Fighter Jet Youtuber not many know about - War Thunder 

Jercki72!

@@DEFYN t-4-6, t-3-1

@@potatopilot_6784 t-1-4

You're right, DEFYN will beat me. And he definitely deserves alot more subs for sure! Go sub!

There is some good explanation here, but that's not entirely true :( There are 2 real reasons behind that is that prop engines are rated by power (aka they can deliver a maximum power for some domain of speed) while jets are rated by thrust. That means that the lower the speed the more thrust a prop engine will produce, while the higher the speed the more power a jet will deliver, within limitations, mainly of maximum mach for the intake. And the second reason comes just from that. Because of mach limitations, and the fact that drag diverges very fast after the critical mach (when we get close to 1), diving will surely increase your speed substantially compared to level top speed, but not nearly as much as for a prop because the drag becomes so high so fast... That means that even if you are 5km above your enemy and both at your top speed (let's say they are the same in this altitude range), even though you technically have a huge energy advantage over him, when you dive to convert that energy you will actually lose most of it in the dive. And even if it weren't the case, just as *Io* pointed out, that massive energy advantage would only convert into a relatively small speed difference as kinetic energy is proportional to v². Finally, the top speeds for jets are usually at sea level. The explanation to that is that for a prop engine, what usually limits the power is manifold pressure. So provided you can maintain that manifold pressure at higher altitudes when the atmosphere gets less dense, the power output will only decrease by the amount needed to maintain that manifold pressure. As for jets, the limiting factor is the max compressor speed, and at a given rpm the compression ratio and thus the thrust will decrease with altitude as the atmosphere gets thinner. And yes I'm sorry, I thought that comment was gonna be shorter.

@@jercki72 You're not really correct. Let's say our craft ways 5 tons. By climbing to 3000m we gain 5000x3000x9.81 Joules of energy. That may sound like a lot (~147MJ) but by accelerating on the deck to 250m/s (Mach 0.76) we gain 0.5x5000x250^2 Joules (~156MJ). By Mach 0.9 (300m/s, only a 20% increase of previous value!) I have 225MJ on the deck, but by 3600m (again, additional 20%) you only have ~176MJ. In addition, the thrust of a jet engine increases as IAS increases because we do not have a throttle in jet engines, rather we have what is more or less a mixture control, so the more air coming in the better. This means that energy production is actually better on the deck than it is in the sky, and is better at speed than when climbing slowly. You gain so little speed by diving because you are already diving fast, but yes drag also plays a huge role.

@@Jupiter__001_ That is right, because of ram air you will be able to get some pressure back from the speed of your plane upstream the compressor (provided the intake is somewhat efficient and not too badly designed). However, this increase in pressure is low compared to the compressor contribution, so in fact the thrust for this kind of engine remains basically constant with speed. But your point is correct, since the engine gives the same thrust whether at low or high speeds, the power output of the engine (F*v) will increase with speed, which is why jets are so much more efficient at high speeds. In fact, if it weren't for the drag, a jet would be able to maintain the same angle of climb at any speed, so the climb rate would be proportional to the TAS. That's why it's much better to accelerate first to high speed and then climb if needed. However, I am not too sure that the excess thrust you get from the denser air at sea level compensates the excess drag you get from being at higher speed than your optimal acceleration/climb/gain-of-energy speed. My point is I don't think you gain energy faster by accelerating to near your top speed and putting the plane into a climb where it will lose some speed, than by accelerating to an optimal speed (not that far from the top speed for jets) and climbing at nearly constant TAS. It definitely needs some testing! But in the end, there are advantages to staying fast, maybe faster than your climb speed, in jet combat. For example, if an enemy with similar performance dives after you, it will eventually catch you but will bleed a lot of energy in the process, because of the drag divergence past the critical mach...

@@Jupiter__001_ oh, and I don't think comparing a 20% increase of Mach number to a 20% increase in altitude is relevant, for a couple of reasons. Mainly, speed is "absolute" and alt is "relative". For example you can manipulate the numbers you choose for altitude. Say you take 10 000m instead of 3000m. 20% of that will be 3 times higher. The real question is what you can get faster, from mach 0.76 to 0.90 or from 3000 to 3600m. In fact if you compare two energy states the only thing that matters in terms of altitude is the altitude difference, while the speed difference isn't sufficient because the associated energy is in v²

@@jercki72 But mathematics doesn't lie. It is still quadratic vs linear, an unwinnable battle.

600 - sometimes 800 when using stealth

he only recently start to make videos currently, i like some of his videos cos its no bullshit straight to the point

Lol rip off name xD, still decent comment ;)

You know, there can be only one!

