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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.

In a sense, the engine compressor doesn’t know the ramps are there. It just multiplies whatever pressure is coming in by its overall pressure ratio, about 20:1 in the TF-30 and about 30:1 in the F110.

Much rather we have believable AI pilots than creepy chat bots in the back seat.

Getting back to OP, check out the position of the 3rd ramp (the furthest back) the F-14A vs B at subsonic speeds. The bypass slot is a lot bigger on the TF-30 because, as mentioned by others, the intake was oversized for that engine. And, to be more clear about the ramp function, yes, the goal is to slow the air to subsonic speed so the engine can function but it’s important to note that slowing the air increases pressure, which is good for power. And compression via shock wave is far more efficient than doing it in the engine. That’s why ramjets and scramjets can reach such high speeds, they rely entirely on shock compression. It’s another one of those things that’s technically ideal but adds expense, complication and weight to the platform, kinda like the wing sweep system.

Any update on this issue? Still present in current OB.

Thanks for the heads up, glad to hear it’s at least a known issue.

In BS2 there was heat blur from the exhausts when the engines were running, most apparent when on the ground or in a hover, but in BS3 it seems gone entirely. Is there a reason this was removed? Is it WIP? In the photos I’ve found so far the effect seems subtle but definitely present. In the attached image you can see the trees are hazy around the aft end of the helo.

Awesome, thanks for the reply!

So how would one setup for an alert 5 on the boat? A stored heading doesn’t seem feasible in that case.

Does anyone know the relationship between the AWG-9 in the F-14 and the AWG-10 in the F-4J? Surely the Phantom unit came first… But then why are they not chronologically numbered?