Spiceman

To answer the original question, yes, the TCS would pretty easily switch contrast locks. I’d lock some guy walking down the flight line and if he passed by some other guy, or even a fixed object, the TCS would quite often switch to the new guy/object. The chance of it switching was directly proportional to how much of the acquisition window the intended target occupied.

I’ve heard it since day one in the ECS sounds in the jet and it always sounded to me like the ECS sounds were sampled in an airliner and caught the fasten seatbelt chime.

One of the more common VDI gripes we’d get in IWT was for distorted hud symbology in the form of burrs that would appear at the end of lines, where the electron gun was late in blanking as it moved to the next symbol. I’m guessing from your response it might not have been as common as I remember.

I can sort of understand why HB wouldn’t want to add the real world pointing/bore sight errors that were ever-present in the hud image... the community at large just wouldn’t appreciate it and constantly complain. But what would be really cool would be to see the bleeding image effects under G that were ever-present.

For all of this talk of block this and block that, I don’t remember ever hearing the word “block” uttered in my 10 years in the F-14 community. The planes just were what they were. Some had this upgrade (AFC) and some had that upgrade, but the word “block” was just not in anyone’s vocabulary that I recall.

Yes, if you’re referring to my post, I’m talking about ALR-45/50, ALQ-100 jets.

I can speak for fleet Tomcats between 1984 and 1995 with the ALQ-100 and pre-GPS. There were no blister radomes anywhere. All ALQ-100 antenna radomes were flush, not that it really mattered... the ALQ-100 avionics themselves were just ballast... in the airplane for weight and balance but not connected. The radomes were all just painted over and you’d never even know where they were by looking at the jet. All fleet jets had the TCS, only the RAG didn’t have it. We never had to remove our TCS to “share” the system due to lack of supply or anything like that. Our jets had the ALR-45 and 50. I agree that to get to the next earliest versions of the Tomcat from where we are now would be to remove the blister radomes, add the ALR-45/50, put a blankoff plate in place of the ALQ control box, add the HSD/ECMD control box and functionality, and you’re pretty much done.

I have not read every post, but have you tried downloading and running a VRAM test on your GPU? I was having the exact same error, struggled for months. Finally ran a VRAM test on my GPU and it failed. Replaced the GPU and it fixed it. Just a thought.

Find the audio file and modify/replace it.

You don’t *need* to do two minute turns. Faster aircraft are incapable of two minute turns given that you don’t want to exceed 30 degrees AOB in IMC and anything over a TAS of about 220 knots will require more than that. Higher performance aircraft typically do half standard rate. Holding patterns will require either a particular leg length or a particular inbound leg time to the holding fix. As for turn rate, the rule is standard rate (1/2 standard rate if you choose) or 30 degrees AOB whichever occurs first.

Think of it this way. The airplane always has a big, fat, constant target right below it, the ground. The ground is at zero Doppler or very close to it most of the time. Not when you’re climbing or descending, or rising/falling terrain, but that’s minimal. If you don’t filter that out, it will drown out everything else and you’ll have a constant target sitting right on top of you all the time. You’re getting your 10,000 watts of power reflected back from the ground just a few thousand feet away. You’ve got to filter that out.

This might help a little as well.

It’s engaged for DFCS IBIT. DFCS IBIT disengages it as part of its test (not modeled). So it is off for takeoff.

You might find this useful.

How about this... a bindable “Hook Target” that when pressed, puts a circle around the closest track file, if you press it again within three seconds it jumps to the next closest track file, so on and so on. If you don’t press it for three seconds Jester then hooks that track file. Then on top of that there is a bindable “Next Launch”.

The carrier is coming to a stop whenever one of the static tankers enters it's detection zone. Here are two missions, with the carrier being the only unit in them, and the boat is stopping. In one mission at around time 0825 and the other at 0900. In each case you can see the oil tanker enter it's zone. Edit.... it seems to happen when a static tanker is halfway between the detection range and engagement range. NewMission.miz Carrier_Stopping3.miz

We had a RIO in 41 we called Biff Biow The RIO. His name was Biow and he just dripped of “Biff”.

It shows the state of balance between centrifugal force and gravity. Slip is derived information from the indication.

@Kula66 You can fly any course to anywhere in the F-14.... Google some ADF/NDB navigation tutorials, it's no different... "push the head and drag the tail".

If it wasn’t, I’d think tank jettison would be in the pre-combat checklist.

We never carried Phoenix on the wings in VF-41, and I never saw any other squadron that did during my time (86-95). We had two standard loadouts, 2/2/2 and 4/4/0 (four AIM-7, four AIM-9). The coolanol that the AIM-54 A’s needed was a big factor. The Phoenix was much more highly valued for its launch and leave capability than it was for its range during my years, from what I remember of the way our crews talked about it.

You clicked off TACAN steering. That’s where I was going wrong. Thanks...

The ADF function does not seem to work at all. Has anyone seen it work?

They are certainly on different frequencies. If anyone tells you different, just point them to the DDD which has two dial selectors for the two TWTs, the radar TWT and the CW TWT (radar channel and missile channel).

I stand corrected!