Victory205

Algore should have dubbed it the Bullshiternet when he invented it...

You mean the horizon line ends up above the real horizon on the HUD? Or, as you climb higher, the pitch attitude is farther above the VDI horizon line? FWIW, I click three times on my little mouse wheel to reduce VDI pitch by about a degree. This puts the VDI 10 degree pitch line on the aircraft symbol when onspeed in the landing pattern. It's simply what I prefer. After that, I don't touch it.

"IRL, the AIM-54A was not deemed suitable against fighter targets by the US Navy"? "Not to be employed against fighters"? News to me. Where do you gents get this stuff? It's remarkable.

Theoretical Question- Two identical aircraft are flying in formation at the same steady state speed and altitude, only difference is one is 20% heavier than the other. Both simultaneously pull into a vertical climb at same angle, no changes to thrust. Which aircraft climbs quicker and attains the greater height?

Virpil, no curves, no extension. MFG pedals.

It’s in work with the primary effect already addressed. Might make the next hot fix but no promises. However, every change is intertwined and effects other aspect that have permutations that have to be checked, those with physics aero backgrounds understand why.

Those numbers aren’t valid due to numerous changes. When the handling and performance are finished, I’ll issue an updated document. We aren’t there yet.

Think we had one guy that used them at night, can’t think of anyone who used autothrottles in the daytime. Different technique, rolling wings level from the approach turn didn’t work very well, they required a lot of nose movement that affected the hook to eye and so forth. The optical glide path gets very narrow with proximity to the lens. Everyone used autothrottles from time to time in the night pattern for workload relief, ie, while task saturated doing something else. Very little autopilot use as well, unless on cross country, holding in martial, capping at night, etc. Understand, the glide slope is flown with power, in all jets. AOA is constant, requiring little nudges on the stick to keep it onspeed, especially with power changes since the nose pitches with power changes in the F14.

Here’s a novel thought. If the nose it pitching up when you make DLC inputs, then don’t let the nose move when you make DLC inputs. Don’t know how many times it’s been repeated, not to mention that it’s covered in detail in the NATOPS carrier ops verbiage, as to what and how DLC should be used. There are cleanup items that have already been inputted for the next hotfix. One input impacts many others and requires additional tuning. It’s a trivial matter, all things considered. The pilot ultimately puts the aircraft where it needs to be. We also practiced no DLC/No Speedbrake passes. Learn to control rate of descent with power or you are going to struggle mightily. Have any of you tried a single engine landing at the ship or ashore?

@ Airhunter It’s basic arithmetic. You get a weight chit and calculate max trap fuel state in two seconds. The weapons weights are all round numbers. If you shoot or drop something, then the pilot and RIO do the math in their head and cross check with each other. If you need a “dynamic kneeboard” you really need to look into joining the Air Force. I am reminded that a former high school Algebra and Physics teacher I see every day said that very few of her students could read the analog clock on the wall of her lab. The horrifying aspect is that they didn’t want to learn how to read the clock.

I see now, it was Lunaticfringe who made the Magpul reference. I asked because the shooting world is replete with instructors and students who over complicate a relatively simple endeavor. They spend hours talking about finger or thumb placement, when ten seconds would suffice. A lot of that is marketing by people with big egos and little brains trying to make a buck. ^^^^^ This is your answer. Well stated.

Are you a shooter, Baz000? Pistols, rifles or both?

The deck color looks pretty good to me, and the greasy covering of the faded landing area markers as well. Looks like about the fourth month of cruise. The Super carrier deck is too light, like they forgot to install the non-skid.

The most important aspect of controlling the aircraft is not the grip technique, it’s having your right arm resting at the proper height while performing maneuvers that require a light touch- formation, tanking, landing, tracking, etc. I took my knee board apart, modified the base, and rebuilt it so it was at the proper height with the typical stack of cards or Nav plates clipped to it. If you are using a side stick or center with your arm hovering in mid air, you are practicing bleeding. Cut a notch in your chair to get the stick lower, your wife won’t mind…

You were confused because I misspelled the acronym for Speedbrakes. If you retract either device once you start the approach turn, you’re going to struggle to get squared away. If it’s in the groove to catch a settle while slow and you have to go to mil, you won’t be able to recover and need to go around. You’ll probably already be waved off by paddles. This will be far less of an issue in the A with the next hotfix. It didn’t happen often because pilots were generally squared away on approaches in the Fleet. No tactile feedback for the AB zones from the throttles. You can feel them in the seat of your pants however due to longitudinal acceleration forces.

