Flash_111

If I understood correctly the modes are functioning with gun selected but there is no HUD symbology to show what's happening like it does with a missile selected.

With the A release last month your control profiles were likely reset to default values.

F-14A-140-GR BuNo#162710 VF-202 SUPERHEATS #200 USN RESERVE, NAS FT. WORTH CALLSIGN "SUPERHEAT" VF-202, the "SUPERHEATS", was a United States Navy Reserve squadron attached to US Atlantic Fleet Reserve Carrier Air Wing 20. VF-202 was established in July of 1970 and disestablished in December of 1994. Aircraft flown by this squadron include the F-8H Crusader, F-4 Phantom II, and the F-14A Tomcat. Since this is a reserve squadron, the aircraft has a cleaner, glossier finish than what we are used to. The livery depicted here is representative of their #200 CAG aircraft ca. 1991. Thank you to PorcoRosso86 for the gloss roughmet template (use with permission). Google drive link sent to @ensamvarg Thanks for looking!

VF-111 SUNDOWNERS is seeking new PILOT and RADAR INTERCEPT OFFICER aircrew of all skill levels. VF-111 was founded in the fall of 2018 and currently operates the F-14A Tomcat as a member squadron of Carrier Strike Group One (CSG-1). Our mission set is air superiority, fleet defense, and strike. We train for complex large scale operations and emphasize the execution of realistic procedures and tactics where possible (and practicable). We utilize SRS for voice communication during flight. Official flight times are Sundays at 2030 Eastern Time with unofficial flights and training events throughout the week. Correspondence and planning during off hours is typically conducted via Discord. The onboarding process consists of a standardization period where applicants will be given time to familiarize themselves with the squadron and the nature of our operations. Applicants are introduced to our training program which will allow them to build confidence in their aircraft, and attain proficiency in our procedures. Once an applicant has become sufficiently acclimated to the environment and all parties involved have determined the applicant is a good fit, full membership will be granted. Ages 18 plus preferred- good attitude and team mindset required. More information about CSG-1: CSG-1 is comprised of two F-14 Squadrons (VF-2, VF-111), two F-18C Squadrons (VFA-25, VMFA-122), and one AV-8 Squadron (VMA-231). All aforementioned squadrons are in varying states in terms of staffing levels and initial qualification criteria. We encourage all who may be interested to stop by our Discord server (LINK)

Yes, this is true. Is the ACLS glideslope the intended glidepath for proper hook/eye distance then?

(F-14A) ACLS coupled approach pitch oscillations are fixed, but the ACLS glideslope still brings you in low/shallow. Pictures below show an approach to the supercarrier module with ICLS glideslope on the HUD, ACLS glideslope is on the VDI. The approach resulted in a stable, albeit shallow pass to a 4 wire. As the distance from the ship decreases, the glidepaths begin to intersect. (see below, note ranges on HSD). ICLS glideslope and meatball also vary between each other slightly.

I am also experiencing this- 2 external tanks, 2 sidewinders and 2 sparrows on the glove, 2 phoenix and 1 sparrow in the tunnel. 30-40k feet altitude block, level flight. Attempting to accelerate through mach 1.1, TIT will spike and the engines catch fire and fail after about 20 seconds. In an unloaded dive I still get the temp spike, but its short enough the engine does not appear to take damage. Clean jet will also get the mach 1.1 temperature spike in level flight but I assume the drag is low enough that it ends up passing through the spike quick enough that damage does not result.

VF-202 skin for F-14A by yours truly (LINK HERE)

You can get the F-14A supersonic by zoom climbing up to altitude (I have been using 35K+), then unloading (zero G) and holding it there until you are through mach 1.2. Once you are through that transonic regime recover with something like 4G to get back to level. It is pretty happy to stay fast as long as you don't let it drop back below mach 1.2 by maneuvering or climbing too aggressively. If you are clean, it will continue to accelerate from there up to mach 2.3. If you have a combat load it will top out around mach 1.3. I don't know if this behavior is 100% accurate, but it works. In my experience trying to go through that mach 1.1 range, the engine temps spike. Clean jet will get through that transonic regime fast enough that the heat doesn't cause damage. A combat load will take too long and destroy the engines- so I use the dive technique described above. Subsonic performance seems much better though.

