Lex Talionis

.. we have many real world LSOs in our discord. Happy to answer any questions ya have ... https://discord.gg/td9qeqg

... jump into our discord, will be happy to help ya out.

Things need to start "properly" breaking when the aircraft is over G-ed. On all aircraft, all limits, Over G-ed, over speed, excessive VSI on landings, fly in engagements, etc .... This all needs to be modeled correctly or the lack there of will be exploited by gamers. The very difference between a "game" and a "SIM" ;) p.s. on some aircraft, one of the most susceptible systems to G is the gun. May be a deterrent if ya lose your gun during BFM.

just an FYI .... we never lofted ordinance. It is inherently inaccurate. Any aerodynamic force imparted on the air-frame, thus the bomb, during release makes the release cue wildly inaccurate. whats more, lofting the bomb makes the flight profile considerably more susceptible to any meteorological induced disruption. The aircraft should be in as stable a state during release. That said, no idea how the game does it.

Ah .. G B beat me to it ...

The jet will pull 7.5 Gs completely independent of the paddle switch, depending on weight yes. In the rare cases the aircraft is maxed out on weight, you may see a max G limiter of about 6.something. But this burns off quickly returning the jet to its full 7.5 glory in just about every circumstance . And without the paddle switch. If you simply pull too abruptly on the stuck, you can exceed what the flight computer can manage and exceed the 7.5 limiter. This is why we are taught to pull smoothly and deliberately. In reality, if you hit the paddle switch and start pulling, you can start expecting things to break as you are now asking the jet to ignore the 7.5 limiter and can exceed it. You should not have to use the paddle switch to max perform this aircraft. Hope this helps :)

As some have said, the logic is "forward = relitively less lift and less drag, aft = relitively more lift more drag." The intelectual dissonance may be explained by, The aerodynamic logic is probably trading the parasitic drag created by the spoilers, for the considerably more drag created by the flaps both by parasitic and induced from the lift created. The result is probably that, even though the spoilers are out in one instance and not in the other, the total drag is less than the flaps. What's more, the "maneuvering" flaps are controlled by the CADC (not the pilot). (Consider) The aircraft rolls through a combination of spoilers and stabalators. With the wings forward the CADC can then also make use of, what would otherwise only be the "flaps" as controlled by the pilot, taking some of that "flap" and making it an "aileron". When you roll the DLC aft it returns some of that "aileron" function back to "flap" . Because of this it fairs the spoilers which now allows roll authority when deployed asymmetricaly, countering the roll authority lost from the "maneuvering flaps" (aileron) returning to "regular flaps". Why "maneuvering flaps" is opposite DLC. In short: DLC forward, less lift less drag, roll control from "Maneuvering flaps, *some* spoliers and stab. Roll DLC aft, lift created by returning "maneuvering flaps" to regular flaps, roll authority lost from maneuvering flaps "removal" restored by fairing *some* spoilers and useing asymmetricaly faired. Increased drag from flaps also counterd by the retracted spolers. Symantec nightmare. Only reason i explain this (other than it is an interesting mental exercise in aerodynamics) is that, you just can't think of the DLC as a "moves surfaces X in Y fashion " as you would with the SB slider. It is something that creats more lift and drag as dictated through a computer that solves the best way to accomplish it. Probably why it is called a "Direct Lift Control " and not a "flap control " ... something like that. :)

I hear ya. I was just putting 2 and 2 together from that painfully tiny snippet of the NATOPS. Things were different back then. There are mentions of "you shal not pull circuit breakers other than called for by NATOPS procedures " all over NATOPS these days. We get yelled ya for everything now. End of the day, this is a game, do anything you can get away with. Would still be cool if the flaps could damage if over Ged/speed.

:)

Whats more, If the CADC is allowing the implementation of the maneuvering flaps (as indicated by a slats baberpole when the flaps handel is up) and the pilot extends flaps when the maneuvering flaps are in use, the last "CAUTION " on that page states it can damage the flaps system ... In short, it looks like manually lowering the flaps while dynamically maneuvering (say during BFM) can be filled with increased probability of pilot induced flap damage. NATOPS, always filled with hidden treasures (scarcsum)

Im sure there use in 1 circle. If used and flown incorrectly, would think there needs to be appropriate consequences is all.

... made the edit prior to realizing there was a response in context. Didn't think it relivent nor intresting to players given "maneuvering " flaps was not the concern. Apologies. Concerning maneuvering flap mode "magic ". According to the screen shot provided (i will assume its validity), its use is a function of the CaDC and does not require additional input from the pilot. So "maneuvering " flaps integrity retention (concerns of over speed / G) would not be a concern making thir operation transparent to the pilot. The concern is the flaps that require additional attention from the pilot and intended for a separate phase of flying.

.... full flaps.

The amplitude and diration are important. It shouldn't be catastrophic unless you were instantaneously 9 Gs.(something like that) Flaps would be lower obviously. 2Gs is relitively low and easy to exceed. For context, a 60deg AOB turn requires 2Gs just to remain lvl. Let alone, BFM.

I may be late to the party as some are saying this is already in place with the recent update. Confirm?

Players are using flaps during BFM with little to no penalty. Given flaps have a 2g 225 kts limitation (trusted seccond hand information from Victory) the wing should be damaged when limits are exceeded. I.e. frozen flaps, wings unable to sweep, asometric and / or un commanded roll, etc

"backwards writing for many things" .. the struggle is real ...

Will purchase now.

dawgie79 Come talk to us in our discord. It was put together exactly for this reason. We will fly with ya and since i can be in the back seat of the 14, i can literally act as an IP. Also, I often use pen and paper :)

Withdrawn

In practice, a "good pilot" can drop a dumb bomb almost as accurately as an LGB. Delivery methods are almost, if not, identical. Practically, laser guidance is more an insurance policy than a necessity. Atleast this applies for marine earth movers circa turn of the century. Given other services delivery pholosophyies and their proficiency, results may vary. ;)

I have a vid on AOA, on-speed and other crazy concepts. May help you out. :)

ah. So much for gaining context on a phone screen.

This topic is cyclical; about every 3 months or so it pops up. What it comes down to is simply "doing that pilot shiz". The aircraft in its current form is more than manageable. As long as you make all the required airspeed/altitude/configuration "wickets" for the various locations in the break / pattern / approach turn / in the groove / etc , it is all "technique" on how you get there. Practice and try different things and do what works for you. ... for various techniques find us in discord and will be happy to work with you ironing it out.

1) don't know what to tell ya (shrug). It is a function of doing some of that "pilots shiz", work "big to small". Just because you cant see the target at 8k prior to the roll in, doesn't mean you don't have an idea of where it is and can roll in on its general locations. Once rolled in you acquire the actual target in the dive. I have no problem finding targets at 7k in the dive if not at 8k. (shrug) Steeper and/or faster is something the computer can deal with, slower and/or lower wont give the bomb enough energy on delivery and will give you the dive X prior to a solution. 2) No issue for the safe escape if you pickle at 3k and immediately pull up after delivery. ... we have vids for proper deliveries. Be happy to demo for ya. Catch us in discord. :)