@@WhooptieDo aaaaand FIGHT!! To the death xD

I got the P-80A too, just a while ago. This is a pretty long read, but here are some tips that I've learned from flying it and watching other people fly jets. 1. The P-80 is very maneuverable at high speeds (above around 550 kph): other players often drastically underestimate it 2. The new boosters upgrade is CRITICAL to the maneuverability of the P-80A at high speeds: research it as fast as you can! 3. Get the "wings repair" upgrade before you get the tier 2 engine upgrade: wings repair increases energy retention and maneuverability by a lot. Besides that, get engine upgrades before wing upgrades. G-suit and belt upgrades can be last; they are not that useful. 4. Stay flat as much as you can. Fly it like a P-51. The 262 will often catch you in a dive, but you can outrun him in a straight line, at low altitude. You are also faster than the 229 in a straight line. Once you get a slight energy advantage on him, you can just BnZ because he loses so much energy in turns. When I'm out of combat in the P-80, I like diving at 5 degrees until I hit around 650-700 kph (depends on how upgraded the plane is) and then zoom climbing at 10 degrees until I hit 500-600 kph. This way, I always maintain a high speed. Now, the exception to the "stay flat" rule is when you are fighting F-84's or MiG-9's or G-91's or F3D's: those planes are faster than you in a straight line, but they perform relatively poorly at low speed. Try to bait them into climbing spirals and use flaps at the top (you have very good flaps) to reverse them. 5. Use TAS instead of IAS. While IAS is useful for climbing in props, TAS is better for climbing in jets, and will give you a better sense of your engine performance. Also, the P-80 does better at low altitude but it's not particularly terrible at high altitude. Try to keep it low if you have a choice, but if your enemy is higher than you then you can climb. 6. Stay fast! If a 163 is on your tail, dive and then pull up hard once you're above 850 kph. If you time this correctly, you will just be able to miss the ground while the 163 will crash. Your wings will basically never rip, no matter how many G's you pull. Use this to your advantage by staying very fast against more maneuverable planes like the 163. And against Meteors and Yak-15/17's, their wing rip speed is slower than your speed in a straight line so they will NEVER be able to gain an energy advantage on you even if they have a lot of altitude. 7. Never fully commit to anything. This is a tip for most jets (besides the Meteor, poor thing, and maybe the Yak-15/17 too). Since you have just 50 cal's, fire between 2 km and 1.5 km in a headon, and then turn away as soon as you reach 1.1 km if you're feeling risky. At jet speeds, the bullets will converge very quickly and you don't want to remain in their line of fire for long. This is especially important against the 30 mm planes like 262's and R2Y2's: they have a much harder time hitting anything past 400 m. Also, never fully commit to a turnfight. If you're on someone's six and he breaks hard, do not follow him even for 0.1 seconds! You can simply just stay straight and shallow climb up, and then Immelmann onto him, forcing him to turn and lose even more energy. While you do have a maneuverable plane, you should not always use this maneuverability: if you slow down too much, you might get into a firing position but his teammates can easily shoot you down before you get a shot. In a P-80, you are VERY vulnerable and sluggish below 450-500 kph, so try to stay at 630-800 kph when you are fighting. That said, don't be afraid to turn if you are sure that he has no teammates nearby: you can build up a large positional advantage alarmingly quickly. 8. Building off the previous point, situational awareness is EXTREMELY important in jets! Much more so than in props. In a prop, if you merge at an energy advantage, you can get on your opponent's six by looping up and around and on top of him. In a jet, if you try the same maneuver, he will already be 5 km away and you will have to waste precious time and energy chasing him down. Speed is more important than altitude in jets - this is a well-known fact - but I would go so far as to say that position is more important than altitude as well. If you are on an opponent's six and he is higher than you, then in a prop, he could just do stall maneuvers and reverse you, but in a jet, you will have the speed to stay on his six and get guns on target before he stalls. Jet reversals are much more tricky than prop reversals. 9. A controversial one. Learn how to tap the airbrake. Most people are discouraged from using the airbrake in jets, and I too would advise against using it unless it is necessary. But if it is necessary - i.e. if an enemy is on your six and there are no teammates - accurately judging his energy state and knowing exactly how long to tap the airbrake is a vital skill. If you do it just right, you can reverse him and still maintain enough energy to catch him on the climb. Make sure that the airbrake is extended for just a tap to a second or 2 - do not forget to retract the airbrake as soon as your opponent is just a little bit faster. That said, NEVER airbrake against 262's. Ever. Even if he is on your close six. 262's have very good snap-to-target maneuverability, and he WILL shoot you down if you try to airbrake him. Instead, go up into a shallow climbing spiral against a 262. Shallow climbing spirals are your friend in the P-80, going against similar speed planes like the 262 and the R2Y2. But never go into climbing spirals with 229's, meteors, yaks, or props, because they vastly outperform you at low speed. 