Spurts
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Posts posted by Spurts
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How many As were still left in 2000? Weren't 126 As lost by 2000?
http://www.anft.net/f-14/f14-serial-loss-st.htm
Still most numerous, but heavy losses
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... when you look at the F-14A/B in context of every other DCS module that exists, you are getting much, much more for your money. I think nearly everyone can agree on that.
I know I do.
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it could be a combination, that the FCS does not protect against neg G so it is up to the pilot to monitor that to ensure the fuel system can feed the engine.
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Spin recovery under 15,000ft dictates grabbing a yellow and black handle and pulling hard. Okay, it might be a bit lower than that.
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how badly does the reduced power affect the sustained turn rate?
according to NATOPS charts, about 2dps.
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Yeah, why don't we make it's huge range another "plus" for this aircraft:
11. Range: A combat radius (F-111F) of 1330 nautical miles, or an insane 3634 nautical miles ferry range with external drop tanks.
Which on DCS maps means running the whole mission on AB.
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This could be the problem I had. Since the last update I've had to un-bind my rudder pedals. When they are mapped every plane begins to roll when in the air. The FC3 planes were the worst, log into the A-10A in the air and i'm in a barrel roll straight to the ground. Unbind my Rudder pedals and log back into the plane - she fly's straight and level.
So now I have rudder pedals that I only use for braking.
The rudder pedals worked great before this last update.
My problem ended up being pitch and roll being mapped to multiple devices after the update.
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I agree, I have been able to VIFF to dump someone in front of me at the cost of my speed but with the nozzles even 35deg down I get the attitude control jets so I can put my nose on the guy but I can't fire. If I throw the nozzles all the way back to be able to fire I lose the low speed control to put/keep my nose on him. I get it if it is currently accurate, just frustrating.
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The hornet can hold 550 kts in a turn like no tomorrow, and I don't find blackouts to be so frequent in the hornet. The Viper beat me handily both times.
Sounds like you were fighting the Vipers fight. A 7.5G limit means blackouts almost never happen in the Hornet. In the Hornet you need to use your tighter radius to cut inside the Vipers corners. I am NOT saying to just pull the stick in your lap. When I fly the Hornet I keep AoA around 15-20 during the "sustained" portion then give hard pulls for 1-3 seconds max to cut a hard turn during a cross. I do this when it will force an overshoot OR put me into the 6'oclock control zone.
I only use speed as my primary "hold this until I can afford to dump it" attribute in the Viper and the Eagle. In the Hornet and Tomcat I use AoA as a "Hold this until I can afford to rip it"
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that is a lot of mods it needs.
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5. Always stay as high as possible. Cruising at 30k vastly improves your range although you always want ext fuel tanks
So much this. I was in a scary position of being 250+nm from base at 3,000ft with 1900lb of fuel remaining. Mil climb at .9M to about 40,000ft and I held that (at less than Mil power) until the base was at around -11 degrees on the pitch ladder. Pitched down and reduced throttle to hold a 0.9M decent until I got to about 20,000 when I started to slow down to 250. I landed with a bit over 700lb remaining.
I often seem to find myself in these situations. I have trapped a Tomcat with 700lb in the tanks (it will flameout at 300lb) and my favorite was trapping a Hornet with 10lb. Engines died before I could even raise the tailhook.
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The slant range is the problem. IIRC you can't have a slant range of more than 12nm.
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I've seen this too and just worked around it, but I agree that it should not loop from emergency aft to full forward since it does not also loop from full forward to emergency aft.
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As much as I would like the F-111 (especially the low level ingress ride) it is not my first choice for a HB twin seat bomber from Vietnam. The sheer range, payload, and speed of the thing would be amazing, but which model would you want? There are quite a few Earthpigs out there. It would certainly make for interesting gameplay as its only defense is running like hell, but it could do it well.
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no body talks about that over-performing and over speed of F-16C because everyone is happy with that. He can escape so easy. Imagine, even AMRAM 120C can't catch this aircraft. On the other hand the pour F/A-18C is so draggy to a point where you can't even do A2A
Because both are a mostly accurate representation of the real FMs. A clean Viper at 1.2M at sea level is still accelerating at .25G per the HAF -1. With 6AAMs and a centerline pylon it just reaches 0 accel at 1.2M at sea level. Clean F/A-18Cs struggle to break 1.05 at SL. Their straight wing works against them when supersonic.
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I read this document, and I am pretty sure you mistook something.
A 402 motored hornet C with 60% fuel, 2 amraams and 2 aim9s sustains 19.2deg/sec at sea level. A F-16C-50 with same fuel and with 6 amraams sustains 18.5deg/sec. Considering the the loadout difference, they are basically the same.
A 402 motored hornet C with 60% fuel, 2 amraams and 2 aim9s sustains 12.3deg/sec at 15000 feet, while in DCS it sustains 13deg/sec. I am pretty sure the DCS hornet is overperformming by 8%.
Just going to point out what you are saying. 19.2 and 18.5 is a 0.7 difference and are "basically the same" (yes I have done a detailed look at this one, interpolating between the 0DI and 50DI viper plots and adjusting the weight for each to mimic 60% fuel and 4 AAMs, the Hornet still pulls a hair faster), but the DCS F/A-18 holding 13 vs 12.3, another difference of 0.7, is unacceptable? Either way, this is largely academic. I feel anything within 1.5-2dps is effectively close enough that actual geometry will matter more than rate differentials.
My time flying BOTH planes I find that even in full burner it takes no time at all to drop from 350ish KIAS to 100ish KIAS at sea level in the Hornet. And then it takes forever to get back to 350. In the Viper, I can't hardly get it below 150 and I can hold a 3G turn while accelerating as quickly as the Hornet does at 1G.
The FMs are not perfect, I won't argue that, but even in the current state I find that using Viper tactics in the Viper works just fine. Keep speed around 400-450KIAS until you need to cut a tight corner then pull to 350, only go slower to avoid overshoot. In the Hornet, keep speed around 350KIAS unless you are going to overshoot or are in a position where you need a nose position and can afford to lose the speed such as crossing the bogeys tail at high aspect where the hard pull puts him off your nose and the speed loss eliminates the chance of overshoot.
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That is visual. That's why the rays are emerging from the back seat.
Then I think I misunderstood your question. I thought you were asking why he can't lock onto a datalink target.
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Are there any modern jets that have flaps that deflect upward? Isn't that what spoilers are for (and for that lift dumping job, they extend/retract almost instantly unlike slowly-driven flaps)?
On top of what r4y30n said, most modern fighters use what are called Flaperons (F-16, F/A-18, F-22, F-35, Rafale) and no modern fighters use spoilers AFAIK. Some fighters have dedicated flaps inboard (F/A-18, F-22, F-35C, Rafale) of the flaperons while some just use flaperons that are the majority of the span (F-16, F-35A/B). Typhoon and Grippen do not appear to be using flaps or flaperons so they may just be elevons and the Su-57 looks to be a conventional flaps inboard of aileron combo.
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They were talking about visually scanning the sky, not radar sweeping the entire sky.
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Just like the Tomcat which used simple, hinged single-slotted flaps - not fowler flaps.
Yes but the way the hinge is designed they cannot deflect upward. In that sense they are similar to fowlers.
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The Hornet modeled in DCS could actually sustain higher turn rates than a Block 50 Viper. This is based on real world flight test. In an old document about the Super Hornet and the -402 motored Hornet you can see the 2 AAM 50% fuel sustained turn rates and when you look at the Hornet vs the HAF Block 50 Viper manual the Hornet does better at low altitude but worse as altitude goes up.
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I feel like I’m asking a dumb question here. But what is the paddle everyone referring about on the F-18
FLCS override paddle on the bottom of the stick, gives you an extra 30-33% more G available assuming you have the speed to make the lift.
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A Fowler flap is on a curved rail that extends back and down and by definition cannot deflect up.
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that middle one with the Hornet... beautiful
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AIM-54 Changes / new API fixes are live in today's patch
in DCS: F-14A & B
Posted
What is Track Hold and how does a RIO use it (low time RIO here)