Below Average

https://www.cnatra.navy.mil/local/docs/pat-pubs/P-825.pdf Here is the basic principles. However your not going to get real life timelines and tactics. Those sir are not public.

I need an IRAF skinned F-14A in my life.

While the brake accumulator works and you can pump the probe out, the gauges are INOP.

If your looking for a kneeboard card to use regular checkout my checklist/reference guide.

I have gone back and forth with the hud trim a few time and what I now do it trim the watermark W to the 0 degree pitch ladder on deck so longs I am not parked on a incline or decline (never seen it in DCS). The Hud in the Hornet is the primary instrument and not in the Tomcat.

Never heard anything good about it. Sounds great in theory.

Would be nice.... Interesting fact, the Blue Angels are having trouble with the Echo as it is purely electronic and has no mechanical connections between the flight controls and the stick exist. It delaying the transition. Something to do with not having the same fidelity for the extremely small inputs the make to fly their tight form.

Same thing with Hornets. Greater than 360 degrees can lead to a departure. Also you really never roll beyond 360 and if you did your like making a BFM error. Unlimited rolls are for airshows. Fighter jets are designed to be unstable so they can be more maneuverable. Because of that attention must be paid to where the limits begins and you must absolutely adhere to them.

Another lingo thing. If someone says Gate it’s means Max.

Could you share some more recent yet pre DFCS Natops. Thanks.

Attached image from non-DFCS tomcat natops.

In real life engine IR signature is not as straight forward as you might think. Smaller sized engines that produce less total trust doesn't mean cooler IR signature. You called the Hornet smaller and weaker but do you know how hot its IR signature really is? Just food for thought.

The FM flys pretty close to the EM diagrams. The Cat is a rate fighter and it has decent turn performance and a very good thrust to weight ratio.

My understanding from Natops (F-14B, 2001) is the AFCS switch are spring loaded and once paddled off should and do shutoff. The SAS switches shouldn't move unless manual moved. The SAS roll and pitch stability is off when depressing the paddle switch but once released the system comes back, however the switches do stay in the on position the entire time. This is what I gathered from both the F-14B 2001 manual (which is inappropriate as it has the upgraded DFCS) and an earlier Natops from an A (non plus) model. As for the engine modes both sec and manual mode, WonW and WoffW I cannot get the paddle switch to do anything. Now I am basic my research of the F-14B, 2001 manual and would imagine the F-14A+ manual says the same. Unfortunately I cant find that manual. The wing sweep numbers are what the cat does in DCS and not what the manual says it should. For the first part of part 10, as per the Aatops: Note: Failure of the engine to relight above 59-percent rpm indicates a failure of the N2 deceleration auto-relight logic. The issue is the relight is occurring at about 42% which is 17% lower then the allowable limit in Natops. When quickly going to cutoff then idle, the engine flames out and the deceleration auto-relight logic should catch this and start firing the igniters. Normal Engine idle is 62%-78% and in DCS I have normally seen 71% which gives about 12% above the normal start logic (10%-59% with the throttle in idle the ignition will operate). When going quickly to cutoff then idle the engine has 12% to spool down before the normal start logic begins firing, however during the decel the N2 deceleration auto-relight logic should start the igniters and fire them for 20 seconds and stop the engine from decaying below 59% and effectively relighting the engine. So the Airstart switch currently modeled has no effect and will be removed? Id imaging the airstart switch is for the TF-30. Will we get the ignition button on the side of the throttle for the B or atleast an effective binding? The system is supposed to keep the engines at mil while the aircraft is at higher speeds (1.1+ IMN) to prevent inlet buzz and pop stalls. Natops doesn't talk about much besides the AFTC controlling the idle lockup in Pri mode and sourcing the IMN from CADC.

BLUF: Ran the pilot FCF-A Checks and found numerous systems that are either improperly modeled, modeled partials or just not modeled. Background: While tanking in a popular server the AI took a cheap shot, I broke away and took some damage. The damage was mainly to my combined system and wing sweep actuator and I ended up loosing all combined hyds. I emergency extend the gear and landing with my wings swept to 55 degrees with no flaps. Before I got it on deck I broke out my PCL and through the appropriate EPs. Not everything worked according to the book and became curious on how accurate the HB F-14B really is. I jumped into the FCF-A (Functional Check Flight Alpha profile in chapter 10 of Natops 01-F14AAP-1 1 AUG 2001) checklist as that is the best way for a pilot to check and see if a system is working or in this case modeled properly. The testing: 1) Park and Aux accumulators do not rise with combine pressure and have no indication in-flight. Emergency brakes work however and do appear to run out. 2) Egen works with 0 psi combine pressure, transfer pump off and flight hyd pressure. Zero combine hyd pressure14 should result in no Egen. 3) Egen test... Inop I believe this is a known and in the Heatblur manual. Same goes with the OBC. 4) Paddle switch disengages roll n pitch aug switches and does not switch to engine to manual mode and sec modes. As far back as the 1972 preliminary Natops the roll n pitch should only be disengaged momentary when holding the AFCS emergency disconnect paddle. The SAS switches should not move. 5) No speed brake stab shift. The gauge indication nor the stab move. The speed break interconnect is not working, not sure if the flight mode part works but the visuals don’t. 6) Trim doesn’t go to 9 degrees TED. Not sure why but I am not getting full throw as per the manual. 7) DLC trim not accurate and inboard spoiler gauge has an animation issue. 8) WRS and DTFO inop (LSXC). I believe the Tomcat we have is a very early B that did not incorporate the Digital Flight Controls that most B’s had later. This is evident by the SAS panel being similar to old As. 9) Asymmetrical switch guard doesn’t reset asymmetrical switch back to on when guard secured. 10) Auto-relight logic lights of at 42% during on deck checks. Failure or lack of of N2 deceleration logic. NFM 2.8.1: At rpm above 59 percent, ignition is provided if N2 deceleration exceeds a 5 percent rpm per second rate. Ignition continues for 20 seconds after N2 deceleration falls below the 5-percent per second rate. and... Spool down relight fails (airstart switch not effective, staying above 300 IAS has no effect). Engine indicates a relight witha rise in temps and fuel flows for a half a second then immediately falls off. Only way to restart is with a crossbleed. 11) At 35k wing sweep program inaccurate. ..8 IMN = 37 degrees... .9 = 56 .93 = 65. Doesn’t match up with natops. 12) No idle lockup. At 1.1+ IMN idle lock prevents rpm decay greater then 2% below mil, when less then mil is selected. Not modeled, important feature on most a supersonic aircraft. 13) ECS not properly modeled. Ecs off and dump fail to work, gauge just sits at old position. However when ECS is on normal the cabin pressure tracks properly. ECS has to be on for the cabin altimeter to work. Example: Climb to 15k, shut off ECS, try to dump pressure and the indication will still be 8K. Blow the canopy and it will still be 8K. Turn the ECS back on and now it indicates 15k. Must be a bug. More testing to come..