Victory205

No. It could be called up by the RIO vis a CAP entry and had to be further decoded because it read out as, get this, an octal. Pretty nifty, eh? Think Apollo Guidance Computer here.

15 units is above sustained AOA and will tend to bleed energy depending upon altitude, weight and drag load out.

This is insightful advice. Give it a try.

This is the best affirmation of the superiority of the Heatblur flight model that I’ve ever read. Thank you!

Dan never flew the F-14, nor any aircraft that sported a velocity vector AFAIK.

Concur. Did you do the Northern Wedding cruise in 1986 and the around the Horn Med Cruise in 1987, leaving Nimitz on the West Coast? Blue Nose/Shellback?

Your rudder inputs are causing Sideslip, which is the behavior displayed on the HUD symbology. Sideslip isn’t a primary means of managing altitude. Roll with lateral stick and a little coordinated rudder, which is neutralized when the lateral stick is removed to stop the roll. The rest is using angle of bank to position the lift vector to control climb or descent.

You need more time on downwind to get stable. Start at 400KIAS, this makes the following sequence occur at a manageable rate. Delay your break until you are 4nm ahead of the ship. Roll, pull, throttles idle, speed brakes out, wings to Auto at 300 KIAS, Gear down at 250, Flaps at 200, power up to arrest the decel as soon as you move the flap handle, trimming the whole time. DLC engaged when you are level downwind under control, well trimmed and just a little faster than on speed. Then descend to 600 MSL. Memorize the sequence and practice the maneuver before attempting the rest of the approach and landing.

Max trap 54,000lbs on speed AOA with DLC engaged and neutral should be ~ 137 KIAS on the cockpit airspeed indicator. 131 KIAS DLC stowed. That’s what I’m seeing.

Are you kidding? Larkis is my hero. He spoke his mind and no offense whatsoever was taken. Funniest thing I’ve read in years. I’m making fun of myself, which is offensive to people these days. As I said, far too much drama around here. More flying, less talking.

Way too much drama here. Be patient, great stuff coming. I’ve never been more excited about the way the module handles. The Heatblur geniuses are committed to getting it right.

I’m still here.

Most savvy aviators with any experience don't buy this story. The premise is true about the differing groundspeeds, but anyone who flies in the Flight Levels knows that all of these aircraft are on different frequencies. ATC is divided into different sectors and is also divided into several altitude spectrums. The SR71, F18 and the Cessna/Twin Beech would not be on the same freq due to VHF vs UHF and definitely separated by the low vs ultra high altitude spectrum. Entertaining story, but it's bullshit.

Okie was a RAG instructor for two tours as a MTC Officer (massive job) and also ran the tactics phase on one tour IIRC. I don’t recall if I ever flew an event with him or not, but he was around and available for answering questions. Good guy, direct and knowledgeable, he was about the mission, not himself.

What's the guy's name? I graduated from NFWS in early 1986. Story from where I sit is complete bullshit. The engines didn't surge at any alpha. I had exactly one compressor stall in over eight years - I induced it approaching zero airspeed entering a tail slide because I moved the throttles to keep from exiting the top of a working area at around 30,000 MSL. Engine recovered after a few pops. Some of the crap I hear has to come from guys who never flew the A, or they came late in the history when they were getting below average pilots who primarily dropped bombs, or they are just embellishing stories that they heard passed down. The guys on The Fighter Pilot Podcast had me wondering if they actually had flown the aircraft a couple of times.

When I take the time to comment, you can take it to the bank. No one used the HUD like you are suggesting to land. You couldn't even see the entire display without leaning well forward, and the FPM, VSI and RADALT jittered badly, especially in turbulence. The FPM latéral position has nothing to do with slip skid, unless there is no wind. Ask Oakie what he thought of the HUD for landing. He's easy to find. Let him know that you are a Conehead, he'll understand.

You and your weapons system will be cooked in short order. The amount of extra thrust, if any is arbitrary, as is engine stall margin with the bleeds closed. In short, no one knows what the goods and others are for this. The engines on the B have so much thrust that I can't imagine this making a difference at all. Everyone constantly looks for shortcuts when they should be focusing on practicing their flying. Go out and practice being smooth in a variety of maneuvers at altitude, no matter what you are trying to refine. Seems to me that people are struggling to learn to fly a standard airplane, that isn't dumbed down and flies like an airplane, and can't grasp that it isn't the platform.

I don't have a floor stick. Rest your arm on an arm rest or your thigh/kneeboard.

Cockpit pressurization and conditioning. You wouldn't want it off for long. Another BS technique really.

No curves whatsoever, 2-3 DZ on all axis. Best approach is to focus on your own skills and stop looking for magical solutions. Use your time to practice basic instrument flying using the VDI.

Turn it off.

Fly-the-ball.

Landing with speed brakes extended is to put turbojet and especially turbofan engines in a more responsive range for precise glide slope control. Do the landings correctly or your bad habits will come back to haunt you as the module continues to develop. Quit looking for shortcuts, put in the work.

That rust bucket had a propensity to end up at your six hosing 20mm HEI at your ass...

Signifies the Battle E and or Safety Award. Former for combat effectiveness the latter for an accident free year. Somewhat complex in that it weights exposure to risk and is competitive between units.