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About J2_Trupobaw

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  1. Just because AIs are included in parser does not make them count in any meaningful way; it just means we have to scrutinise the page streak values. I like the idea of other people climbing to hunt for high AIs, though (*they* definetly count for the score).
  2. I'm not saying it's going anywhere, I said people practicing it are dead in the water (while in RoF they could try to defend themselves). I hope people will not learn and the style of fighting will stay, I like easy kills. One big difference between FC and RoF, though, is that there is no flow of Kaltesfleisch F2P pilots. People flying FC generally know what they are doing and came here with a purpose. So there is a possibility they will learn.
  3. The new pilot physiology killed the stall fighting anyway. Especially on the deck. When every bullet can send you unconcious, resulting in certain crash if low or recoveringeven lower if high, letting people fly on higher than you is suicidal.
  4. 1: AI is much more challenging than in RoF (not perfect, but much much better). 2: The new physiology is a game changer, even in SP. You no longer can go at five AIs Werner Voss style and slaughter them all easily via superior UFO maneuvers. You have to be more careful and conservative because, even if less skilled than you, they have five times your endurance and will punish you if you exchaust your pilot to kill ASAP.
  5. Ok, some more myth busting; Snipe was selected as peacetime scout because it was cheap, dirty, cost effective and available when British were reducing RAF and shutting down their aviation industry. If Entente remained on wartime footing, Martinsyde Buzzard would replace Snipe (and S.E.5, and Spad, and everything else). (German pilots uniformly recall Dr.I as faster than D.V; at least in early months of service. The reason it was replaced was maintenance problems and availability of D.VII; the worn down Dr.Is were passed to D.Va squadrons and used to the last; as long as there were D.Vas, Dr.I was seen as improvement)
  6. Just to clarify - drag force for given airframe that engine must overcome is quadratic function of speed. WW1 frames created lot if drag, so big propotrion of engine power went into overcoming it (at square root efficiency). Which means, if you swap planes engine with same mass double horsepower unit, you can expect getting sqrt(2)= 1.4 times better top horisontal speed. Difference between 160 and 200 hp will be sqrt(1.25); maybe 10% better. We *refer* to engines using their horsepower on sea level as easy way to tell engine models apart, but the real distinguishing part was how much of that power they could retain with altitude. We may speak of 160 hp or 200 hp Mercedes, but the difference did not lie in that 10% speed gain on sea level; it lied in fact that 1916 old engine bled horsepower with altitude and 1918 kept it. On 3000m difference between "160" and "200" hp engines was bigger than 4:5.
  7. Yes he did, he bough Oberusel factory to provide supply of engines to his planes and kept shoehorning rotary engines into new design until end of the war to ge rid of surplus. It's a miracle D.VII runs on in-line engine. On the whole, I think Entente rotaries were going up to 200 hp (and German bi-rotaries up to 240). German logistic problems made use of rotary inpractical, for completly differnet reasons. As of VA, where is "partnership" supposed to lie? We want them to do specific testing then provide us with information about their product that we happen to need... for what, exactly? For sake of shared passion? Unless 1CGS pays them for running tests and selling the plane information, the supposed "partnership" is really a call for charity. 1CGS don't have anything VA want, likely not even money to afford their prices. Imagine FPS developers asking H&K for detailed oinformation on their guns so they could be simulated in game with complete fidelity. Imagine what answer wold be.
  8. Is she an East German olimpist? Because that would be an anachronism in WW1...
  9. The third pack, more personal photos, of families, fun, home and good memories. All of them happen to be German (I work with what i know), but a kid is a kid, a young woman is a young woman... and an elephant is an elephant. Also included are covers of three period books, if your pilot wants to take one up as good luck charm, I won't judge :). Photos used: Boelcke family (Wilhelm, Oswald, their parents) Brothers Boelcke (detail of above) Parents Boelcke (detail od above) Brothers von Richthofen (Manfred, Lothar and Bolko) as kids Bolko von Richthofen on sled (detail of above) Manfred von Richthofen as a kid (and what a nice girl he was!) Boelvke and MvR inspecting captured dh2 wounded Manfred von Richthofen with nurse Manfred von Richthofen with a young girl German pilot and young woman Manfred von Richthofen playing with Moritz Manfred von Richthofen playing with Moritz with Dr.I in background, last photo of MvR alive Drunk German pilots Elephant on airfield in Thorn (my birth city), ridden by two airmen and towing a Roland C.II . Yeah, it happened. The elephant was borrowed from circus to remove dangerous stone from the field, and there was lots of fun. The stone is still there (repurposed as monument for Polish pilots, because who cares about history not written by victors). Waterworks of same city of Thorn Bridge of Thorn Cover of Ist edition of Der Rote Kampflieger (more for WW2 pilots) Cover of Jules Verne book Cover of Winnetou https://drive.google.com/file/d/1CGPLwDWnD1wnZwW_ZG7mFDYMasgry3GZ/view?usp=sharing
  10. Matthias - there was huge gap between German and Entente lens and methodologies :). The altitudes now present are true for British, less so for German. The Halberstadt isn't exactly a high altitude recon, but below 3k she's Spad fodder.
