Golo

No, it does not cage itself. OFF flag appears either if caged, or if there is no electrical power to it, which is your case. After its spun up (about 2 min I think) it should hold reliable attitude indication for about 9min after loss of electrical power. And indeed I cant get it caged either, which should be possible at any time, so its either bug or wip. Hopefully it will get implemented.

Ive seen few hooks skips in MP, and I even saw one poor sod rip his hook off, so the new hook physics definitely works fine on my end.

Only for AUX flaps it functions as a switch. For main flaps, flap handle position corresponds to main flap position continuously between min max position.

Yes Im pretty sure there was such CB for AUX flaps, Im also sure its not modeled. Only CB I know that is modeled is mid compressor bypass CB for TF-30s in F-14A.

Just a note here. As I understand it from natops manual, AUX flaps will extend to full down position with just 5° deflection of FLAP handle from up position, not once FLAP handle is full down. So make sure your FLAP handle is ALL the way up when you raise flaps after T/O. Otherwise you might think you have flaps up, but in fact you might have AUX flaps still down and risk damaging them.

Yea, one year. Meanwhile guys at HB implemented requested target aspect switch and new default setting for Jester in like 2 days (in their internal code so far awaiting update, but still). You can clearly see who gives a **** about their module and customers and who does not.

Oh yea, that would be awesome.

It should do something according to the manual: In the short pulse STT modes the aspect switch sets the system tracking mode to the corresponding echo edge or centroid to counteract countermeasures like chaff and specific jammer modes. However that works.

No, its Supercarrier EA, so we have to account for that, but as I said before why are they focusing on ready room, hangar, and whatever else and not for what actually matters for flying like the mentioned ball is beyond me.

That happens if from cold start you move the handle all the way forward, push it down and then set move wings in auto. It is like that from release as far as I remember, Ive been doing it like that at first and handle was always stuck forward. Now what I do is, move handle forward only so far (somewhere around 68° sweep, it takes some tries to find the spot at first, but now I have it in on first try), and push it down, then push master reset and then move it with hat switch. It never failed to move ever since I started doing it like that.

I think It activates with AP ENGAGE switch to ON. But im not 100% sure.

From NATOPS 01-F14AAP-1: 2.23.3.3 Automatic Pitch Trim. Automatic pitch trim is used in all autopilot pitch modes to trim the aircraft in order to minimize pitch transients when disengaging autopilot functions. The pitch servo position is monitored to drive the aircraft pitch trim motor at one-tenth manual trim rate. The pilot manual trim button on the control stick is inoperative during all autopilot operations.

OK I did misunderstand the change then, I thought ALT hold will engage on AP ref. press even without ALT hold set on AP panel and AP engage switch when +-200fpm. I admit I never used AP ever before this change (except attitude hold), and I only did now to test it, so my mistake.

I dont do videos, but I can write it up for you. From standard cold start and T/O like I did hundreds of times, no anomalies, all SAS channels ON, good INS, good AHRS, got to cruise alt about 15k ft. Leveled off and trimmed for mostly 0 FMP on VSI (well whittin +-200fpm, If you say anything im gonna take it as an insult here) for min. 10s and pressed AP ref. button on my stick (pinky-TMWH) nothing, tested for both A and B. Next I set ALT hold ON on AP panel, and repeated the process leveled off and trimmed for mostly 0 FMP on VSI, pressed AP ref. button and nothing. (no AP ref. light either) Next in addition to ALT hold ON once leveled off and trimmed for mostly 0 FMP on VSI, I switched ON the AP ENGAGE switch, at that point A/P ref. light came on and AP engaged in ALT hold when I pressed AP ref. button on my stick (AP ref. light went off at that instant). Further more when I pulled the stick overriding ALT hold AP, AP ref. light came on again I set my altitude +100ft leveled off for mostly 0 FMP on VSI and pressed AP ref. button on my stick again, ALT hold AP engaged again at this new altitude and AP ref. light went off again. Note: On engagement of ALT hold AP there was a slight pitch down and descent of about 30ft-50ft and AP held this lower altitude instead of commanded altitude.

Because you do not have a seat of the pants feel of engine performance, like afterburner kick, feel for any ac/deceleration, nor you have a tactile feel of pressing buttons/switches, that is all limitation of being virtual so we need that to come from some other source which is sound. And HB did a great job at that, I personally like how 14 sounds a lot. Edit: if you convince HB to give you for example slider in special options to max out ECS sound to drown everything else out, by all means have at it. Just do not force it on everyone

Same, just tried it in A and it will not engage just on AP ref. press.

That burble can really mess up approach, but I managed good 3 wire trap after couple of hook up passes. Heatblur, lowering the hook (or raising the bar, is it?) for all DCS modules. What an amazing update

What exactly do you think you are achieving by doing that? You will figure out exactly nothing looking at the indicator, only thing you are doing is oversaturating it, so it shows BS. Roll smoothly once to either side up to 60° and observe the ball (it will move opposite of direction of the roll) then rollout wings level and try again. Edit: I can see from your video at 07s on your first left roll that the ball moves opposite as it should.

There is nothing wrong with how F-14 behaves in roll/yaw or with the turn and slip indicator. The F-14s roll control is provided by spoilers and diff. stabilator deflections (not ailerons) which causes F-14 to exhibit proverse yaw. Which means on for example left roll, the spoilers on left wing pop up reducing lift on this wing relative to right wing so the aircraft will roll left. But spoilers not only dump lift, they will also increase drag on the left wing so the the aircraft will yaw to the left, which means that the ball inside the slip indicator will move to the opposite side (right). OK that is initial roll into turn, now that we are established in bank we center the stick lowering the spoilers flush with left wing again cancelling the roll and by that also canceling the proverse yaw. Which means the aircraft want will swing its nose back due to yaw torque of the vert. stabs. Now it just behaves like any other aircraft and depending on speed and configuration it will need a little rudder into the turn to center the ball (more so when slow and configured for landing).

Really? The one who caused Gooses death due to his blind focus on getting kill/point for himself instead of working for a team? True heroes are the instructors for having to deal with those cocky SOBs and of course F-14s that have to suffer carrying them around .

Well its only problem in sim, IRL throttle handle has mill stop detent and you can only get it in AB deliberately. Also that AB cutoff CB is only intendet to be used if there is nozzle malfunction to open position, not when you push throttle past mill stop, that is just bad piloting.

OK, but that is for yaw damping, with it off you should see higher number of oscillation in yaw given any disturbance until it settles. Yaw stability of F-5 is inherent to the design and cant be switched off. Meaning after yawing disturbance (for example adverse yaw induced by ailerons on rolling into turn) settles down, yaw stability of F-5 will ensure that the ball will still remain almost centered during turn.

No oversight, That is correct operation. Manual even says to disable AB braker, if you see nozzle opened indicator with BLC active. Of course you should not be in AB regime with BLC active in a first place. I belive its 380-400km/h, manual says BLC will disengage at 360-380km/h, that would indicate to me that flaps will retract close above that speed.

F-5 exhibits enough adverse yaw with initial roll into turn, about a ball from center as I said before. It also exhibits great yaw stability and yaw damping that is why you see almost no ball deflection when in stable turn with no aileron deflection. You sure you have your terms and definition of what you actually have a problem with in check?