sLYFa

Well I just quited what billycrusher said. To be fair, he literally said that " all that is written in the text above (i.e. problems with side by side cockpit vs tandem cockpit), all 100% of it, have nothing to do with reality". Anyway, you are right that noone outside ED knows what the problems are and what not.

The same theory has been posted on the russian Mi-8 forum and has been answered by a developer to be "100% NOT true" https://forums.eagle.ru/showpost.php?p=3777571&postcount=950 I believe the reason is far more simple. Why should ED invest a huge amount of resources for a feature that will be barely used. I don't think most people are going to spend their precious simming time flying as a copilot in the Hip/Huey doing next to nothing. I love the idea if multicrew, but it's wasted on an aircraft where one crew member can operate every single system without being overwhelmed. And as for improved SA and proper flying procedures, thats something that can be achieved with a decent AI. A little harsh considering BST/ED brought us the best simulation of a transport helicopter available on a desktop PC don't you think?

Thats correct, only the points selectable on the RIOs Dest rotary are available for dest steering.

It is according to both the natops and real pilots.

He is still right in that the lack of a decent interior for any vehicle makes VR pretty much useless for CA

I found that banging it twice is too much in a situation where you only require a small correction. That may be different in the real AC but from my experience in the sim, once is sometimes enough.

Ideally, you wouldn't use DLC at all, i.e. keeping it in the neutral position all the way to touch down and keeping GS with throttles only. However, DLC does come in handy for last minute corrections at the ramp. If for example you see the ball starting to rise when you are just behind the boat, hit DLC forward once or twice (the NATOPS calls this bang-bang control) to prevent yourself from soaring over the wires. The same can be done when you start getting too low at the ramp. Hit DLC aft to arrest your sinkrate and spare yourself the emberassment of catching a one-wire. I really don't recommend using DLC anywhere else in the pattern, as it usually causes more problems than it solves. To sum it up: -tap it only once or twice, never more, for small adjustments at the ramp -dont use DLC to correct for glideslop/AoA errors anywhere else (use power instead) -never hold it down

AFAIK there is no way to change the trim rate(as in the real aircraft) . I also find the trim a little too fast but I got used to it, fine tuning the trim by momentarily tapping the trim button

Same here, turning off the displays gives a noticable fps boost

Thats only helpful if you know exactly how much trim you need in a certain configuration/airspeed, which you usually don't (except for takeoff). In practice, you let go of the stick and if the plane keeps flying straight and level, you are in trim. If it starts climbing/descending/banking, you need to adjust

I strongly recommend the real f-14b manual, if you can get a hold of it. It Covers every non-combat system and procedure and afaik includes a list of exercises for first familiarization flights. I also recommend the article on carrier ops over at hoggit. For me the most rewarding part was getting the case I and night recoveries right but this takes a LOT of practice. But I can tell you, night recoveries in VR are the most demanding awesome thing I ever did in a flightsim and I've done a lot of simstuff over the years. The nav system in the tomcat is pretty basic so you will be stuck with Tacan approaches for IFR at the beach but that's also a fun thing to practice IMHO.

same here, didn't figure out how to reproduce it though

HDG/GT mode is supposed to hold your current heading, not anything you set on the HSD/INS. This behaviour is therefore correct.

What lack of communication? Several HB members regularly post on these forums, much more than other devs (including ED) do. It's not HB's fault that ED decided tp delay the update. I was also a little disappointed but saying there is a lack of communication is simply not true IMHO. And besides, they don't owe you explanation on their internal development schedules. It is a much appreciated courtesy of them and should be treated as such

I don't think HB decides when to roll out updates, you should probably ask ED

no, thats a seperate filter (handle on the right side of the VDI)

What news?:huh:

And ACM JETT

I'm afraid they only use modex numbers for carrier ATC, so there will propably be no new callsigns. But I hope to be wrong

I also had this from time to time, without any pause/active pause. Can't reproduce though. The groove-time is also way off. Still WIP I guess.

I'm not sure if it's that simple. I've seen a lot of photos will both nozzels fully opened. Then there are ones with only one closed and some have them both partially or fully closed, whereas in the F-14A almost every photo has one closed and one opened. The engine section on anft.net describes pretty well why this behavior can be seen on the A models, it does not say that the F-110 nozzles should behave the same way (at least I didn't understand it that way). I also wouldn't necessarily expect the same behavior since the A's nozzles are operated hydromechanically (therefore not requiring electrical power) while the B's nozzles are electronically controlled by the AFTC. Hence, I wouldn't expect the nozzles to move at all after electrical power is lost (i.e. after shutting down the left engine) and thus remaining in whatever position it was before shutdown, which is mostly fully opened.

I suppose you mean the base recovery course (BRC), i.e. the direction the ship is going. This is something you would get from the carrier air traffic control, there is no other way this information is passed to the pilot Of course it is! It has all these beautiful round gauges needed for IFR flight (AR, compass, altimeter, tacan etc.) without any nasty and distracting numbers and arrows on your windshield :) The navigational system however is far from accurate enough for any sort of terminal approach procedure, so you are stuck with tacan+ICLS approaches at night/IFR. However, the Tomcat's ILS reciever is a special one for carrier ILS and does not work with land based stations, so on land its tacan only.

Very cool thanks! 114 looks like he's going to bolter though

If it doesn't have the GE eingines it's not an A+/B. What you are talking about is a F-14A with LANTIRN integration. VF-154 had these in the late 90's and probably all other squadrons flying the A at that time. TARPS was a thing way before that in the 80's

For jets with large bypass ratios, N1 is used to measure power output. Some engines show EPR (engine pressure ration) which is even better. None of these are available in the F-14 though, so you are stuck with N2 (for the Tomcat probably even better then N1) and FF to judge power output. I prefer to use FF as it can be read more precisely on the tape gauges, will vary strongly with altitute however. For MIL power, you should get the following readouts depending on ambient conditions: RPM: 95-104% EGT: approx. 935 FF: 9000-12000 PPH