Nealius while what you said about nozzle position vs zone is correct, the brakes are still under performing significantly. Here are the current tested limits. F-14A brake limit tested at max gross weight, dry paved level surface, 12/16/2020: Single engine (anti skid on): Zone 1 Single engine (anti skid off): MIL Dual Engine (anti skid off/on): 90% This issue coupled with the exaggerated asymmetric AB lightoff/staging make shore afterburner takeoffs more unstable than they should be.

It all comes back to the 4 forces of flight and basic aerodynamics. Think about trying to pick up a sushi roll with a pair of chopsticks using a bad grip and too much strength. The two sticks (forces) have to be aligned with one another to keep things balanced. Otherwise the sticks will cross and you'll launch your sushi roll across the room. In the case of the Tomcat, the observed behavior of a reduction in thrust resulting in a reduction of AoA is caused by the center of thrust being located below the center of mass (chopsticks are misaligned). If the center of thrust and center of mass were on the same axis, a change in thrust would result in a (theoretically) negligible change in AoA, because the two forces would be aligned with one another. But in the Tomcat the two axes are misaligned. If you change the thrust the balance is disrupted. The airplane is essentially thrown out of trim, and the AoA will fluctuate. (Increase thrust = pitch up moment, Decrease thrust = pitch down moment) The aircraft will still have a net pitch down and descent with loss of thrust or net pitch up with climb under excess thrust, but in terms of AoA reacting as described- that should be accurate.

MEMORANDUM FOR ALL DCS F-14 PERSONNEL FROM: Recruiting Officer, VF-111 SUBJECT: Requisition for Applicant F-14 Aircrews and Other Interested Parties VF-111 SUNDOWNERS is seeking new PILOT and RADAR INTERCEPT OFFICER aircrew of all skill levels. VF-111 was founded in the fall of 2018 and currently operates the F-14A Tomcat as a member squadron of Carrier Strike Group One (CSG-1). Our mission set is air superiority, fleet defense, and strike. We train for complex large scale operations and emphasize the execution of realistic procedures and tactics where possible (and practicable). We utilize SRS for voice communication during flight. Official flight times are Sundays at 2030 Eastern Time with unofficial flights and training events throughout the week. Correspondence and planning during off hours is typically conducted via Discord. The onboarding process consists of a standardization period where applicants will be given time to familiarize themselves with the squadron and the nature of our operations. Applicants are introduced to our training program which will allow them to build confidence in their aircraft, and attain proficiency in our procedures. Once an applicant has become sufficiently acclimated to the environment and all parties involved have determined the applicant is a good fit, full membership will be granted. Ages 18 plus preferred- good attitude and team mindset required. More information about CSG-1: CSG-1 is comprised of two F-14 Squadrons (VF-2, VF-111), two F-18C Squadrons (VFA-25, VMFA-122), and one AV-8 Squadron (VMA-231). All aforementioned squadrons are in varying states in terms of staffing levels and initial qualification criteria. We encourage all who may be interested to stop by our Discord server (LINK).

VF-111 SUNDOWNERS is seeking new PILOT and RADAR INTERCEPT OFFICER aircrew of all skill levels. VF-111 was founded in the fall of 2018 and currently operates the F-14A Tomcat as a member squadron of Carrier Strike Group One (CSG-1). Our mission set is air superiority, fleet defense, and strike. We train for complex large scale operations and emphasize the execution of realistic procedures and tactics where possible (and practicable). We utilize SRS for voice communication during flight. Official flight times are Sundays at 2030 Eastern Time with unofficial flights and training events throughout the week. Correspondence and planning during off hours is typically conducted via Discord. The onboarding process consists of a standardization period where applicants will be given time to familiarize themselves with the squadron and the nature of our operations. Applicants are introduced to our training program which will allow them to build confidence in their aircraft, and attain proficiency in our procedures. Once an applicant has become sufficiently acclimated to the environment and all parties involved have determined the applicant is a good fit, full membership will be granted. Ages 18 plus preferred- good attitude and team mindset required. More information about CSG-1: CSG-1 is comprised of two F-14 Squadrons (VF-2, VF-111), two F-18C Squadrons (VFA-25, VMFA-122), and one AV-8 Squadron (VMA-231). All aforementioned squadrons are in varying states in terms of staffing levels and initial qualification criteria. We encourage all who may be interested to stop by our Discord server (LINK)

