r4y30n

But Cobra specifically stated F-4 features would be back ported to the F-14 in the screenshot further up… I’m not saying everything shiny and new will be ported but certainly not nothing.

Pretty excited to see that stick deflection strength feature, and equally excited to see it get back ported to the F-14. I’m a firm believer it was never supposed to be possible to tear the wings off in the first place due to the combo of eddy damper and bob weights.

Responding to every thread that’s been written about the MCB is not going to get your questions answered any sooner. If you think it’s a bug then write it up in the bug forum with all the notes and logs/tracks and HB will have a look.

Technically it is red, colors just tend to fade to white when the brightness to exposure ratio is too high. I’m guessing the current lighting values for the EIG are exactly the same as daytime since IRL that is the case. Maybe it would make more sense to bring the actual brightness value down to show the color more accurately but add bloom or something to convey the real life annoying brightness.

There’s a fairly short list of conditions that cause the MCB to open. It’s not like the engines make X amount of thrust normally and X+1000 lbs with the breaker pulled. It’s more like you always have X amount of thrust, except occasionally when the MCB opens and takes away some of it. As for testing the system, shouldn’t the fuel flow dip when open? Set up a stable cruise and shoot the gun, that’ll open the MCB for 5 seconds.

Awesome!

Doing that would be the cross controlled flight Mike mentioned. Roll reversal is caused by adverse yaw and if you add a boot full of rudder in the same direction you’re going to end up in a flat spin, headed out to sea.

Well that’s above and beyond anything I expected from “dynamic cockpit elements.”

These are the kind of details I really appreciate in a sim. The things that make real pilots say “wow, they did a good job here.” Sure it’s a tiny detail but so is accurate oil pressure.

I thought I had read in one of the Grumman books that the wings weren’t built to handle the drag of being out at high speed, nothing to do with G loading, but maybe I’m misremembering.

I mean, you kind of are… Older variable sweep planes had to be strong enough to survive any achievable IAS with wings forward because they were manually controlled and had to account for pilot error, not to mention their sweep mechanisms were too slow to keep up with acceleration. The Tomcat didn’t have as much of a weight penalty for the variable sweep because the mechanism was automatic and fast enough to keep up with the plane so the wings were designed to be only as strong as necessary for the sweep schedule. Putting it in manual forward should risk breaking the sweep system or bending the wings, though I don’t know how high that risk actually is.

From what I’ve seen, 15 units typically represents “on speed” for US aircraft and 30 seems to be stall. Peak maneuvering performance varies, in the F-14 it just happens to coincide with on speed. I believe the Phantom is more like 10-12 units. The purpose of units, though, is to ease transition between aircraft; the AoA gauge is always used the same way regardless of aerodynamic differences.

I think there’s confusion between legally available and readily available.

And with a locked target you have quite a bit more reach than an Apache.