Victory205

Thank you, The mishap is sad, but the speculators bother me almost as much as some of them seem gleeful to lose a fighter pilot like Dale. Pertaining to the amateur accident speculators, not you Reflected, all I can say is that it is a sickness that runs deep, caused by the hatred that comes with envy. No one knows what happened yet, so putting trash up for views that bring in cash is reprehensible in my view.

Agreed. This whole thread needs to come down. I was overly optimistic in my original post that members here would be respectful. Let me see what I can do.

Good move. Before I go, I will reveal that M61A1 sounds like the one in the video above, but disgronificated to smooth the amplitude spikes and synchronize the nodal impurities in the fourth and fifth octaves. Unless the aircraft is inverted, of course.

Is a “Beep’n’tweeks” the same thing as a “Boffin”? Love British vernacular. F4 drivers replacing every “F” with “Ph” is a different matter…

I wasn’t around when most of the module was created, nor have I commented on the gun sound one way or the other. However I can assure you this, I remember exactly what firing the gun sounded like, and can without reservation state, young obsessed Brian, that you don’t, and will never have standing to claim otherwise.

Hoser calculate engine thrust? That’s a good one. I understand that few of you have the background to discern the difference between BS and truth, but understand that there are made up embellishments everywhere, including on the various podcasts and media channels, where even “popular” creators are focused on self promoting for an audience of lay people. You’d do better practicing your tactical maneuvers than focusing on minutiae that doesn’t matter whatsoever on the battlefield. You aren’t being held back by some misplaced notion of enhanced thrust, it’s your lack of understanding of the geometry and execution of the maneuver.

The engine bleed on the F14 or any fighter sized aircraft is minuscule. It provide a low pressure differential, 5.5 psi, to a very small cockpit volume and cooling for avionics. It isn't like an airliner bleed system that must pressurize a huge cabin area at 8.6 or higher psi differential. Turning off air source was a dumb idea, the VDI and HUD would overheat and fail in addition to the weapons systems issues that have already been described. The folks who said they did it were more about pretending to look clever than any real advantage. How long are you going to stay "stuck on stupid"? I mean really, get a life people.

OK, there is confirmation coming from the family. Dale was killed while flying an SIAI Marchetti SM1019 today, just after noon local on the Lewiston-Nez Perce County Regional Airport. I’m not going to post any links to the news reports or engage in any accident analysis. I generally despise the handful of nitwits, most of whom are have zero formal safety experience, who do this for clicks and compensation on YouTube. Dale is gone, he had a remarkable career, let the man Rest In Peace.

Some bad news coming out of Idaho concerning Dale, will post more when I get more information.

It’s like spending a 900 hundred million to purchase the Mona Lisa, then painting bigger tits on her, because you think Da Vinci’s version of her mysterious, alluring figure was “broken”.

How does the real gun sound?

A VF41 F14A broke a nose strut where the launch bar attached in 1986-87 timeframe. We were at sea and there was no way to inspect (NDI) the struts on the F14 fleet. Therefore, the stand down lasted about 12 hours, and we were declared “launch-worthy” again, and operations continued unabated. The mishap aircraft (flown by a USAF exchange pilot) would have been around seven to ten years old, IIRC.

Never turn on your taxi light at the ship.

All external lights are kept off while taxing on deck. Turning external lights on when taxing signifies that you have experience brake failure. So lights are off until ready to launch. After trap, once aircraft stops, turn external lights off (pinky switch on the outboard throttle).

Burble requires three corrections- Anticipate reducing power, adding power, reducing power. Always fly the ball. Might need some down DLC if you are overpowered crossing the ramp for the last correction. You’ll figure it out with experience. You don’t “flash” your external lights. When ready for launch at night, just turn the lights on and leave them on. Lights on is the signal, no flashing required.

Welcome to Naval Aviation.

So you referenced, over and over, your “precise” testing using True Mach off of the info bar, and it doesn’t exist? Man.

Can you share how to make the info bar display True Mach number?

I did some investigation last night, including timed runs, and am in the process of reducing the data. The problem includes interfacing the cockpit indication with the performance charts. A pilot flys the instrument that are available in the air, not an info bar. The idea that an info bar is the holy grail was never valid. A pilot uses the instruments in the cockpit to maximize performance in combat, therefore, the cockpit information should be correct and valid with respect to the EM charts. One must be mindful of the references on those charts. Most provide IMN or IAS (a few don’t). There is also instrument position error causes by Mach effects. I am not sure that any other modules model the large transonic static errors, or how DCS handles that in their calculations, and whether other aircraft performance charts incorporated those into their presentations. If you know, which will require studying the instructions to the chart included in the performance manuals. There is a lot more complexity behind the scenes than you are able to see right now, especially with Mach. It would be nice if DCS followed through, and standardized and calibrated all data, including transonic effects, once and for all. It isn’t easy to do, but that would provide a better basis for tailoring aircraft vs aircraft performance.

About time you got your act together. Was about to send you off to the Air Force due to boarding rate issues. Must have been all of that F14 pilot mentoring you got. That info would be in an Aircraft Recovery Bulletin specific to the ship. The T45 CQ instruction mentions that the wind will be “between 20-30 knots”. All things considered, I’d recommend 20 knots of WOD. The higher the wind for a given glide slope, the less hook to ramp clearance, and the flatter the approach. The approach speed is so low that 20 knots of Recovery Wind results in a leisurely closure rate. Jet looks so tiny on a big deck carrier that you don’t even need the hook.

Nope.

It is amazing to see the difference in mindset. There is a reason I say that “ego is the enemy”. The goal is not to be right, it’s to find the accurate answer. Pretty easy to see the effects of “you don’t know what you don’t know”, and how people who presuppose outcomes are a waste of time. When flight testing, every instrument is calibrated before being used for data acquisition. Does anyone here know the basic means of verifying something as simple as airspeed? Hint, it doesn’t involve asking a vendor if an instrument is “accurate”.

Don’t forget runway slope. What are your acceptable distance parameters? Ten, fifteen feet or so?

Lots of interesting information in the publication concerning turbojet performance considerations, high speed flight dynamics, including Mach effects, stability, etc. We used it as a base document for advanced strike aerodynamics. Everyone should have a copy sitting on their shelf.