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About Quid

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  • Birthday 01/01/1984

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  1. A lot of it was discussed at Tomcat-Sunset well over a decade ago. "Hoser" Satrapa and "Turk" Pentecost (both flew as a section during ACEVAL/AIMVAL) would discuss all sorts of elements about the F-14, air combat, etc., and portions of the tests, what equipment they had, etc. were brought up. That said, I'm not sure how much of that is archived or still around - I haven't been on the site in a long time. Some of it is captured in the book "Hoser Here...Shoot!" by the Tomcat-Sunset staff. Still, there are some other open-source books that are more accessible: Chapter 13 of TOMCA
  2. Quick note - the F-14s and F-15s were "equipped" (TACTS range) with all-aspect short-range missiles as well as Sparrow and gun, and the Tomcats actually had the TVSU during the trials. They were not installed into the fleet until a few years after the end of the trials, but that is where they were actually tested. The F-15 crews used Weaver rifle scopes. It was also broken into different portions - ACEVAL was the air combat evaluation, AIMVAL was the missile evaluation looking at a variety of proposed short range missiles and engagement parameters. EDIT: Both the F-14 and F
  3. Apparently as a combination of drag, necessity, and cost savings; "Grumman also proposed a redesign of the beaver tail to reduce drag. It would add 68 lb (31 kg) to the aircraft weight, but could also generate a $15,900 saving per aircraft."[1] The original boat tail fairings were also suffering from fatigue cracking[2] and the dielectric panels were removed (apparently Air Frame Change 301) which increased the drag even further to the original design (+10DI for aircraft with AFC 301)[3]. References: 1. Jon Lake, ed. F-14 Tomcat: Shipborne Superfighter, (London: Aerospace Pu
  4. Whoops! Got my wires crossed. Thanks.
  5. It's outlined here, first post. In large regard the currently released F-14A "Block 135 Early Late" and F-14B are very similar excepting the engines and related instrumentation.
  6. My question is what techniques are virtual pilots using that are causing the flaps to jam around the boat? Since the update, I haven't jammed the flaps even once on either takeoff or landing from the carrier. Leave the catapult, gear up, about 1-2 seconds later flaps up, no jam. On approach, I drop the gear around 250, flaps at 220, land, no jam. Not once. For what it's worth, the manual includes a CAUTION statement to move the flap handle to up passing 180 KIAS to prevent an over-speed, so maybe try that?
  7. Very much appreciate your commentary. One thing I do have a question on based on the interview: your handle is Victory205; did Shoes damage the gear on "your" jet? (i.e., the jet with your name on the side) He states the side number was 205 on the plane he damaged in the interview. Just curious.
  8. Odds are "Shoes" was in a clean jet with plenty of space; considering Grumman tested it to 2.41 (and accelerating) when clean (and another pilot, all too often brought up here, claims a 2.5M top speed), I think there's little reason to doubt 2.35. The Jolly Rogers started with Block 95s when they transitioned out of F-4s, which were being picked up by the squadron in 1977 (deliveries between April and October of that year), so he was actually picking up the squadron's inaugural batch. He was in Block 60s in VF-101. As to the speed limits, they've been there from the start, an
  9. Whatever module you can fly your best plane with. For me, I'd say F-14B, but that's because I chunk the most time into it; I own every single fixed-wing plane, so I have points of reference. Sometimes I'll flame a Mirage or a Viper or a Hornet, other times I'm riding the silk down against the same.
  10. A couple quick notes from today: The TF-30s are still blowing up at 1.1M; not every single flight, but it happened on a multiplayer server today while flying back to base, so that's frustrating (was at about 29K feet, 1x AIM-9 and 1x AIM-7 remaining). Surprisingly, I had some decent success with the AIM-54/TWS in BVR, about a 50%Pk (6 missiles fired BVR in TWS over 3 missions, 3 killed their intended targets). I did attempt an STT shot, but the bandit broke my radar lock and the shot went stupid as it was supposed to. I loaded AIM-7Ms based on some of the posts in the forums and
  11. "Hoser Here, Shoot!" most likely. Published by the Tomcat-Sunset.org staff in 2011.
  12. It depends on your weight and aircraft Cg. The charts are in the F/A-18 performance volume and pocket checklist (look at the Takeoff Distance chart and you'll see the Nosewheel Liftoff/Takeoff speeds contained therein). If you don't have those, the nice thing is that DCS is a flight simulator and you can figure it out without risking your life by trial and error. Max tire speed is 190 knots for the nosegear and 210 for the main gear, so if you're keeping the nose on the deck and you're above that, you're risking blowing the tires.
  13. TLTeo posted it, but apparently no one actually read it, so here's the quote that was already posted explicitly regarding the PTID: Naquaii: "we don't have complete info on matters relating to primarily the PTID menus and combat oriented symbology. And even if we did get a hold of that information it would not be a 100% sure thing as it would entail remodelling the RIO pit extensively." So, yes, you are clear, you are talking about the PTID. It is not the SparrowHawk, or GPS, or whatever. It's the PTID. Naquaii, from Heatblur, has explained that they do not have the requisite d
  14. I found out about it from another flight simming site back around 2009-ish as a follow-on to LOMAC (when it was referred to as "DCS Black Shark"), but it didn't particularly interest me at the time. I picked up the A-10C in 2012 and was on-again-off-again with it over the next few years (I didn't even have a forum profile until 2019), finally really committing to DCS after Heatblur released their Tomcat and building up my hangar from there.
  15. Well, TopEdge has the bigger/more noticeable changes, but you'd notice a few between Block 95 and Block 135 - the Engine Stall Warning System (L STALL/R STALL lights and tone) were installed from 1982 (would not be in an Iranian F-14), the AIM-9 seeker head position on the HUD wasn't added until 1985 (probably as a standard during Block 135 production, would not be in an Iranian F-14), the spoilers were adjusted to lock down at 62 degrees rather than 57, etc. Some of the changes were internal, some were software, some were airframe, landing gear (higher gross weight landings allowed at 54,000
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