Baz000

It may be my eyes are playing tricks on me, but I doubt it... When I look at the wings moving on footage of the F-14 on the ground IRL, I can see a clear... Deliberate "snappy" movement to them compared to when on the ground in DCS. I especially notice this particularly when entering from 68 degrees to over sweep in the IRL video. Maybe in the air, with the CADC controlling the wings and aerodynamic loads impacting the wings of the plane the wings move differently, that would be my best guess. But on the ground, during start it sure looks like IRL they move much differently than what we see in DCS in terms of how deliberately and expeditiously they do move being powered by hydraulics. very noticeable here in this video where you can see the DCS plane and the IRL video as a picture in picture view, granted the video is not recently created but I haven't noticed any changes ingame either in relation to the wing sweep... So, to the best of my knowledge it should be an accurate representation of the less snappy movement that is happening currently while on the ground. timestamp 2:11:30 and yeah, I know it is a F-14 D but figure the wing sweep mechanism moves the same most likely

Regardless of if I have the special option ticked or not to for required press down when switching between off and gun on the weapon selector, with my Virpil F-14 grip this special option does nothing and I am still able to move the selector from gun to off or vice versa without needed to press down on my weapon selector china HAT. Would be nice if this could be addressed so I could use this realistic function with my Virpil F-14 stick grip too. And honestly, i'm surprised that nobody has even mentioned anything about it. The push down function as shown in my Virpil joystick tester software is button 2 and is momentary, OFF selection is button 10 and is latched and GUN selection is button 9 and latched.

Well, in all honesty the USN doctrine of utilizing the Phoenix missiles was primarily to save the inventory for destroying inbound bombers... While, yes the missiles could physically be fired against maneuvering fighter sized targets as live fire testing of the phoenix clearly demonstrated. The actual fleet doctrine was to engage those such targets with Sparrow and Sidewinder missiles. You have to remember that at that time period, the threat aircraft didn’t carry active radar missiles such as AMRAAM and was not a factor. Also the Sparrow missiles were quite different from their original debut versions in Vietnam. So, to reiterate doctrine: in peacetime the Phoenix was saved for downing large bombers that posed a considerable threat to the fleet out at ranges where the outer air battle would occur once the Tomcat closed into its intercept if criteria was met for weapons release, Sparrow and Sidewinder missiles would be the primary means of employment against a fighter sized maneuvering targets. This was even emphasized greatly in TopGun training when sidewinders developed into all aspect versions, the emphasis was placed on taking “face shots” prior to entering a merge. This gave an advantage to Tomcat crews against other fighters armed with only rear aspect heat seekers such as for example the R-60 missiles commonly used on Eastern fighters.

When using Jester as the pilot, i’d like it better if his menu used the same binding as the ICS PTT hat on the pilot throttle. This would allow me to use the same ICS PTT hat function to talk to a human RIO when Jester is deactivated for example when using SRS mod. I have in the meantime i’ve done some tinkering in my SRS to achieve the same thing but at one point months earlier in the Tomcat release the ICS PTT was also activating Jester menu which I actually notice is not happening anymore now. To me it would make more sense to actually activate Jester with the ICS PTT because other than hot mic, that is how the pilot and RIO would have to communicate in the real plane and when switching between using Jester or a Human RIO, the actual PTT would remain the same without player intervention, because currently Jester has a separate mapping than the ICS PTT. Also, while i’m noticing things... There is no BOTH PTT function to transmit on both UHF 1 & 2 simultaneously. But I figured that may be a particular intentional omission.

Alot of people just don’t understand how trim works or can even trim any simulated non FBW aircraft properly... Let alone a F-14. Trim itself for people with no background in aviation is a foreign concept entirely. And in general, DCS training missions never covered trimming any aircraft as a concept for the player to learn controlled level flight or climb or dive at a constant rate. Something in the future that should be rectified by some in cockpit training missions. Or for that matter, how changes to the aircraft configuration like speedbrakes, deployment of DLC or flaps changes the trim conditions. This is something that is a general problem in DCS, especially because unless you have force feedback stick, you can’t feel the changes of force control stick that trim removes, so then we are relegated to looking for visual cues to changes which isn’t as instinctual as seat of your pants feel of flying. Just another limitation we need to learn how to contend with.

