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Golo

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  • Birthday 12/24/2000

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  1. From NAVAIR 01-F14AAP-1 2.36.1.1 Position Lights. When the wing-sweep angle is forward of 25°, the wingtip position lights are operational; when the wings are swept aft of 25°, the wingtip position lights are disabled and the glove position lights are operational. When operating in steady mode with the nose gear down and locked and the wings forward of 25°, both the wingtip position lights and the glove position lights are operational. The position lights are powered from the right main ac bus through the exterior lights master relay. Note: When the anticollision lights are on, the flasher for the position lights is disabled and the lights revert to steady.
  2. Except it does as people who flew/serviced them already said, that factory new aircraft will degrade into "museum state" very quickly in service.
  3. Hmm, a dork it seems you are. From NAVAIR 01-F14AAP-1, 2.22.4.4 Spoiler Failure (F-14B) Last Note in a paragraph - On deck, when the flap handle is cycled to UP, the outboard spoiler module is shut down. This will cause the outboard spoilers to remain extended if activated. If this occurs, position the flap handle to DN and deactivate the spoilers. This may also cause the spoiler indicators to inaccurately indicate a droop or down position. If this occurs, position the flap handle to DN and move the control stick laterally to correct spoiler indicators. Interestingly enough NAVAIR 01-F14AAA-1, 2.22.4.3 Spoiler Failure (F-14A) Note does not say that physical spoilers will stay up, just wrong indications. But I assume it will stay up as the outboard spoiler module will be deactivated with flap handle up, just like it say for B.
  4. Not exactly. The texture is indeed from A, but the needle/nozzle movement is incorrect for B too. It should move linearly with throttle position as OP say. Now it behaves like in A model with TF30s, See NAVAIR 01-F14AAA-1, 2.2.4 Variable-Area Exhaust Nozzle. Turbine expansion pressure ratio and exhaust gas flow for both basic engine and afterburner operation are controlled by a variable-area, convergent-divergent exhaust nozzle. The nozzle is operated by four fuel pressure-operated actuators that drive a unison ring to position the nozzle flaps. For basic engine operation, the nozzle is closed to the minimum area (except for ground idle operation to reduce residual thrust); in afterburning, the nozzle area is infinitely variable to a full open position, which representsa 110-percent increase in exit area.
  5. At least for the initial part few second in, yes. Here is the experiment for you, from straight and level lets say 300kias/10kft, smoothly apply left or right rudder. what you should see is, if left rudder was applied aircraft should start to roll left, than center controls, thats that for positive AOA. Next set same starting conditions as you start applying your rudder, smoothly push the stick to nose down, that will get you to negative AOA, and for left rudder you will not see left roll, but right one instead, just as the manual said, that is the concept behind the Dihedral Effect. If you are concerned about what happens further in the video, flipping backwards and such as you asked about FM, whether that is accurate or not I cant say, probably no one can. You are taking it way further than anyone in their right mind would IRL, and maybe further than is physiologically/structurally possible. So there are probably no data on how it should behave in such situation. Treat the modeling as best approximation we have and know that you should not push the aircraft in such situations in the first place.
  6. I dont see any problem with FM here, what you experiencing is slip-roll coupling because of dihedral effect of F-14 wings, in your case very pronounced negative AOA slip-roll coupling. Viz. F-14 NATOPS Manual, NAVAIR 01-F14AAP-1, 1 Aug 2001 11.5.2 Dihedral Effect. Dihedral effect is the tendency of the aircraft to roll in reaction to sideslip being generated. The F-14 exhibits positive dihedral effect throughout the positive AOA envelope (tending to roll away from sideslip), but negative dihedral effect at negative AOA. This tendency is shown by the aircraft response to a rudder input. When right rudder is applied from straight and level flight condition, the aircraft sees sideslip from left and so rolls to the right, or away from the sideslip. Positive dihedral effect is a stabilizing influence in the area of reduced directional stability (high AOA). At negative AOA, dihedral effect is negative such that a right rudder input will produce a left roll. In the PA configuration, negative AOA can be encountered at 1 g flight at the higher limit airspeeds for the configuration.
