No criticism intended here, just a hope for improvement; had a look at the aircraft stats for the WW1 tour just ended:
WW1 Tour 2 Statistics for all planes/vehicles/boats
Plane Name Kills Deaths Kill/Death Ratio
D.VII 10397 11066 0.94
Dr.I 16877 12533 1.35
F.1 4943 7181 0.69
F.2B 2297 3734 0.61
Totals 34514 34514 1.00
The Kill/Death ratio tells the story... as it stands the DR1 is almost twice as effective as the Camel. I don't think this can possibly be accurate, and when you consider the Camels' Vickers have twice the firing rate of the DR1s' Spandaus (yep, it's modelled as per the real deal - I bet that answers a few questions lol) well, that just screams 'problem with flight model'. Here's a few extracts from Wikipedia (possibly not the most accurate reference but it'll do for now).
On the Camel:
"In the hands of an experienced pilot, its manoeuvrability was unmatched by any contemporary type. Its controls were light and sensitive. The Camel turned rather slowly to the left, which resulted in a nose up attitude due to the torque of the rotary engine. But the engine torque also resulted in the ability to turn to the right in half the time of other fighters,[3] although that resulted in more of a tendency towards a nose down attitude from the turn. Because of the faster turning capability to the right, to change heading 90° to the left, many pilots preferred to do it by turning 270° to the right.
Approximately 5,490 units were ultimately produced. The Camel was credited with shooting down 1,294 enemy aircraft, more than any other Allied fighter in the First World War."
And the DR1:
"Compared to the Albatros and Pfalz fighters, the Dr.I offered exceptional maneuverability. Though the ailerons were not very effective, the rudder and elevator controls were light and powerful. Rapid turns, especially to the right, were facilitated by the triplane's marked directional instability. The triplane had to be given up because although it was very maneuverable, it was no longer fast enough. Postwar research revealed that poor workmanship was not the only cause of the triplane's structural failures. In 1929, National Advisory Committee for Aeronautics (NACA) investigations found that the upper wing carried a higher lift coefficient than the lower wing — at high speeds it could be 2.55 times as much. The triplane's chronic structural problems destroyed any prospect of large-scale orders. Production eventually ended in May 1918, by which time only 320 had been manufactured. The Dr.I was withdrawn from frontline service as the Fokker D.VII entered widespread service in June and July.
Frontline inventory peaked in late April 1918, with 171 aircraft in service on the Western Front."
So, my 2 cents worth; if the DR1 was half the fighting machine we see in the WW1 arena they would have made them by the thousand. What we have at the moment is a slick little grass height uber flat turner which can balloon up and get a firing solution on anything that comes in high. And there's no significant speed difference either, not enough to extend safely. As a Camel driver I have two options, kill quickly on or after the merge (and the HO is apparently unchivalrous, while hard flat-turning and then shooting you in the back is ok) or chuck a few evasives until help arrives or the battle damage brings you down.
I'm not asking for much, just a bit more of that legendary torque induced right turn capability to force the Tripe pilots to fly instead of drive (that's DRIVE with an R) when I do the honorable thing and allow them to sail past on the merge unscathed.
(hunkered down and standing by for incoming fire... as usual)
