraft from the front.

I have pedals so I use those to center the ball, then adjust course or heading with roll. As for using the collective to reach trimmed flight, this works really well in the Huey at about 95 indicated. The Mi-8 has a much smaller vertical stab so it's a bit harder.

But steam gauges are ugly!

ftfy

I most certainly can wait, you guys take all the time you need.

Just throwing this out there: You mentioned using force correlate, which only works on the non-D mavericks. Beware that these don't work in low light conditions due to the nature of their seeker. Even if you can see the target outline it might not lock because the contrast is too low.

The Viggen still suffers from a bug that makes the engine have far too much afterburning thrust at altitude, leading to absolutely absurd acceleration (and top speed until overspeed damage was added). It also appears to have too little thrust at full mil unless manual fuel regulation is turned on, especially at high altitude. What sort of progress has been made on these issues? They're the only "holes" I can find in the otherwise fantastic flight model.

Now that's my kind of airplane

So does that mean we can shove irresponsible amounts of air into the engine at low altitude? :D

Wait, does the P-47's supercharger smoothly regulate manifold pressure with altitude as opposed to the jarring "high gear" transition we get in the 51/spitfire?

Which the Su-27 does not have... like at all.

Allow me to restate what I said before regarding overstress: If you are flying in a way that results in frequent, large excursions to more than 110% of the designed load factor, you are not using the Eagle to its full potential. You are much better off flying a bit slower and enjoying insane turn rates instead of huge G loads.

I agree with the statements on the previous page, it's pretty amazing how much has improved in such a short timespan, and this is just the first patch! Great work guys. I believe Habit is referring to the yaw/roll coupling. Currently, sideslip produces a very weak rolling moment in the direction of the sideslip. I hate saying this but it really "feels" like there should be more roll when using rudder at high AoA.

Last I checked, the overspeed damage occurs above the max allowed Mach number (2.1ish?) and disables the afterburner for the rest of the flight. Yesterday I took the airframe up to 950 knots indicated (airspeed indicator was off the scale) with no apparent issues (if you ignore the fuel gauge looking like a backwards clock :D)

Because memes and dead jokes... Nice sig by the way.

The moral of the story is this: If you have the airspeed to overstress the airframe to the point of (theoretical) failure, you're going too fast. Corner speed + energy management > blindly pulling at insane speeds

^^ Wow, look, it's a 0.05 second transient reading that may or may not even be accurate. I still laughed though. At some point, I was doing some experimenting with moving the CG around. A few months later I tried the exact same values and found the aircraft to be completely uncontrollable. That indicates some tweaking to stability margins maybe?

I just tried it and maybe the roll inertia is a bit low. If it is, it's not far off. Habit, you have to remember the fishbed is literally a flying javelin, so roll response is going to be very snappy no matter what. I tried and failed to cause any violent departures with roll coupling, but it feels like it's there to some extent. Stall behavior: DEFINITELY a step in the right direction. Pitching moments at very high AoA are much greater now, which prevents you from flying around at 40-70 degrees like you could before. The coefficient of lift doesn't drop as much as it did before, but there's still a very pronounced "jolt" as you pass the critical AoA. Of course I can't tell for certain, but I don't think that should be there. It makes post stall maneuvers (ie spins) very jerky and random due to the pitching transients caused by AoA going above/below critical.