Victory205

I'll check again tonight. I saw 1.3 IMN on the deck in one of the builds and 2.5 above 40K. Are you unloading to half a G? Speed is Life, you have the right idea!

Hard to say. The HUD in the F14 was fuzzy and far less crisp than the Hornet. The VDI wasn't very high resolution, and I just turn on the instrument lights on every flight due to the limitations of dynamic range of the sim. I do that in all of the modules, frankly.

You are hearing the ECS, which was so loud that the pilot couldn't really hear the motors. Some guys turned the ECS off on final so they could hear the engines spool. I'd rather not sweat...

Are you hitting the NWS button to engage the autopilot mode?

Sorry, meant to address this earlier, but lost track of where the message was located. You are asking if there is any way to have ICLS or AWL and digital DME displayed simultaneously. The answer is no. We simply used the DME on the BDHI on case III landings as it was accurate and easy to interpret precisely. It was also quick to push the AWL button on the PDCP in real life. In the sim, the BDHI DME value is difficult to see. The workaround is to have the PDCP TACAN and AWL mode switch key mapped to your keyboard. I don't think that we can map it to a controller yet. So basically, as you turn abeam the landing area on the ship, click over to AWL mode to get the needles. In real life, we didn't need to reference the needles in the day pattern because the ball was relatively easy to see compared to the sim, and the ship often left them off so as not to emit too many signals. Or, you can just use that big, beautiful Ticonderoga Class cruiser to set your abeam distance in the Instant Action Mission. It sits at one NM.

Why do you guys post stuff that you just make up out of thin air? The answer has been right here for weeks- https://forums.eagle.ru/showthread.php?t=232275

^^^^ This Gent gets it...

If he isn't comfortable providing a FREE manual then that is his business and you will will have to live with it. Leave the guy alone. It's an opportunity for someone to write their own manual to share with the community.

Are the command bars moving on the wing sweep indicator according to your wingsweep switch inputs? If the command bar is moving, and the indicator is showing your selected mode, then the wing sweep handle is not in the spider detent. You'll have to fool around with it, and trust me, it was more aggravating in the real aircraft sometimes to get it engaged.

Good freaking question! Anti-skid is for stopping, not taxiing. The sensors can signal a release below 10 knots, meaning you can end up going off of the side of the boat. Great for maximum stopping power on the landing rollout however.

IS this after a cold start? Sounds like the wing sweep handled isn't engaged in the spider detent.

Have a look at the Case I landing guide in the sticky section. Selected using several switches on the PDCP, and the course line on the HSD.

Not quite sure as to your scenario, but if you raise flaps with Spoiler Brakes armed, the outboard module powers down and the outboard spoilers stay extended. The spoilers are fly by wire, which is why they are finicky. Used to have to cycle the two CB's to reset them frequently on deck.

You know it deck runs just fine if you are careful with the pitch inputs... ;)

Don't try to fly using the HUD. Keep telling you FBW HUD cripples, but the F14A/B HUD is not designed as a primary flight instrument. It lags, jitters and will lead you down an error ridden path. Learn the pitch attitudes and power for your desired configuration and flight path.

Agree, in many ways, it is more difficult in the sim. I was referencing the poster who essential said that the F14 was easier than he thought.

Best explanation of this phenomenon that I've seen...

When I was a Nugget, the old sage RIO who broke me in would just do a calm, low key chuckle when we boltered at night. It was his way of keeping me loose, calm and confident. He never said a word, just that little chuckle. Still love the guy and keep in touch with him.

It isn't difficult to fly if you know how to fly... ;) Use the ample buffet feedback in ACM and control inputs accordingly. All detailed in Handling Tips stickie above.

Jester will not save you... ;)

Are you starting trimmed up hands off? What bank angle? Are you getting slow? Try making the turn by pushing with one finger on the side of the stick only, and see what happens to AOA. Leave the power constant, and roll into a 15 degree AOB, what happens to AOA? There is a tendency to put aft pressure on the stick in turns, even at 20-25 degrees angle of bank, and if you read my tips paper, you'll see that you may need to add power to keep the rate of descent under control. Power causes the nose to pitch up, and if unchecked, it can cause a slow AOA depending upon what the trajectory happens to be at the time of power application. If you get slow, you'll need a little forward pressure on the stick while you add power, which will pitch the nose up at the same time. The opposite is also true if you get fast. See what is happening here? Each power correction requires three subtle movements. One to start the change of rate of descent, one to stop the inertia of that rate, and a final one to sustain the new rate. It's exactly like flying formation. You will constantly be making small changes. You shouldn't be killing snakes in the cockpit with your control stick. ;)

When I say "turn off the HUD", I mean for landing only of course. ;) Most left it in Landing Mode when just cruising around to get the heading and FP marker, and switched to A/A or A/G for social work. When I started testing the various builds, I spent a lot of time just flying level in the landing configuration to determine the pitch and power settings to keep the aircraft on speed. I then practiced turns at various bank angles to determine power settings for different rates of descent. One aspect that took a lot of tweaking was the thrust line location. The aircraft came alive when the Geniuses at Heatblur got that right (they are geniuses, I'm not kidding). I posted the general settings for the current release, but you should find your own by doing the same thing. Set it up and practice slowing down and trimming up to on speed. Try go arounds and note the stick position to stop the pitch up and lead for level offs. Definitely practice the break maneuver, but know the procedures and sequence first. Don't practice bad habits. Stay after it. This thing flies like an airplane. It isn't dumbed down at all and it requires techniques that Student Naval Aviators learn from day one in training.

Use Airspeed until below say, 180 knots or so on approach with gear and flaps down. Then as the tape approaches the on speed 15 unit mark, transition your scan to the AOA indicator, and as you trim on speed, to the AOA indexer (the Donut for you USAF types).

The E Bracket wasn't accurate or smooth enough in the aircraft. If it is usable in the sim, it needs to be "detuned". I mean it would bounce all over the place in the real aircraft. I understand the Hornet HUD cripple phenomenon, but as you slow to approach speed, pick up the AOA tape and indexer and fly that. Once you are trimmed on speed, the trim and very small stick pressures to counter pitch on final approach will take care of AOA for you. Read my landing tips above. The pitch response is still being tuned as well. Very complex, it's taking a lot of trial and error. We'll trial and error until it is right.

Don't use the E bracket. Use the approach indexer.