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Underneeth this dutch writing is a english taktical page!!!!
| TAKTIEK
BESPREKING Klu Willen we een beetje mee komen met de andere squadrons dan zullen we toch een lijn aan moeten houden in onze taktiek, die voorkomt dat we neergehaald worden . Ik zal jullie in overleg met de andere piloten van de Klu tips geven om langer te blijven leven in cfs . We leren elke dag weer wat bij dus ik zal de missions pagina steeds moeten verversen. O.K ., dit is wat wij allemaal toepassen om in leven te blijven in combat flight sim.
Dit is denk ik wel weer genoeg theorie, als u nog meer ideeën heeft laat dat mij dat dan weten zodat we dat ook in de lijst kunnen zetten. De ervaren jongens zullen dit wel een beetje overdone vinden maar er worden nog steeds nieuwe piloten aangenomen en het is zonde als die steeds sneuvelen. Generaal majoor, Klu_peete the speed. |
| Combat Flight Simulator
666th squadron Tutorials by 666_May and May_78th
E Turn and Burn, Baby!
"Turn and burn" is a phrase used for dog-fighting. Although there are no hard-and-fast rules that apply for every situation, if you don't know the relative performance of your opponent, or if you have trouble identifying the exact model of the opposing aircraft and you're not flying one of the slowest airplanes (P-51D) around, consider attempting an Energy fight before trying the Angle fight. This is because once you've bled off any energy in a turn, it's very difficult to recoup that E again while bandits are . trying to kill you If you're ever going to attempt an Energy fight, it's best to do it when you have the most energy yourself. This means you must execute the Energy fight before making any turns because turning or climbing will cost
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you E. If you decide the time is right for the Angle fight (rather than find yourself in one-you always want to fight your fight), and then you want to undertake Turn and Bum (TnB) fighting. Regardless of posture the most preferable relative enemy aircraft position is ahead of your 3:00 through 9:00 line because you can change or maintain any posture into a more favorable purely offensive or offensive and defensive one with the least amount of effort. When faced with this situation, always turn towards the bandit. Although this usually results in some sort of head-on pass, it accomplishes two things: It points the nose of your aircraft in the general direction of the enemy, which increases your ability to shoot at it (making you offensive), and it denies the bandit a T2H shot at you. If you're purely defensive, regardless of the bandit's relative spatial position, always turn toward the bandit unless you're jinking, avoiding another head-on, or doing an Early Turn. If you turn away, you just give the bandit a lower angle of deflection shot. The best way to keep yourself out of that defensive position is to pick your attack and make the kill. But that's easier said than done. Here are a few techniques you can use to increase your abilities to make the kill in a turning battle
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" Drivin' to the Corner" If you're behind the 3-9 line of a bandit and relatively far back from the aircraft, if you turn as hard as possible when the bandit turns, you'll end up in front of it-not good! Instead, continue straight to the approximate position where the bandit started his turn. This is known as "driving to the comer." (Note that if you start your turn a little earlier than the comer. it can decrease the separation betweenyou and the bandit.)
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| Lift Vector Dogfighting
Regardless of your airplane's orientation ,your lift vector acts perpendicularly (at right angles) to your wings. The fact that an airplane generates more positive lift than negative lift (nose up as opposed to nose over) is the
1.Roll in the direction of the bandit and pull back on the stick. 2. Switch to your Up view (Shift + Num 5) as you continue your roll .Stop rolling when the bandit is centered in your Up-view. Adjust your roll to keep the bandit centered in your Up view. This is known as putting your lift vector on it 3.During all of this, keep pulling back on the stick. This will cause the bandit to move toward the upper section of your up view, which is exactly what you want to happen 4.Switch back to the forward view and keep pulling. If you can get a shot off while inverted, take it.
When turning like this without vigilantly watching your E level, you'll expend all of your E. Your airplane will wallow .in the air like a flying an aluminum lawn chair The only way to prevent such a catastrophe is to learn good E management techniques
The Other Yo- Yo
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| In any turning battle, your goal is to
out-turn your opponent to gain an angular-advantage. To turn tighter
,you need to pull maximum Gs at the lowest airspeed Possible--quite difficult. This is known as cornering speed. As you pull G's, you bleed airspeed, and if you lose too much of it, your wings won't be able to generate enough lift to return the required G. Because the elevator (or rudder, depending on your orientation) controls airspeed (throttle controls altitude), use the Low Yo-Yo, an energy management technique for the maintaining comer speed. If you can accomplish this and your opponent can't (in roughly equal aircraft), defensive to you'll eventually gain advantage even if you're begin with (and not blown to pieces by a bandit right away).
At first glance, the Low Yo-Yo may seem identical to the High Yo-Yo; but it's actually the exact opposite in both execution and result. Instead of beginning with an initial climbing turn, the Low-Speed Yo-Yo is an initial descending turn followed by a climbing turn. In a more practical sense, the chief difference between the two is when they are used. The classic example for use of the Low Yo-Yo is when you have the throttle pushed to the firewall and you're below cornering speed (probably turning with low or no energy reserve). The initial turning dive increases your airspeed and rate of closure with your target. Since the initial dive converts altitude to airspeed, you're in a more favorable position on the tam performance curve. The increased airspeed also decreases the distance between you and your target.
In essence, the Low Yo-Yo moves your airplane's nose above and below the horizon to increase and decrease airspeed while turning. Take into account the following tips for when performing the Low Yo-Yo:
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| *At the top of a Yo-Yo, you may require
some rudder input because your controls may become less effective due to
reduced airspeed resulting from the climb. *If you keep your nose high too long you'll stall-and banked stalls often result in spins. Either will cause an E loss with no gain and very poor turn performance. in immediate danger, go for the kill!
Loop Fighting
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Retaining E Regardless of the direction of a maneuver, as you're probably aware by now, it's quite easy to throw away E, so be careful. A well-executed level turn can easily outperform a very sloppy vertical maneuver any day. Rather than describing the proper way to fly your airplane (topics such as stick movement are pretty abstract for our purposes), here are some pointers on what not to do
Although the Disengage stage is presented as the last air combat stage, you should understand that its placement doesn't necessarily signify the end of an air-combat confrontation. To disengage means to put as much space between Stay as slow as possible on the way down, but maintain exactly enough E you and your opponent until you're out of weapons range While you can choose to disengage to end air combat at that time, you can also choose to disengage for other combat- related reasons. Without considering mission objectives, there are only four ways to resolve an air battle:
wreaking havoc and destruction .
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This Takticks briefing is send by our 666 sq friends in CFS it was made by pilot 666May
KLu General Major P.Speed.
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