Mover

Why?

The G-limits I posted are the only ones I'm aware of.

I don't know what that is. Used to have to write ops limits on the back of the CAPS every month.

Memory.

Nope. I did a couple of ILS approaches yesterday (video releasing today).

If memory serves: Bombs are 5.5Gs Full tanks 6.5Gs TGP 7.33Gs Empty tanks 8.5Gs

I have not tried any max performance stuff since the new update. It's hard to accurately assess because simulators/games never feel like the real thing - even the high fidelity sims we use for training. There's a reason for the phrase "sim-isms." This jet is based on a foreign Block 50. I flew a SCU 7.1 F-16 Block 30 and MMC Block 42. My last sortie in the Viper was in 2012. I will say it feels like the g-onset rate is slow and energy bleed rates are high. In some places it accelerates faster than I remember. It seems to be much harder to hit and sustain 9Gs in the game than in real life. As far as I know, it's early access, so of course it'll get more fine tuning.

The TEFs and LEFs automatically schedule.

You rock! Thanks!

It's on by default in 2.7 on mine. Can't turn it off.

Black outline around the mirrored image from the VR headset (on the desktop). It used to just be a rectangle in the center of the screen, now there's a black mask.

The new update appears to have added a VR mask on the monitor repeater. How do I get rid of this?

It's my understanding that they're fixing that in the next update, no? I just meant turning off the G-effects to get rid of the GLOC stuff.

Why not just turn the G-forces off?

Are you trying to do this with a constant stick position or something? I'm not sure how you wouldn't be able to hold a specific AOA. Are you climbing?

Full aft stick. G-limiter/command system until it's AOA limited above 15 degrees AOA.

If you're maintaining the green donut, the AOA should stay constant. If you're on the limiter, of course it won't stay in the green donut.

Your question is unclear. Are you pulling to the limiter? Or trying to hold 13 degrees?

I'm not talking about DCS. And E-M diagrams for active U.S. fighters are classified, so there won't be much comparison there. The Block 30 is only about 1000 lbs lighter with around the same difference in thrust (maybe a little less than 1K difference, I can't remember). I'm reasonably confident the Block 50 will do the same thing. I'm talking BFM config (Clean, tip 120s, CATM-9). The point being that the idea of "less performance at low altitude due to drag" is wrong. Any increase in drag (negligible) is overcome by increase in thrust and lift. Even the Hornet is a VERY different fighter below 10k than it is at 15-20k. This is just basic physics for any aircraft. I'd much rather start a fight slow at low altitude than slow at high altitude. MUCH easier to get your energy back.

Between 400-450KCAS. If you're below 10k, you're throttle modulating because the airspeed will climb above 450 and approach 500KCAS while holding 9Gs. Big Mouth Block 30. I'm told the Block 50s will as well, but unconfirmed.

Air down low is more dense which gives you more thrust and more lift. The increase in lift reduces AOA requirements. The increase in drag from dense air is a small portion of the drag formula, which depends more on velocity. An F-16 at 5000 feet will accelerate at 9Gs in full blower. Ask me how I know.

Is this a DCS-ism?

Say what now?

I did this course at Edwards. It's done in a D-model with a centerline fuel tank. I think the wingtips were clean, although we might've had concrete 120s on the wingtips. Nothing on 2 or 8. Fuel is balanced by the IP to create a departure/spin-prone condition. He's talking about the MPO switch (by your left knee) which is part of the Critical Action Procedures if you're in an inverted spin (MPO SW OVRD AND HOLD, STICK CYCLE IN PHASE). Fun course. Only place that lets you full stop out of an SFO. Felt like crap the rest of the day though.

Tommy Lee Jones talks too fast. Need this guy: