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  1. "Dummkopf, verdammt, dummkopf!" Or, in his final moments before death, the last words the average German pilot says to himself for ever volunteering to fly experimental late-war designs. Which means we're getting the Me-163 or some other Emergency Fighter Program entries.
  2. Well, I do have a tendency to talk myself into circles. What I'm really getting at here but failing to convey properly, is that in this game, most of us develop experience before we undergo anything like training. Therefore our natural habits combine with our experience to form our combat and flight style. In real life, pilots gain combat experience after they train. They don't develop bad habits that they have to untrain like many of us have to do. Untraining is more difficult than training up a clean slate with a receptive mind. My mind is closed at this point in my v
  3. Two records today. Spitfire IX, 822.37 KPH: Screen size edited for booby pic reasons. *ahem* Once again, ground looping has nothing to do with damage incurred on the speed run. Just how I land a Spit. Second entry: Yak-9T, 811.11 KPH: Again, edited for booby reasons. I'm really proud of this landing: I was in a mountainous area, so no easy landing options. I had no rudder or ailerons, but did somehow keep my elevators. Circled aimlessly several ti
  4. You're ignoring individual psychological makeup and capabilities/limitations when you break combat success down to 3 simple rules. If it were as simple as following 3 rules, there would've been a lot more aces than there were. I believe there are more variables in the equation. Yes, the rules you listed are important--under the assumption the skill and experience level of the participants are nearly equal and very high, and that they instinctively know what to do and when to do it. At that point it's like perfect machines fighting. Imagine a novice swimmer watching Michael Phelps t
  5. I believe very much in pilot philosophy and the individual attitude changes required for each plane (but that still doesn't mean I'm willing to change). The complexity inherent to the decision making process in combat is quite interesting, if you think about it. There are 4 simultaneous streams of separate consciousness (in a manner of speaking) competing in a pilot's mind at any given moment: 1) The pilot's innate tendencies. 2) The pilot's training. 3) The pilot's experience. 4) The airplane's requirements; the pilot's perception thereof. W
  6. Easing off the stick while blacking out is for weaklings. Only the target matters. (note: I recovered pretty quickly from this blackout, since it was from sustained ~3g fatigue and not a really hard (4+g) turn.
  7. Okay, I finally got around to testing the thread topic. For various reasons I haven't flown for the last 8-9 days (which is long for me). I gave the AI P-51s extra ammo, 2/3 fuel load, 150 octane. Ace setting. 2v4, my one wingman also an ace. Starting altitude 3,000m, but that doesn't matter at all since I'd always drag the AI down to the dirt. Since the OP explicitly mentioned single player, we needn't consider how a human enemy would react to my crude manipulations. After getting shot down/fatal engine damage a few times each, I finally got warmed up and finished two
  8. That's natural for the Japanese, at least. Their Zeros did nothing but gain weight as the war progressed, like the 109. As for the Wildcat, I don't know much about it--beyond that I think it was considerably more agile than it's commonly given credit for. I also respect the MiG-3. With an alternate gun selection (anything but default) it's actually more broadly useful than the early Yak-1. I'm too much a coward to fly the I-16 in career. A gnat striking one of their wingtips will send them into a fatal spin, it seems. At least in the hands of AI.
  9. Fair enough, but I will be one of those few doing backflips. The thing about late Eastern Front versus early, is that Russian planes will be perfected by that stage in the war. They had a rough beginning. This is the total opposite of Germany, where the earlier 109 and 190 series were the most balanced/most aerobatic. Russian planes started out relatively underpowered and overweight. As better engines became available and more metal was used to replace wood, they finally became truly modernized and efficient. Instead of gaining weight as a sacrifice for extra speed or heavier armam
  10. Russians are the only people who want to fly Russian planes? I understand there's always going to be national bias, but I assume most people fly whatever works best for them. As an American of (mostly) German descent, I can't stand American planes (aside from the P-38, which still suffers from .50s that lack sufficient punch, and the cannon that just isn't special no matter what simulation it's in), and I only like the 109 because I do very well with it in career mode. I don't like the 190 despite trying, I don't like the 110 because it's a slug, and I don't like the 26
  11. When I say 'presence of mind' I'm referring to totally raw pilots. I'm saying that most of those would simply freeze for a few seconds when fired upon. I've read so many combat reports (American) that state the target aircraft made no evasive attempts after being fired on. The pilot or controls couldn't have been hit every time. I expect many of those were simply rookies who froze in combat. It happens on the ground, and I'm sure it happens in the air. Especially at the absolute nadir of Luftwaffe training quality. While it pales in comparison to reality, I think it's worth mention
  12. Well, I didn't explicitly say what I assumed was obvious--that Germany couldn't build advanced engines in useful numbers. I know they were well ahead of the Allies in many fields, both on a conceptual and practical level. But applying these designs to large scale production is another matter. That was where Germany could never compete. They knew this, and that was probably one of the reasons they engaged in so many absurd attempts to work around their industrial shortcomings with impractical concepts like the He-177 and many others. I kind of doubt an inadequa
  13. All good points. Specifically I agree that Germany's lack of access to certain materials (which Japan suffered from to an even more crippling degree) did inhibit their ability to build practical, advanced engines. They still, of course, tried many impractical designs. It'd be interesting to see just what the German aviation industry could've cooked up had they been able to pair their bewildering and wasteful--yet, strangely effective--research and development system with America's material wealth. I imagine the result would be actual flying saucers, powered by quad-coupled gyro-mou
  14. I always thought of the basic G6 as fitting the bill (for being outclassed) more. Without a speed boost, it has the degraded handling from extra weight and a pretty mediocre top speed for 1943. Both the Russians and Western Allies had equal or slightly superior planes; the Yak-9 and La-5 at low altitudes, the P-47 and Spitfire IX at high altitude. What held the P-47 back for much of '43 wasn't the plane itself, as much as poor high-level tactical doctrine. I used to think things like the beulen and worse handling mattered... but now I don't. After much reading and evaluation of all
  15. Given the German habit of making everything over-complicated, there probably were 50 different shades of official RLM gray. "I looked into her beulen for the first time. I hadn't noticed the subtle mottling of Lichtblau (RLM 76) over a Dunkelgrau (RLM 66) base. The blending effectively created an almost Graublau (RLM 84.2) tone... almost, but not quite. There was something hidden deep in those colors. Between the colors. An ineffable melancholy. The weight of so much pain, and loss, held in so frail a heart, on such narrow undercarriage... I wondered how she could endure it.
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