Golo

What would be the point of stby/silent radar function if it could still emit? I would understand that if you have still active radar and lose radar contact it could send active signal at some TTI due to track hold, but if you have silent radar? Come on.

Same here, its still same as in previous update, when I wrote first feedback. I still can barely get A above mach in more or less level flight with about 13k lbs fuel, 2x9s, 2x7s (st. 4,5), 2xXT(empty). Its either a bug or 14s are really shait getting past big m.

You cant really do Anti skid test in game, you would need ground crew for that. What happens if I got it right is, pilot will select "Antiskid spoiler brake swith - BOTH", Release the parking brake, step on the brakes, and one of the ground crew will initiate test by pressing button on the antiskid bit panel located in front L/G well. ARA-63 bit test is on the ARA-63 panel (ICLS control panel), if you have it powered on, set PDCP to landing and set HUD/VDI symbology switches to ICLS, bit test will show ICLS symbology moving on HUD and VDI. HUD video bit is not implemented afaik. If you reset your altimeter it uses el. servos from data by CADC for altimeter reading, if stby flag is visible it just uses air from static pressure port to read altitude.

Yea, it should not. Easy fix for that would be for HB to just copy/paste the songs from "A" side and rename them BSideSong1.ogg -> BSideSong10.ogg as default in F-14s walkman folder, so "A" and "B" side would play same 10 songs but there should be no crashing anymore. Might be even easier and more intuitive to change to custom tracks that way, cos ppl would not have to guess naming convention for "B" side.

I had flaps DOWN, spoiler brake switch OFF. Inboard spoilers are not actuating on DLC check, just the tail movement, that is why I posted it.

Yes I did check the tail movement, but inboard spoilers are supposed to pop up on pressing the DLC button on the stick so you can actually verify that they are working, not just the tail movement. What would be the point of tail movement if the spoilers are not actuating with DLC imput, I would reject that plane after that kind of check, cos I would be unsure if it would operate during landing.

And your point is?

Do you guys with CTDs even have songs on "B" side? 14s come only with songs on "A" side afaik, why are you even changing sides? And if you have custom songs on "B" side, are you sure you have BSideSong1.sdef -> BSideSong10.sdef in your Mods\aircraft\F14\Sounds\sdef\Walkman and then have named the songs in Mods\aircraft\F14\Sounds\Walkman BSideSong1.ogg -> BSideSong10.ogg? Since I renamed my custom songs like that I have not had one single walkman crash in over year.

DLC check can not be performed during startup checklist, because it will not actuate. From NATOPS 01-F14AAP-1 checklists: 27. EMERGENCY WING SWEEP handle — 20° 28. MASTER RESET push button — Depress 29. External lights — Check 30. Flaps and slats — DN 31. Flight controls — Cycle 32. DLC — Check (Unable, can not actuate inboard spoilers with DLC button, interestingly enough horizontal tails do shift with DLC input if DLC was activated, its just the spoilers that wont pop up) 33. ANTI SKID SPOILER BK switch — SPOILER BK 34. Spoilers and throttles — Check (if DLC was not engaged moving throttles from idle will retract all spoilers, if DLC was engaged which we can not see now moving throttles from idle will retract outboard spoilers, inboard ones will remain in 17° up position - can be cleared by actuating DLC again or by advancing throttles to mil) Note: Also as a side note, if you have flaps up and spoiler brake switch in position other than OFF, inboard spoilers will pop up (correct), but moving stick lateraly will not actuate outboard spoilers, which it should regardless of spoiler brake switch and/or flaps position, at least to my knowledge. OK scratch that, that is correct.

If you all stopped answering the D trolls, they would eat themself up alone in those threads and slowly fade into abyss. Maybe, hopefully.

I wonder what exactly has 50GB for me in this update, nothing I can make out in changelog.

Probably a BUG, it should behave like this: From 01-F14AAP-1 (01-F14AAA-1) 2.20.5.3 (2.19.2.4) Flap Wing Interlocks. The main flap and auxiliary flap commands are interlocked electrically and mechanically with the wing sweep to prevent flap fuselage interference. An electrical interlock in the CADC and a mechanical command in the wing-sweep control box prevent wing sweep aft of 22° with auxiliary flaps extended. In a similar manner, upon extension of the main flaps, the wings are electrically and mechanically limited to wing-sweep angles less than 50°. The FLAP handle is mechanically prevented from moving to the down position if wing position is aft of 50°. If flaps are lowered with wings between 21° and 50°, main flaps will extend but auxiliary flaps will remain retracted.