Made my own thread about this, but I'll put the feedback here as well for visibility's sake: 3 little things about the F-14A I noticed that may be worth looking into: First- based on reference materials, if the jet is on a dry paved surface, the brakes should be able to hold the jet in place with both engines in zone 2 afterburner (See NATOPS 7.4.7.3 Shore Procedures - Afterburner Takeoff). Seems like the brakes currently begin to give out around 90 percent RPM. I have tried with Anti-Skid on and off. Even in the B model it seemed like the brakes would give out early at around 85 percent RPM (B pubs say to perform engine checks during static runup at 90). Second- AB lightoff is staggered. This is an issue that was present in the B as well- AB very rarely, if ever, lights off and stages simultaneously. The result is a very jarring yaw moment in the direction of the delayed engine. I have never flown the aircraft myself, but the large amount of footage I have watched suggests that AB lightoff is effectively simultaneous between engines (both the GE and PW). This is not a control issue on my end- I have observed the behavior on both split and single throttle setups. I'd be happy to defer to SME input on this issue as it's not a major problem. If it's accurate behavior, maybe it (and brake behavior during run-up) would be a good candidate for a special options menu toggle. Third- There seems to be some kind of engine or drag issue in the M 1.1-1.2 range making the transonic to supersonic transition in level flight extremely difficult, even in a clean jet. If a dive is utilized to exceed ~M1.3, the aircraft can be leveled off and will continue to accelerate (to comical speeds, depending on your altitude). Again, no first hand knowledge here- but I assume that a 4th gen interceptor should be able to attain supersonic speeds in level flight- especially in low drag or empty store configurations. As before, I'd be happy to defer to SME guidance on this.

Hey- love the module so far. Couple things I noticed that may be out of whack. First- based on reference materials, if the jet is on a dry paved surface, the brakes should be able to hold the jet in place with both engines in zone 2 afterburner (See NATOPS 7.4.7.3 Shore Procedures - Afterburner Takeoff). Seems like the brakes currently begin to give out around 90 percent RPM. I have tried with Anti-Skid on and off. Even in the B model it seemed like the brakes would give out early at around 85 percent RPM (B pubs say to perform engine checks during static runup at 90). Second- AB lightoff is staggered. This is an issue that was present in the B as well- AB very rarely, if ever, lights off and stages simultaneously. The result is a very jarring yaw moment in the direction of the delayed engine. I have never flown the aircraft myself, but the large amount of footage I have watched suggests that AB lightoff is effectively simultaneous between engines (both the GE and PW). This is not a control issue on my end- I have observed the behavior on both split and single throttle setups. I'd be happy to defer to SME input on this issue as it's not a major problem. If it's accurate behavior, maybe it (and brake behavior during run-up) would be a good candidate for a special options menu toggle. Third- There seems to be some kind of engine or drag issue in the M 1.1-1.2 range making the transonic to supersonic transition in level flight extremely difficult, even in a clean jet. If a dive is utilized to exceed ~M1.3, the aircraft can be leveled off and will continue to accelerate (to comical speeds, depending on your altitude). Again, no first hand knowledge here- but I assume that a 4th gen interceptor should be able to attain supersonic speeds in level flight- especially in low drag or empty store configurations. As before, I'd be happy to defer to SME guidance on this. Keep up the good work!

Also worth mentioning we are getting ready to begin a training rotation at NTTR in the next month or so. This rotation is planned to include a fighter weapons course to develop stick and rudder / flight tactics and then a Red Flag type scenario to develop skills required to participate in large scale operations. Now is a good time to get involved with the group! We are accepting folks of all skill levels, and provide 1 on 1 training- so long as you have a good attitude and are willing to keep working at improving your skills.