==Wiggy==

Storm I've updated those Paints. I will be releasing a maga pack very soon.

Thanks everyone! Porco, thank you for the details pack inclusion! Adds to the best effect. UPLOADED.

Thank you!

great job!

great job!

Thanks guys!

Teeth finished...took a while at the Orthodontist....those suckers are huge....and the patient wouldn't sit still....

WIP

It's not a solid 40%. It's starts at 40% and then reduces further depending on speed, AoA and tailplane position.

So, the 9g Hornet upgrades are very interesting. Does it still have the same acceleration performance? or perhaps slightly less since it required structural upgrades which increase weight? At any rate here's something I found this morning, very insightful. Written by "Mover" C.W. Lemoine, his series of articles called Hornet vs Viper. He's one of the guys who's flown both and his take on both. Regarding performance in the AA arena - From part 4: https://sofrep.com/fightersweep/hornet-vs-viper-part-four/ "I like to refer to the Hornet as a “Gentleman’s Dogfighter.” It’s limited to 7.5Gs, which is a far cry from the Viper’s 9 (Sometimes more with the Block 30’s analog flight control system that will give you up to 9.3 or more if you overshoot the limiter). Dogfighting with the Hornet requires finesse and an above average ability to visualize the jet in three dimensions and manage your energy state. It is highly maneuverable, with the ability to point the nose virtually anywhere. It is a lot of fun to fight, but hard to master against a similar aircraft. The downside to the Hornet is its power limitation. It is severely underpowered, and although you can get slow and threaten other aircraft with the nose, doing so can leave you without follow-on options. It is very unforgiving of pilots who ham-fist and bleed away all their energy." "The Viper is much harder on your body. Although the ATAGS G-suit has made significant groundwork in reducing the effects of 9Gs, your 20lb head still puts 180 lbs of force on your neck while fighting. With no pylons or external fuel tanks, the F-16 in full afterburner can hold 9Gs, and even accelerate while pulling 9Gs at lower altitudes. This requires throttle modulation to stay in the appropriate airspeed band to maximize turn rate and minimize turn radius. There’s nothing worse than to be pulling 9Gs, accelerating, and losing because you’re getting too fast." This last quote is currently not a problem in the DCS Viper! LOL :D I suppose it would be nice if it were! Let's get that performance tuned! Last quote, very intriguing. "So head to head, who wins? It depends on the type of fight. A good Hornet pilot will take the fight downhill, try to get slow, and use his superior maneuverability to bleed the Viper down into his wheelhouse – a close-in knife fight at slow speed. If he tries to take the fight uphill or flat, the F-16’s superior rate and thrust to weight ratio will prevail. Given a choice head to head, I would probably choose the F-16. Although I really love fighting in the Hornet against other Hornets, there is no worse feeling than being bled down on energy and out of options. I fought several F/A-18Cs, F/A-18E/Fs, and CF-18s when I flew the F-16, and I never lost. Aside from the F-22, I really don’t think there’s a better dogfighting aircraft out there. A lot of thrust is good, more is better. A clean F-16 is just a rocket ship. That’s just personal preference, of course. Others who have flown both may have vastly differing opinions. Well, that concludes my comparison of the Hornet vs Viper. Hope you’ve enjoyed it. Take my opinions for what they’re worth – just one fighter pilot’s opinion of two very similar jets. The F-16 was my first love, so I’m obviously a bit biased, but I think they’re both great aircraft. I feel very fortunate to have had the opportunity to fly them both." I like how he does say, that others who've flown both may have different opinions. Wisdom from someone who understands that one experience is not all there is. Really good articles. Recommend reading them if you haven't.

Snake122, yes, I would also like to eventually see some damage modeling if you exceed the stores limit G tolerence. Although it might be hard to model that kind of thing in terms of realism. It could range from structural fatigue to physical breakage in reality. You may not "see" anything but structurally, the airframe would be fatigued, depending on amount of limit exceeded. I think a simplified model would actually work better for the environment of the sim, and that would be something like with the MiG-21 centerline tank, where the stores break free if you exceed the limit. Maybe give it a 1.25 buffer. The real issue is that you would have to produce a stores config section for all stores configs with their limit and CAT I/III requirement similar to the dash 1. Otherwise no one would know what to use.

So it takes a lot of weight to require CAT III. So in terms of g loading available, you're going to be full up, to whatever you could normally pull up to 16-18 AOA, which is basically a limiter pull, so theoretically, you have the whole range available depending on speed. As the pilot you would be required to limit the g's manually based on configuration according to the limits called out for a specific config. Those specific configs and limits are in the dash 1. From what I've read, switch does not do anything to lessen the severity of a departure. if you actually depart controlled flight. Like you said, It's trying to limit your ability to put the jet in a flight condition that would result in the departure in the first place. I'm talking real world. Which could be different from how it's modeled right now in DCS.

As stated already numerous times, the Stores switch CATI/III, does not affect g loading. The pilot must manually avoid those limits. Use of CAT III only reduces AoA, roll rate and Yaw input based on Airspeed and AoA. It's purpose is to prevent departure from controlled flight, not over-g of the aircraft.

Yeah, I don't know about those air forces either TBH. The guy who I talked to was USN. So perhaps it's just a Navy thing?

I feel like that comment may have been a little tongue in cheek regarding paddle switch? But in case it wasn't, for others who might take it seriouy, I was under the impression that the paddle switch is like the forbidden fruit IRL?... "Thou shalt not..." But in the sim it feels like people use it like it's a power boost or something...which I think stems from the fact that there's no risk involved and that becoming a test pilot in DCS has no bite, so.why not!? But really you don't use that as a normal practice. At least from how it was explained to me.

Yes, I too, have many of those. Nevertheless and notwithstanding. The man in the crate is.what ultimately counts all else being equal.

Also it sounds like you're over pulling the AoA to me.

FLCS controls rudder inputs based on AoA and Airspeed so I think even in CAT I it's regulated, in order to not allow a departure. But you'd have to check the -1 to be sure.

Your sweet spot is too slow. You can achieve instantaneous turn rate of 19 deg/s, with 425 kts but in reality it costs you about 33 kts/sec. Your best Ps = 0 rate is about 14 deg/s. I imagine those other jets are not sustained turn at those rates? Those seem like ITR numbers. At those AoAs they will bleed off airspeed quickly. The DCS Viper is out rated by the Hornet. Which I think we've established is not realistic. But it's what we have right now. So, you just have to treat it like it is, and adjust your game plan.

@deadpool DM sent in discord.

Amen Brother.