Here is a relevant excerpt from the Haynes F-14 owners workshop manual. It is written by NFO Bill “Libby” Lind in chapter 5 Back-seat magic. written verbatim as the following in relation to circuit breakers in the back seat. ”Although strictly forbidden, breakers controlling flaps could also be articulated, temporarily giving the Tomcat outsized lift in a visual engagement but with great risk to flight control mechanical gear if not done properly. Woe betide the crew who came home after such a stunt went poorly.” so lets grab a few key words out of that, “strictly forbidden”, “temporarily giving the Tomcat outsized lift”, “great risk to flight control mechanical gear”, “Woe betide”, “stunt”, “went poorly”. It sounds like it is not a recommended practice, and flying good BFM is far more preferable... Also by the simple addition of the word “stunt” shows that the mindset is it isn’t a viable Tomcat tactic and far more can go wrong with limited temporary gain in lift. Sounds like the cons of doing it far outweigh the pros, or one could also say the cost vs. benefit analysis. Also, that temporary gain in lift should come with a drag penalty which you don’t necessarily want additional drag for energy retention in traditional BFM fighting. Anyways that was my .02, just remembered reading a blurb about it in the book.

Here is a relevant excerpt from the Haynes F-14 owners workshop manual. It is written by NFO Bill “Libby” Lind in chapter 5 Back-seat magic. written verbatim as the following in relation to circuit breakers in the back seat. ”Although strictly forbidden, breakers controlling flaps could also be articulated, temporarily giving the Tomcat outsized lift in a visual engagement but with great risk to flight control mechanical gear if not done properly. Woe betide the crew who came home after such a stunt went poorly.” so lets grab a few key words out of that, “strictly forbidden”, “temporarily giving the Tomcat outsized lift”, “great risk to flight control mechanical gear”, “Woe betide”, “stunt”, “went poorly”. It sounds like it is not a recommended practice, and flying good BFM is far more preferable... Also by the simple addition of the word “stunt” shows that the mindset is it isn’t a viable Tomcat tactic and far more can go wrong with limited temporary gain in lift. Sounds like the cons of doing it far outweigh the pros, or one could also say the cost vs. benefit analysis. Also, that temporary gain in lift should come with a drag penalty which you don’t necessarily want additional drag for energy retention in traditional BFM fighting. Anyways that was my .02, just remembered reading a blurb about it in the book.

From my understanding it was an acceptable War Load when you expected to be returning to the boat with those weapons expended with near 100% certainty... Think multiple waves of bombers firing vampires (anti ship missiles) at Mother (the boat) It was more theoretical than a load out used in practice. Mainly because the hordes of bombers war the Tomcat was designed for never came to fruition. Of the bombers that were encountered, F-14s that generally were already on BARCAP patrols would be vectored to greet the inbound bombers or reconnaissance or maritime patrol or electronic warfare aircraft. The idea being shooting the archer lobbing the arrows in the air would in probability yield far more better results than trying to shoot the arrows (vampires) on their way to Mother or the rest of the battle group surface ships. Now... with all that said, one of the major strengths of the Tomcat was its on CAP station loitering time, more so apparently with the F-110 engines which increased F-14 range. Carrying 6 AIM-54 missiles on the stations would not only increase weight but also drag and reduced stability at high AOA, in particular on the wing mount stations not so much the 4 tunnel stations beneath the fuselage. This would also reduce the on station loiter time, so if there was no immediate threat to be vectored to, the aircraft was required to loiter and having such a load is impractical. furthermore, a common extended CAP load out for maximum loiter time was 4x AIM 9 and 4x AIM 7 in the tunnel under the fuselage. The Tomcat was intended fight the outer air battle in the fleet defense role some 100-300 nm away from the aircraft carrier depending on threats.

last I checked the AI keyboard commands weren’t working like engage bandits, cover me, etc... The ones you hold down the windows key for... Really wish they would fix those

how about chains too

Just wondering when this switch should be actuated after take-off in the F-14 because or even if it should be. From my understanding, this switch stops pumping hydro fluid to your brakes, NWS and landing gear, I read in the NATOPS that this switch should not be actuated immediately after retraction of the landing gear because of the gear locks. Apparently if you are too bushy tailed with it, you can potentially cause the landing gear struts to rest onto the gear doors and cause an unintended lowering of the landing gear. So this begs the question, when do you actuate this switch... What phase of flight? I Figure this switch would be important to help you with hydro leaks or battle damage, considering it would mean less systems unnecessary to actual flight having hydro fluid being routed to them. Also figure it would let the Bi-Di pump work better since you shunted off hydro fluid to unnecessary systems except for landing / stopping. In theory, by taking away more demand from the hydraulic system you should have more supply available in case of an emergency with the system where the Bi-Di has to kick in, right? Giving you longer time to use your flight controls vs. without using the flight isolation switch for the hydraulic system?

