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=475FG= Dawger

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About =475FG= Dawger

  • Birthday 09/30/1967

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  1. Any swept wing aircraft has the possibly of at least starting a "Sabre dance". Few have the power and wickedness to do more than the first step or two before smiting the earth.
  2. Multi-ship tactics against equal or superior numbers is exactly where they shine the most. Pre-merge formation and maneuvers are designed to divide and conquer and are very effective against superior numbers flying without coordination. Thinking of a multi-ship merge as a bunch of 1 v 1's makes you easy to kill. Most of the time in a multi bandit merge, the bandit you merge with is NOT the one you are engaged with. An example is a 2 v 2 bracket. If you and your wingman have managed to get to the outside at the merge, both bandits will be giving their sixes to one or both of you. Both bandits usually die in the first 180 degrees of turn.
  3. Mach Tuck occurs prior to the aircraft going supersonic and can occur well below Mach 1. Mach tuck happens when local airflow over the airfoil exceeds Mach 1, no matter how fast the aircraft may be going.
  4. Hopefully, this involves un-screwing some recent screws.
  5. The standard lapse rate is 2 °C per thousand feet up to 36,000 feet…
  6. It's going to be more hazardous to fly a Blue Helicopter. With no human GCI to ID and the possibility of R-60M, visual ID of a helo prior to engaging is going to be very unpopular (At least for those of us in VR). Seeker tone and launch the Aim-9 before you get in the R-60M WEZ will be the safest path.
  7. I am not too concerned with whether or not the A/A capability of the Hind will result in unbalance. However, hiding helicopters from radar is extremely unrealistic as they are extremely good radar reflectors. So, the reason to do it is a concession to their vulnerability from attack by fixed wing aircraft. If they can shoot back, they should be visible on radar. Otherwise, they are, effectively, highly mobile SAM batteries.
  8. In missions with R-60M's on Hinds, perhaps they should be visible on radar.
  9. There are aircraft the world over defying your understanding of physics on a daily basis.
  10. Fix the lateral before the vertical. The most common mistake for the wingman is to use pure pursuit (pointing at lead). If you point at lead in a full throttle climb, you will never catch him or be able to get into formation. Instead, you fix the lateral before the vertical. Go level or climb at a lower deck angle than lead, generating more speed than he has. Do that until you are AHEAD of lead's 3-9 line, then start climbing or climb harder than previous and you will be able to slip into your proper formation position.
  11. Yes, our standard procedure in the F-5 is 450 knot afterburner climb to our chosen ingress altitude (usually above 20 for fuel) Its pretty simple to stay in combat spread if you understand the geometry of joining and staying in formation. BTW, one of the major reasons air forces teach formation flying is because it is the learning laboratory for BFM. If you cannot close, join and maintain formation on someone who WANTS you too, you will be hopeless trying to do it on someone actively trying to prevent it. The quickest way to evaluate someone's basic skill level at BFM is a very short formation flying hop.
  12. Actually, head movements are visible in VR but we still use discord. No hand movements... yet. In a fight we (my wingman and I) don't need to talk much pre merge and post fight, but we have been flying together a very long time and know what to expect. Makes it hard work to fly with someone without that shared experience unless they have had some serious training.
  13. While giving the wingman a little power is good form, there are ways to maintain and regain formation position without touching the throttle. Every turn or climb is an opportunity for the wingman to fix his position. And an effective wing pair need to be able to maneuver in combat spread pre-engagement with minimal comms. Tactical turns need to happen completely automatically so they need to be practiced constantly. Post engagement rejoins need to happen quickly and smoothly without the need to communicate more than the egress heading.
  14. QNH is the local pressure corrected to sea level. What you see on the altimeter is your altitude above sea level QNE is pressure referenced to the International Standard Atmosphere. What you see on the altimeter is termed “Flight Level” QFE is uncorrected local pressure. The altimeter indicates Height above the reporting station. All aircraft in the IFR structure above the transition level/altitude will be using QNE.
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