Voyager

Haven't had time to dig much but is the HB F-14B manual available in Spanish? Thank you Hearty Voyager

Not sure if this fits here or in the Military Aviation forum, but I'm wondering what air forces operate and have doctrine for two seat fast jets in Spanish. I saw Spain operated F-4s but given they are NATO, I wonder if they operate primarily in Spanish or English?

Then every Jester command on that slot will be on an odd keybind. I'm usually using the mouse clicks and it is easy to catch the Halt/Catch Fire command by accident. It would be better if Jester was able to be commanded to start a new start-up after an abort/shutdown command.

Meh, need the Snipe with the optional dual over wing guns and wing slung Lewis MGs, revi gunsight and optional super charger and arrest or gear for early carrier operations.

Been having some serious frustration getting the quick mission builder to create missions I can fly the F-14B in. Last night I cooked one at the Tiblisi airfield, and the first time I ran it, things worked fine, until I accidentally hit the "abort start" command, but when I relaunched the mission, the ground crew stopped responding. Is there a quick tutorial out there I can use for creating simple cold start free flight missions, that are F-14B compatible? All I'm trying to do right now is basic VFR and IFR flight training. Not even carrier ops yet. Thank you, Harry Voyager

Didn't the AMRAAM logic get updated this patch? I'm wondering if we're see i g Phoenix specific changes or if they are carry over from an AMRAAM logic change?

Not sure if this has been reported, or if I'm just doing something wrong, but I noticed that after the second time you use the emergency wing sweep handle and return into automatic mode, the handle stops tracking the wing sweep position. To reproduce, do a cold start with the wings in oversweep. Following the cold start procedure, use the Emergency Wing Sweep handle to sweep the wings fully forward, click the handle into the spider detent, and push the Master Reset button. At this point the Emergency Wing Sweep handle will track the actual wing sweep. Now, raise the Emergency Wing Sweep Handle to put it back into direct control. If you lower the Emergency Wing sweep handle back into the spider detent, and push the master reset button, the automatic system can control the wing sweep, You can control the wing sweep, however the yellow handle will stay where you put it, regardless of the wing sweep position. I think the yellow lever is always supposed to correlate with the wing position, but it seems to lose its place after more than one reset. If its a bug, its a minor one, but just something I noticed during the cold start cycles. Thank you, Harry Voyager

Ok, so we've got two separate way the INS outputs can go bad? One by introducing to much maneuvering driven drift, and the other by inducing physical failure in the INS, and that the physical structure of the INS is rated for 8+ G's, but the accuracy drops off very quickly as you go up in G's. If I'm following that correctly, that seems to imply that one should always have a alignment point available if one may need to dogfight, but that one should not be limited to <6G when manuvering, unless you don't have an available alignment point. That sound right?

So I'm given to understand you still need it in the WWII era aircraft, which can be pushing the 10 ton line for the big ones, so that leads me to wonder what drives the given cuttoff? Is it controlled primarily by the total weight, or are we looking more at a wing loading controlled factor? As I've me motioned elsewhere, I'm transitioning for WWII era aircaft. Thinks like, 300kt IAS being to slow for an equilibrium power setting immellman and all that... Interestingly enough, just browsing Wikipedia and it sounds like depending on how the wing area is calculated it can be anywhere between 90lbs per square foot to 50 pounds per square foot. With the P-47 having about a 42lbspft^2 wing loading, I'm going to speculate that its the distribution of lift that drives most of the difference. Also tails daggers are 'interesting' to taxi in. So likely smaller effects tend to be more noticable. In fact I think I'm going to revise that again and lay most of the difference being that tail drag gets want to be back end front so anything that disturbs your taxi path is a big deal, but once you've got nose wheel steering, cross winds aren't likely to send you doing looptiloos down the taxi way.

I'm in the middle of looking to replace my current cell phone and noticed that the current top end ones can have 1Tb of disk drive now. Combine that with them having VR setups and ludicrous pixel counts it got me wondering if we are reaching a point where one could do a Flanker 1.0-2.5 level VR flight sim on a cellphone? I wonder what sort of things need to be developed to get there from here?

Been reading through the FAA's Airplane Flying Handbook, and noticed for GA aircraft apparently you're supposed to have the ailerons and elevators set to various positions when you're taxiing in the crosswind. If I'm understanding it right, if the wind is coming from ahead of the wing, roll away, if from behind, roll in and push the nose down. Thing is, the F-14B is larger, very differently shaped, and uses all moving elevons and spoilers rather than conventional ailerons and elevators. Do the cross wind taxi guides even apply to it, and if so are they even the same modes? Thank you, Harry Voyager

Thank you. That clears up my question on operational g limits; basically keep it under 6G unless not doing so would be a hill loss.

This may be a DCS World question rather than an F-14B question, but was wondering how the logbook time is calculated? Was looking at it, and it seems like the number is lower that I would have expected, but I'm wondering if it is counting only time off wheels rather than time in cockpit. I'm mostly doing short flights from a cold start so thinking it might be that I'm still slow on power up?

I'm given to understand the frequency of it is turned up at the moment while the module is finishing out, and it will be dialed back a bit in the future. Honestly, I rather like it.

So I'm given to understand that if you pull to many G's then the INS gyros topple and you lose your platform knowledge in the F-14B, but I'm missing whether this is a "pour the old one out and bolt a new one in" type of failure, or whether you can fix it in flight? Thank you, Harry Voyager

Learning the F-14B systems and discovered the air field I was at did not have a TACAN beacon, only a VOR frequency. So, if the air field does not have a TACAN station, are there other ways to do instrument flights to it in the Tomcat? That was a day time flight so at the time I just had Jester pull a map way point so I had a steerpoint in case I lost track of the airport, but I don't think that would have helped on an instrument landing.

Does anyone know of a map/runway that is unlit at night? We might be able to make something like that in game...

Thank you. That's a very generous offer. I'll have to see if I can take you up on that offer once I'm able to do online flying :) Though at the moment I kind of need to be able to pause and drop at short notice.... (I once ran down a quarter of a full jet one one engine, because I had to suck off in the middle of startup forgot to pause the game.) Though last noght's landing was nuts. I'd set weather to random, and ended up with a 900 foot base and a 9knot crosswind. I haven't even started doing instrument practice yet :joystick: We made it down. Even missed the town :D. Though then I managed to drive off the taxi way on the way back to to ramp. It was dark.

An external sat nav system let's you move it from an old car to a new one, and keeps going when someone is fiddling with the infotainment system to get their phone connected :)

I'll throw my guess in the ring. Has anyone called North Atlantic yet? Thinking, mostly ocean, was the site of the battle of the Atlantic in WWII, and would have been involved, though likely not central, in any Cold War gone hot scenario. Thoughts?

On the bank and turn, how does one usually plan MP flights with a human pilot? I'm wondering it that drives the unexpected turns? On blackouts, what is the RIO g limit? I'm trying to keep specific g-limits to keep from toppelling the INS. Did not know the RIO had separate limits. Finally was there an effect on the back seater operation from DLC and bomb mode operation? Or were you just referring to people planting on landings/pulling then wings off?

At the hazard of derailing, in your opinion, what are the key factors that make an F-14 pilot decent?

So what are the right steps for setting up the overhead break?

For that you just need a mustache and a facemask. The looks is less than the feel of whiskers squashed into your skin by an airtight rubber seal. Bonus points for loading the room full of fresh cut onions.