Judging from the pictures I do not see any ghost contacts there. You have D/L contact and you have radar contact (it is the correct one) with TWS priority assigned, you can launch any time now. You are over thinking it, focusing too much on D/L information. As Raven and near_blind said, D/L and radar contacts rarely correlate 100%. Use D/L as a tool to guide radar search and once you get radar hit forget about D/L.

Yes you are missing that compressed air you mentioned before.

What a gem of an interview. Shoes had me glued to the screen for 2h like a leech, amazing pilot/instructor/storyteller. Right after I felt so motivated to fly, I had to try that inverted pitch hangup in F-5E, and I did. I could not get its nose to stop falling tho, but when I was slow over the top and I kicked the rudder to induce spin i got it in the stable inverted spin and the F-5 was as happy at about -0,5 to -1g as Shoes described. Idle, flaps up, full aft stick... nothing from about 18k ft to about 13k ft, then I kicked opposite rudder and it stopped the spin at once, dropped its nose, I regained control and bottomed out just above 6k ft. So close to what he described, just wow at F-5 flight modeling.

Wasnt it one way rotation only knob IRL? It follows logical clockwise test pattern for startup (with whats implemented right now), I dont find it cumbersome at all.

Its not, afaik LSO slow calls are BS for F-14s, hook to eye distance, ball alignment is incorrect, icls probably too. Unless its already fixed. It was all built around F-18, and its incorrect for F-14.

No, I belive target distance has to be less than 10nm for Phoenix to be active of the rail.

Same impressions here, yesterday I was doing some FAM flights in A, trying slow speed handling in landing config. I was at +10k ft with 15k lbs fuel and I was just on speed as I was pushing MIL thrust because my DLC kept disconnecting, this was my experience with B at the deck with 6k lbs fuel in landing config around the boat. Its not much that A feels overpowered, but B feels rather under powered in slow landing configuration. As with engine response times I have no problems with it its actually easier in A (yes you have to anticipate more) I have more precise power control on landing, and AAR wow its so much easier with TF-30, F-110s are powerful and all, but too sensitive and twitchy in all the wrong times. So far I have so much better flight experience in A over B.

According to F-14B NATOPS manual: 7.4.8 Flaps-Up Takeoff. Before the takeoff roll, the procedures for flaps-up takeoff are identical to flaps down except that the flaps remain retracted and only inboard spoiler brakes are available. What I get from that is that with flaps up, even maneuver flaps up, the inboard spoilers should still pop up, with spoiler brake switch in position other than OFF.

Working for me, but I can confirm JOKER only cos I have not been down to bingo yet for him to say anything. Maybe if he is busy talking about something else when you go trough JOKER/BINGO states he will miss his cues to say it?

Its sort of a bug. The jet fighters and test aircraft are definitly able to reach such altitudes. Question is if engines would take it, as I said probably not, based on IRL examples engines often quit and cockpit would get depressurized so pilots had to were high alt pressure suits. Go search the interwebs for "Zoom climb" there are some interesting articles about it.

I have similair experience, not correct and its been worked on by HB. There are no issues like that in F-14B so Im sure they will get it right in F-14A too.

Service ceiling is not the maximum attainable altitude for the aircraft. It is altitude where you can from level flight still climb with at least 0,5m/s (100ft/min). Absolute ceiling is where you cant climb anymore. If you do zoom climb like you probably did you can get way higher (I got above 100k ft in B) but you are basically on ballistic trajectory, whether the engine would still operate? Probably not.

My biggest issue with A right now is acceleration past M1, it struggles to get past transsonic region in all altitudes for me. With 2*XT(empty), 2*9Ls, and 2*7F(station 4,5) with full internal fuel down to 8k lbs I could not get past M1.05 in a slight climb at 20k ft climbing slightly to 25k ft. Around M1 it just hits invisible wall (too much transsonic drag?). I cant belive TF-30s are that shitty, their subsonic acceleration is OK for me. In comparison B accelerates trough M1 like bat out of hell, in slight climb from 20k ft to 25+k ft i was able to go from M0.9 to M1.6 easily (same loadout as in A).