Get quicker with your clicks on your trim hat. I use a standard length Virpil and it will trim hands off in the landing pattern or at Mach 1.5 I’d also advise using the Afterburner Gate feature under the F14 Special menu. Just use a button on your throttle to engage AB. Coming off the forward throttle stop puts the engines back into the mil range. This gives you more throw in the mil range and more precise control. Practice. Practice trimming to hands off. Practice level and level turning flight in the landing configuration. Note the FF settings. Note how the aircraft flys a little phugoid cycle. Notice how the nose pitches with power application. Notice how much power needs to be added when rolling into a level turn, note how much needs to be pulled off when rolling wings level. The A is a little underpowered (this is a simplification) in the landing pattern. The result to the pilot is that it’s more difficult to recover from a slow condition, and you may find yourself hitting the SPD BK/DLC micro switch and retracting those devices. If that happens, take a wave off and try again. Refrain from pulling back on the stick in turns. It’s already been adjusted and awaits the next hotfix update.

It also holds AOA far more tenaciously. The trim is accurate and behaves like the aircraft did. It requires holding for extreme accels or decels, but around the trim null, you’ll find that clicking quickly works best. You will constantly be trimming, two clicks up, a quick down, etc to get it right. You’ll find it so precise that if you are slightly fast, donut and chevron, that one click of nose up trim will get you back on speed. Pitch with power requires little nudges to offset. The real airplane wasn’t difficult to hustle safely around the boat, your landing grades should go up.

Fat Creason worked his ass off on this update. I thought we had dispatched him to the Great Beyond a couple of times, but he hung in there and kept after it. He single-handedly solved a maddening YAW SAS response to Beta that has perplexed the module for a long time. Lineup corrections, rolling in or out on a heading are now correct and far, far, far more precise. There are tons of nuances in the flight model changes that make the aircraft fly more accurately. Still a couple of things to tune up a bit, but have a look at the change log for items of interest. We went through the handling extensively. His new Callsign by the way, is “The Boogeyman”. Start calling him Boogeyman immediately, and take a moment to thank him for his work (“he can kill a person with a pencil, who does that?”)

I was waiting for this one. A lot of guys that flew the Digital engine gauges liked the analog ones better. The initial part of main flap extension causes a pitch up, followed by a pitch down. There is a reference to it in NATOPS handling characteristics if you want to read further about the trim offsets. Right now, the pitch down portion in the sim is there, but it is a little weak.

I’m just now loading the release build to have a look, but the freaking Ps 0 line width is thicker than .2 G at the max end of the chart, not to mention that the G references are bunched closely as well.

There are objective data points from airshow benchmarks at SL, but they are generally not distilled down for temperature effects or even G meter resolution and location errors. There is a difference between cockpit G and test data derived from flight test sensors at or near the CG, or aero instruments vs flight test pitot static installations mounted on booms outside of the flow fields.

I didn’t do performance, however, the methodology used removes human error. Right now, we seem to have anecdotal claims without evidence. Same old story. The referenced DCS F16 was “perfect throughout the envelope”, yet it was recently changed by DCS because it wasn’t perfect. So is it perfect now but. It before, or was it perfect then and afu now? Anyone purporting deficiencies in either direction needs show their work. Writing numbers on a forum doesn’t cut it, never has. Shouldn’t be difficult.

The A is faster at the top end.

Nope. Should be obvious as to why not. Extrapolations aren’t valid. Fly the profile level at the proper altitude for which performance data is available, at a demonstrated constant speed, and constant G.

Here’s another video for you to parse and analyze like it’s the Zapruder film. Be sure to make a list of demands to be immediately incorporated in the sim.