  11. As g-force is fancy name for change in acceleration (hard to miscalculate) and g-tolerances are well researched, I suppose either the planes resistance to g-forces is to high and we black out in maneuvers that should damage the plane IRL, or just that we black out in maneuvers no sane person would dare to use in real life. The greyouts and g-loc happen to me when going into tight turn at high speed (spiral dive, or entering tight turn fight from dive to have big reserve of energy). This make sense, as changes of acceleration depend on how fast you go and how tight your turn is (and if your crate turns very tight, you don't need to go very fast to generate relatively strong force!!!). The only inconsistency I see is, according to Chill planes should not be able to survive the maneuver in first place. Perhaps RoF Pfalz D.XII was the only plane with properly modeled g-tolerance? Remember also that medical research of g-tolerance started after the war, during WW1 there was no proper selection of candidates and no conditioning of the pilots other than doing general exercises to keep in good shape. Pilots were recruits with few months training or ground troops transfered to aviation, and I have no doubt many of them would be disqualified for anything but weekend Cessna driving by examination by modern avistion medic. Since greyouts, blackouts etc were less understood - by unprepared people put in crate and told to go flying and medics qualifying them - I suppose most people just avoided and feared them, and eased on controls when "something funny with their eyes" started. They did not know what g-loc is, or that it takes up to 15 seconds, and stayed away from unknown. Also, while I don't remember many reports of WW1 pilots going into g-loc (and living to tell the tale), I do remember that g-loc involves short amnesia - pilot may not even be aware of what happened - and that there ware many "out of control" planes reported by their opponents.
  12. The idea of asking Vintage Aviator about actual performance of their planes is as old as FM discussions in RoF. IIRC there were attempts to contact them, they never reply.
  13. In RoF, you can jump a guy and spend few minutes killing him then retreating before someone notices tracers and comes to interfere. Here, the moment two planes among the swarm behave like they are positioning for a fight, everybody starts going their way. And, even if you get the kill after all, you are to weak from g-forces to defend yourself. BoX favours fast, clean kills or tactical retreats while you have advantage and disfavours minutes-long duels in middle of frontline... which is extremly historical.
  14. Way to complicated for casual play., cool for campaigns Current objectives let non-fighter pilots jump into cockpit and do something meaningful without getting the team to suport them. (With new visibility especialy recons are very easy to intercept). EDIT (Mind you, I do like a good combined scout/two seater arms operations, but I don't think limiting them by chaining would work here, and in this arrangment lone two-seater pilot has to run Spad / D.VII gaunlet just to unlock other objectives). Having a clear battle zones combining simultanous ground attack, (scripted) artillery spotting and then recon of enemy reinforcements (followed by infantry push if recon shows enemy wont reinforce in time needed to fortify) could do similar thing without limiting missions two seater pilot can take. Bit like RoF BS, where enemy weak spot was chosen randomly, then all varied two-seater actions were centered around it. I am all for recons replenishing / increasing limits of available planes, on top of mission mechanics..
  15. He discovers himself on an old airfield. He thinks he was there before, but rain has washed out the lettering of a sign. A single biplane, all struts and wires, stands in the long grass and wildflowers. He pulls himself into the narrow cockpit although his muscles are stiff and sits like an egg in a nest of canvas. He sees that the machine gun has rusted. The glass over the instruments has broken, and the red arrows are gone from his gas gauge and his altimeter. When he looks up, his propeller is turning, although no one was there to snap it. He lets out the throttle. The engine catches and the propeller spins into the wind. He bumps over holes in the grass, and he remembers to pull back on the stick. He rises from the land in a high bounce which gets higher, and suddenly he is flying again. He feels the old fear, and rising over the fields the old gratitude. In the distance, circling in a beam of late sun like birds migrating, there are the wings of a thousand biplanes. He banks and flies to join them. THE OLD PILOT'S DEATH by Donald Hall
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