2 tracks, in both tracks the TWS is not working correctly to cycle targets if you use the MFD OSB to enter TWS mode, apparently if you use the HOTAS command TWS Right - long to enter and exit it, then it works properly... Also when you fire a missile it isn't cycling to the next target automatically too when you use the OSB to enter into TWS mode. https://drive.google.com/file/d/1l9_LhHLATfmtVCrynFhSy2QKmzf1PHpN/view?usp=sharing https://drive.google.com/file/d/1N_8wHJjxT2_0HPCyom9HzgBG62RXwcLS/view?usp=sharing

I don’t think it has anything to do with people’s rudder pedals, I noticed even a high speed taxi has this same ridicules drift to it... I suspect it has something to do with a yaw moment enacted on the plane by engine rpm because this drifting behavior doesn’t happen during a slow crawl taxi at idle RPMs. I noticed it happens when revving up the engine Also, WOW sensor has nothing to do with this issue as this happens when not using brakes as well as trying to use anti-skid brakes on landing rollout. I also noticed this happens when you have any asymmetrical stores loaded on the jet and yes even just the TGP. Quite frankly it is ridiculous how this thing currently handles on the ground, I cannot imagine this being the case IRL as well, the whole F-16 fleet would have been grounded... Just look at the adjustment they made as a concession to pilots to the force sensing side stick, they made it have some movement to it so pilots could reduce tail strikes on takeoff and landings with the jet. C’mon man, the thing isn’t behaving right so instead of debating the physics of a car how about we think of this as a tens million $$ fighter jet designed to takeoff and land and taxi safety? I can’t think of a single air force in the world that would want their jet fleet getting banged up on the ground during taxi and takeoff and landing vs actually getting used in the air. Like I said, I suspect something related to engine yaw moment plus ground speed perhaps also with some landing gear components like friction or NWS shimmy dampening, honestly it could be alot of things adding up together to give this undesired and uncommanded effect but it is even doing this just trying to taxi straight on the centerline of a taxiway. Here is a video I made showing the yaw on takeoff

I think Hornet had similar issue but was fixed recently in a patch a few patches ago

either the instructions in the mission needs to change or the way the SEC behaves on the ground needs to IMHO

adding landing gear so I can use my thrustmaster warthog base switches would be great

why would I do a P&W check when we are equipped with a GE Engine?

no i’m talking about hard lock in STT immediately dropping when dogfight mode is selected despite being within 5 miles

yes and it didn’t return to normal for me, it stayed that way until I quit the mission, maybe this was caused by pressing fly again button in mission debriefing

maybe you can shed some light on roll trim behavior of Viper since you are FLCS SME I find it hard to trim level in flight at times without autopilot augmentation have made a post here: https://forums.eagle.ru/showthread.php?t=287402

happens when you have SEC engaged at Idle and he tells you to snap the throttle to MIL until you see RPM goes to 85% and then bring back to idle. What happens is engine pretty much dies and lowers the RPMs to below 60 and when you snap it to MIL engine RPM never reaches 85% And I can't think of a reason why, unless he is giving you bad instructions or I am just not following his instructions correctly (which may be possible but unlikely because I'm very detail orientated) track below: https://drive.google.com/file/d/1Qsj5w7guwWEvTAcPnsdilYecj09TfJuP/view?usp=sharing

anything about the anti-skidding not actually anti-skidding? Its like driving a car with anti-lock brakes but when you need them your wheel locks lol

no, I tried doing what was instructed to do in the training mission. Are the instructions given correct?

yeah it literally was cycling up and down like it was having a seizure at a super fast rate like it was in a 2 bar scan and not a 4 bar scan... I know how the 4 bar scan looks like normally and it looked nothing at all like that

happens when you have SEC engaged at Idle and he tells you to snap the throttle to MIL until you see RPM goes to 85% and then bring back to idle. What happens is engine pretty much dies and lowers the RPMs to below 60 and when you snap it to MIL engine RPM never reaches 85% And I can't think of a reason why, unless he is giving you bad instructions or I am just not following his instructions correctly (which may be possible but unlikely because I'm very detail orientated) track below: https://drive.google.com/file/d/1Qsj5w7guwWEvTAcPnsdilYecj09TfJuP/view?usp=sharing