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correct Never looked at the ingame TQ markings, but if it's true what you are saying this is definetly not correct. The throttles shouldn't pass the MAX marker at all. You can determine whether you are in AB or not by the nozzle position gauge. Anywhere in the non AB region, the nozzles will be fully closed (except with WonW). When entering the AB region, the nozzles will begin to open, reaching 70% at max AB. I'm not so sure about that. AB creates a lot of additional pressure that propagates forward through the engine and into the compressor stages. Some modifications to core engine rpm/fuel flow may therefore be necessary. But I wouldn't expect a huge increase in FF.

You dont really need seperate throttle control since the standard procedure for spin recovery requires both throttles to be put in idle. Differential thrust doesnt really help while throttling back the wrong engine accidentially will get you into serious trouble. Therefore, you set both throttles to idle when departure from controlled flight is indicated

Indeed, up to the point where the aircraft becomes uncontrollable. This happens when the left wing is stuck beyond the spoiler cutout angle of 62° and the right wing is swept fully forward. In this case, differential tail authority is insufficient to counter the roll at approach speeds (approx. 180KIAS for a fully asymmetric condition). The opposite case (left wing forward/right wing back) can be landed, since the spoilers remain functional in this case and provide the necessary additional roll authority at low speeds. The spoilers remain active in this case since only the left wing's position is used for spoiler cutout.

Why would you expect roll tendencies with wings swept aft? Or are you talking about asymmetric sweep failures?

excellent :joystick:

Its not supposed to show on the pilots TACAN panel. Jester tunes his TACAN panel which is seperate from the pilots panel. The panel that is used to feed the HSD/_BDHI can be selected with the tacan cmd button

I wonder if there is a way to assign board / tail numbers to static aircraft. Placing static F-18s on the Stennis shows varying tail numbers (from 70 up to 70+number of F-18s placed) so there seems to be some tail number assignment logic active. I cannot see an option to assign a specific tail number to a static plane however. Is there a way around this besides making my own repaints?

There is no AWG-9 bleed air CB. Only AWG-9 Cooling Pump CBs and I'm not sure if they would close the WCS cold air valves. Even if they did, the bleed air and bootstrap turbine compressor valves still remain opened, drawing energy from the engine compressors. Anyway, setting AIRSOURCE to OFF will give you more performance (not only in the F-14, but in any jet-powered aircraft using bleed air). Turning WCS to STBY and AIRSOURCE to OFF was also mentioned by Hoser (in the post you linked) as a mean to max out your accelartion capability.

Nothing to do with circuit breakers. Just put AIR SOURCE into OFF. This will close the engine bleed air valves and increase engine compressor output, thereby increasing thrust. Be sure to place the the radar in STBY though, as shutting down ECS cold air will leave the AWG-9 with only the ram air heat exchanger which may be unable to provide sufficient cooling to a transmitting radar. I don't know however if HB modelled the effect of bleed air on engine performance. But considering how much effort they put into the plane they sure do (or will at a later point).

*Bump Very annoying in VR, where using the ministick on the touch controllers to move the handle also causes the issue.

Same here, I would really like to see the old functionality brought back when you had to press the trigger on your touch controller to interact with somethig. Or is there an option I am missing?

I think you are a little too optimistic on that Sustained turnrate will be around 16°/sec 5.2g @5K and 14°/s 5g @10k. Getting another 1.5g and 3° turnrate more at SL does seem too much

Where do you have these numbers from? The 1.1 doesn't nearly give these values for a sustained turn in that configuration.

This is not true for the F-14 without DFCS/ARI. You do very much need to use rudder at low airspeeds. Therefore, you need some rudder into the turn to keep the ball centered (not the meatball, the slip-ball below the turn needle).

I didn't read much of HB's manual but it might be in there. All the info I posted is from the NATOPS flight manual. But assuming HB simulates thing thoroughly, it should also apply to DCS. I generally highly recommend reading NAVAIR 01-F14AAA-1. I know there are a lot of pages but most systems and procedures descriptions are short (sometimes even lacking though) and on point from a pilot perspective. And it is a well structured document so you can quickly look up something in case you forgot it. The foldouts are also gold IMHO. Thank you sir!

The backup flight module only pressurize the part of the COMBINED hydraulic system that drives the the rudder and the horizontal stabs. It does not pressurize the entire combined hydraulic system, hence the gauge will still read zero. Flaps have a backup mode that uses the outboard spoiler module (which is electrically driven) to operate flaps. This will only extend the main flaps and slats, not the axiliary flaps. Without hydraulic pressure in the combined system, inboard spoilers (i.e DLC) won't deploy Outboard spoilers should still work as they are operated by a seperate electrically driven hydraulic pump. Inboard spoilers should not work though. Again, only outboard spoilers should work The brakes are normally operated by the combined system. For emergency operation, there are two brake pressure accumulators installed on the aircraft (IIRC in the front wheel bay). Whenever combined hydraulic pressure drops below approx 1500psi, the system automatically transfers to draw pressure from one of these accumulators as follows: Applying toe brakes will draw pressure from the auxiliary pressure accumulator, pulling the parking brake will draw pressure from the parking brake pressure accumulator. The pressure in both accumulators can be seen on the pressure gauge below the HSD.

AFAIK TWS Auto is not fully implemented yet

Most avionics+radar are cooled by the ECS. Switching it off will eventually overheat your equipment. You can use ram air to maintain avionic cooling but this will restrict your flight envlope signifcantly and will inhibit gun firing.

They changed the tone based on SME feedback, not on how pleasant it sounds. Do you want it to sound realistic or nice?

WonW and flaps up removes power from the outboard spoiler module. Therefore, If you had spoilers up before raising flaps, the outboard spoilers will remain in the up position.

something like that. Here are the corner speeds assuming a 5.5G limit and a figher loadout (4SW+4SP) 5000ft M 0.45 260 KIAS 10000ft M 0.52 290 KIAS 15000ft M 0.59 295 KIAS 30000ft M 1.0 340 KIAS As you can see both numbers increase significantly, but especially mach number at high altitudes.

The speed of sound is (ideally) a function of temperature only. It decreases as you get higher where the air gets colder. Your mach number is simply telling you how fast you are relative to the current speed of sound (which changes with temperature). The mach number is intersing for anything related to compressibilty effects, i.e. wingsweep, engine ramp and wave drag. However, the lift/drag charecteristics of you aircraft are largely determined by your indicated airspeed. This is a fictional speed that is based on Q (i.e. the dynamic pressure density*v^2/2). That Q is the aerodynamical force acting on your wing and translates nicely into lift and drag forces regardless of pressure/temperature (of course in idealised airfol theory, which does perform reasonably well in the subsonic range). It is therefore KIAS that you want to monitor to obtain the desired lift/drag ratio. When you get to high altitude, you will need more TAS to obtain the same IAS as you would at sea level, since the air gets thinner, and you will eventually end up in the transsonic region, where the above assumptions do not hold true anymore and compressibilty correction need to be applied. This is why corner KIAS will also vary with altitude.

Certainly not, mach 0.6 at 30000ft will be about 200kts, thats well below corner speed. Whenever you want to judge the lift capability of your wings you must use IAS. Mach and TAS are misleading at altitude.

The laser is not visible with NVGs, only the IR pointer, which the LANTIRN doesnt have

AFAIK this is only the case on the F-14A, not on the B/D with the GE engines