strikeeagle

No, because the jet has 90,000lbs+ or something like that per hour in burner.

I agree. I'm not exactly sure what the other guys issue was. In the real jet, by the time they blast-off and climb to 10K, the bags are empty anyway.

I think folks get wrapped around the axel too much w/immersion, but that's just me. I've always believed even real sims can't exactly duplicate how a airplane will fly.

15 externals are 9G tanks. On my first ride, we pulled about 8 FWIW. Tanks were empty of course, but we still had gas in the CFT's.

Yes. There should be a brightness knob on the hud control panel.

Nope You are correct

Korea, Singapore, and Saudi have GE motors. I think Ra'am is going GE too.

86-0190 had them installed. I did a post-flight inspection on it at SJ. Those didn't make it to the US fleet, but GE's are in Eagles :smartass:

What about the GE's?

Only for radar guided. Heat seeking, you gotta use your eyeballs.

That panel is missing the nuke consent switch.

I used the static models in mission editor. I hope my AI doesn't decide to attack.

Great idea! Not completely accurate, but it's almost the way I remember it. The fighters are inside the building.

Can't turn off civilian traffic I have the civilian traffic "OFF" and there are still vehicles traveling on the streets.

The -100's have EEC's and a mechanical unified fuel control (UFC) which were a serious PITA to operators and maintenance.

No sir. I use the keyboard for the rudder.

I really like the new 15 model. Handles great above 30K and doesn't "flop around" during high-g and buffet. The only thing I don't like is that "thud" when selecting burner. For the immersion folks, you really can't tell when the jet is in burner during flight. I still wish the seat was black. T/O trim seems to be correct. Last thing is I wish the sound file was the same from a couple years back when you could hear more cockpit ECS and the airflow around the jet while pulling G's. Other than that, real nice job :thumbup:

Looked/sounded real! Nice job!

From a real F-15 driver... ...during a 15 vs 14 discussion on another forum: "Ok, I’ll throw my .02 in specifically referencing the F-15A/C and focusing primarily on air-to-air combat. 3 tours flying that active duty with another 11 years in the ANG. Never flew the F-14 but fought against it. When you speak of F-14, it’s important to specify F-14A versus F-14B/D. Two very different fighter aircraft. F-14A: older AWG-9 radar, very limited usefulness in look down, especially over terrain, TF-30 engines that required significant attention at high altitude and high AOA, very outdated avionics compared with the F-15C. F-14B: much better GE engines and eventually upgraded with better avionics though still saddled with the old AWG-9. F-14D: GE engines, better avionics and an APG-71 radar vastly superior to the AWG-9. Generally speaking, I would characterize the F-15 as much more user friendly. It was designed from the outset to be employed by a single pilot. The interface between pilot and weapons systems/avionics is far superior to the two crew member set up in the F-14. The engines are not the biggest/best on the block any longer, but they are robust and can be operated relatively care-free in any manner necessary throughout the entire flight envelope without concern. Considering the radar, engine and avionics disadvantages across the board in the F-14A, it’s really not worth comparing those with the F-15. F-14 B/D are more worthy of comparison. BVR: The F-14 wins the longest stick award with the AIM-54 missile, at least on paper. In reality, the AWG-9/AIM-54 combination was optimized for over water, non-maneuvering engagements. Under any other circumstances, i.e. over terrain against aware F-15s, the chances of successfully using those missiles drops dramatically. F-14D would probably be a better match with the APG-71, however, the AIM-54 (while very capable) was still at least a generation behind the AIM-120 AMRAAM. Considering no operational F-14 ever gained the capability to employ AIM-120 AMRAAMs, I would have to give the BVR edge to the F-15. WVR: In a visual fight, an F-14A would quickly lose the advantage due to lack of engine power. One drawback of all F-14 aircraft is the auto wing-sweep. As the aircraft slows and loses energy, the wings sweep forward giving a visual indication of its airspeed and energy state which can be exploited, especially by a fighter with superior thrust and acceleration capability like the F-15. F-14B/D would be a more challenging adversary due to the improved engines. I would say they would be closer to equal aircraft in terms of thrust to weight and maneuverability. However, the F-15 would still be able to offset that with a weapons advantage. All current F-15 are able to employ AIM-9X with helmet mounted sight, allowing significantly higher off-boresite weapons employment that the AIM-9M carried by the F-14. So, overall: If you took two F-14D crews and two F-15C pilots of equal skill/training, gave them a full up weapons load with the same ID criteria/ROE and started them 100 miles apart with the mission to shoot each other down – barring any major errors on the part of the Eagle drivers, by the end of the engagement, both F-14s would most likely be destroyed."

Not required anymore. At least when I got out in 07.

If you're sitting in chocks, you can hear it just a tad. You can really hear it if the Crew Chief is still plugged in. But in flight, no.

The next time you fly, climb up, and hold the rudder in what ever direction you want and let go of the yoke. The airplane WILL bank in that direction.

The motors run in two modes: primary and secondary. When you move the engine control switch to "OFF", you turn off the motors computer, the digital electronic engine control (DEEC). When the DEEC is turned off or fails, the motors are now being controlled by the main fuel control (MFC) which is the motors secondary mode. Anytime the engine is in sec mode, the nozzle slams shut and will not reopen until power is restored to the DEEC or the fault is cleared. In this case, placing the engine control switch back to "ON" during the DEEC test will open the nozzle. In sec mode there is ONLY MIL power. No burner is available. And no, the motor doesn't increase in RPM. Clear as mud?

I was a -220 guy myself working Strikes at SJ. AFAIK, the CENC exhaust whine was just on 220's and 229's. The sound was more prevalent when the nozzle was opening rather than closing. What about the 100?

Agreed