10. T E A M M A T E S. I cannot overstate this enough. While battles in props often center around the energy advantage, and who can bring down the enemy team as much as possible, the strategy of jet battles is much more dynamic. In prop battles, you want to control the high altitudes as much as possible, forcing the enemy team to dive and lose energy. In jet battles, you want to crowd the enemy team into as small of a space as you can, forcing them to constantly turn and lose energy. In props, a dive will kill energy. In jets, a dive will make more energy! But a turn is much more costly in jets than props, because jets are just so much faster. Don't be afraid to give up some altitude or speed to help your teammates set up a shot. A 1v1 in jets is very time consuming and risky, but a 2v1 is a 99% guaranteed win (given that your opponent is the same BR. A F-84G can beat 2 P-80's if he plays right and they make just a few mistakes). So if someone's on your six, do not panic and turn and lose energy. Instead, keep your speed high and look for any teammates around, then start a gentle turn towards the nearest one while calling out the bandit for your teammates in chat. And in reverse, if your teammate needs help, do not hesitate to give it to him. It is way easier to kill someone who's on your teammate's six, turning, losing energy, and tunnel-visioned, than it is to kill someone who's just by themselves. Always keep an eye on your teammates and your opponents. Going back to the strategy of confining the enemy team, I often side climb in the P-80 (using my method of 5-degree dives and 10-degree climbs) at an angle of 45 degrees from the rest of my team. If there are other side climbers, I will go in whichever direction they go; otherwise, I go in the direction opposite to the one where the enemy team will be climbing (but still at 45 degrees). That way, if any of the enemies gets in a bad spot and tries to run from the battle, I can block them off and force them to turn. I highly suggest side climbing because the P-80's acceleration is not great, especially compared to 8.0's, but its top speed is excellent and its maneuverability at speed is pretty good too. 11. Break the first 10 rules. Be creative and do things that your opponent does not expect! A single turn in jets is very costly, so if you juke your opponent and make them turn twice or thrice while you only turn once, that is very good for you. Roll a lot. While rolls do consume energy, it is a lot less than turning. If you go into a vertical spiral and you time it correctly, you can just roll while the enemy is forced to do a swirling turn around you to stay on your six. Then you can pop flaps and he will have lost way too much energy in all those turns, and will stall first. Rolling is also great for dodging enemy fire. If you can airbrake and lose a lot of energy, shoot down an enemy, and then regain your energy by diving, go for it! Also, one more thing. Don't play just to get to the F-100. Enjoy flying your plane. It's a great, balanced jet, even if it does occasionally face 163's and F-84G's. It's a great starter jet too, and it has a lot of good qualities such as high-speed maneuverability, flaps, and forgiving ammo count. RP and SL gains might not be great at the beginning, but as you learn the plane you will get a lot more confident, up to the point that you will stop being afraid of 8.0's. So yeah. Even though I'm not good at aiming, I'm pretty good at building a position and speed advantage, and maintaining it until I can hit my 10th burst finally on target.

@@Agent-ic1pe oh ... um... thank you for taking the time to write all this for a stranger on the internet! i guess i will have to set apart some time to read this lol

@@NotAgentAJ np, writing this kind of thing down also helps me realize what stuff I'm not doing right. And it's sad to see people playing the P-80 wrong, trying to catch MiG-9's and diving after F-84's and turning with Meteors and climbing into R2Y2's. So I wrote down my thoughts on how to play the P-80 right. I think a lot of people might have been misled by Orange's 2016 video on it, which is the first or second result for "war thunder p 80". The thing is, top speed is not the only advantage of jets over props. Jets are tuned for speed in every way - engine, airframe, wings, control surfaces - and that allows you to do all sorts of cool stuff that you couldn't do in props. And also, going for altitude is definitely not the priority in a plane that performs best at low altitudes and high speeds. Helping your team out should be the #1 priority in jets. If you want a video to watch that summarizes most of the points of my previous comment, here you go: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-BoclH3oKrcI.html At the time of the video, the P-80 got uptiered to 8.0 a lot, but it's really a lot better now after 1.85. Also he uses IAS instead of TAS. But besides that, it's a really good video and it's what I watched to learn the P-80.