  7. Ehm, not sure its input you want but, dont do that? Opposite rudder during roll will bring you very quickly into negative Gs, like it did in your case -5.1G, and human body reacts very badly to negative Gs. Not sure if it would cause "GLOC" (you can look it up and let me know) it might be DCSism, not sure. Nothing out of ordinary to see here I would say.
  8. Its mode dependent, you can set CRS only in TACAN, AWL/PCD, and MAN on STEER CMD modes.
  9. Its clearly stated in NATOPS manual, no gear down is needed for DLC to engage. From F-14B (same for A, only different paragraph no.) NAVAIR 01-F14AAP-1, 2.22.6 Direct Lift Control During landing approaches, the spoilers and horizontal stabilizers can be controlled simultaneously to provide vertical glidepath correction without changing engine power setting or angle of attack. Only the inboard spoilers are used for DLC. Before DLC can be engaged, the following conditions are required: 1. Flaps down greater than 25°. 2. Throttles less than MIL power. 3. Inboard spoilers operational. 4. Pitch B and Yaw B computer segregations operational. 5. Operable combined hydraulic pump.
  10. ATLS - Asymmetric Thrust Limiting System, F-14B only (middle of the left side console, left of the throttle), on with cover closed With operative ATLS, the magnitude of any asymmetric thrust in MAX power will be reduced, thereby reducing the control requirements to maintain the flight condition or reducing time to recover if a departure has occurred. ATLS should be engaged from startup to shutdown. ATLS can be turned off if required for tactical considerations such as single-engine ACM bugout. (basicaly if one of your engines craps out if you are in full burner, the other engine will be limited to min afterburner (? I think) only as not to send you into deadly flat spin right away. BIDIRECTIONAL - Hydraulic Bi-Directional Pump, F-14 A and B (back of the right side console), normal with cover closed To assure the continuance of main system hydraulic pressure with an engine or engine-driven pump inoperative, a second source of pressure is provided by the hydraulic transfer pump. This unit consists of two hydraulic pumps, one in each of the main hydraulic systems, interconnected by a common mechanical shaft. Thus, a pressure deficiency in one system is automatically augmented using pressure in the other system as the motive power. The result is bidirectional transfer of energy without an interchange of system fluid. The efficiency of the pump is such that a 3,000-psi system on one side will pressurize the other system to approximately 2,400 to 2,600 psi.
  11. There actually is, its called fuel quantity indicator. If you are in full burner you can see fuel quantity dropping by hundred pounds every couple of seconds, so no need for a/b ff indicator note: Ive actually looked up SFC at max thrust of both TF-30 and F110 and they both use about 16 lbs/s per engine. So you are about 100lbs of fuel lighter every 3s on full burner.
  12. You mean AIM-7? F-14 does not carry AMRAAMs. Unless you have some mods, which in turn can cause your countdown issue.
  13. On the contrary, it adds a lot to the discussion. That lofting profile is terrible. Never mind that he is at 7k, either that shot should never be allowed by WCS, or that lofting trajectory should be lot flatter. This way you have a chance to shoot yourself in the back. I wonder if HB changed DLZ for all their changes of missile performance.
  14. I dont think he (Ward) was referring to lift like that (it might be component of it too), but rather to position changes of ref. probe during roll. If you roll right you lower your probe and if you roll left you rise it because of where its mounted on the airplane. Anyway to OP, I have no problem refueling at all (in a daytime, night sux, absolutely no depth preception), I can do it with 2 fingers, as many others here can too. Saying there is something wrong with FM because you have hard time with when others can do it just fine is, well, lazy.
  15. I would characterize it as a head rush. I had it happen too few times, totally random it seems, and it has nothing to do with IMU breaking as far as I can tell, mine was OK after.
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