#P-14a

[thelesbianthespianposts]

imagine: you get your memories back after years of amnesia to find out your whole species is dead and earth doesn’t exist anymore. that the only thing left of your culture is your weird ex and his busted honda civic that barely even works that he stole from the government when he was 13. And he’s been taking members of an alien species for trips in his honda civic and they’re all like “woah it’s so cool” and you get upset because it’s NOT COOL it’s a honda civic, the turn signals don’t even work “wow it can go up hills” yeah OF COURSE IT CAN GO UP HILLS EVERY CAR COULD DO THAT. but they’ve never seen a car before so everything it does is the coolest thing ever. And your ex’s only tool is a fucking screwdriver which is somehow also cool to this dumbass alien species even though it’s a fucking screwdriver so you just look like an idiot screaming about how none of this is even cool it’s actually really shitty but your whole planet is gone so you can’t even prove it but also you’ve had a constant drumming sounding in your head since you were 10 slowly driving you insane. I would become evil too.

[usafphantom2]

The F-14A’s two P&W TF-30-P-414A

engines are lit for launch on the USS Enterprise in July 2001. (Alex J. Recalde) black aces

@kadonkey via X

[urotoramannekusus]

[thatsrightice]

F-14 Tomcat Variants

A beginner’s guide to identifying and differentiating the different F-14 Tomcat variants using three distinctive, easy-to-spot features: Glove Vanes, Engine Exhaust Nozzle (aka “Turkey Feathers”), and Sensor Pods.

F-14A

NUMBER BUILT: 637 total

INTRODUCED: 22 September 1974

The F-14A’s were the first Tomcats ever produced. The TF30 engines were initially an interim engine used during testing but it was later decided they would be used in full production of the F-14A. A total of 478 F-14As were delivered to the US Navy and 79 were delivered to Iran with the TF30-P-412A engine. Iran was supposed to receive 80 aircraft but the last one was given to the US Navy. Later in production, the final 102 F-14A’s were delivered to the US Navy with Pratt & Whitney TF30-P-414A engine.

IDENTIFYING FEATURES:

✅ GLOVE VANES

The A-variant is the only variant of the Tomcat to have Glove Vanes. They were designed to automatically deploy when the aircraft was flying at speeds greater than Mach 1.4 and retract when below in order to correct the tendency for the Tomcat’s nose to pitch downwards at high speeds. They were notoriously difficult to maintain and the benefit was marginal at the speed they were designed for, so the glove vanes were disconnected entirely and welted shut. The glove vanes were not featured on new F-14 Tomcats, but the outline of the glove vane makes it easy to identify an F-14A or an F-14B/F-14D that was a rebuilt F-14A.

✅ SMALL NOZZLE EXHAUST FEATHERS

When compared to the F110 engines, it becomes pretty easy to tell the difference. When you look at the TF30 engine nozzle, you’ll see a lot of small metal plates, “Turkey Feathers,” that expand and contract when the nozzle opens and closes. It’ll be easier to tell the difference once you take a look at the General Electric F110 engine used on later F-14 Tomcat variants. This is the BEST way to identify an F-14A.

✅ SINGLE SENSOR POD BELOW CHIN

I recommend using the TF30 engine as the best way to identify an A-variant Tomcat as they are the only variant with those engines, however, I am choosing to include a section on the sensor pods for your reference as it is important for identifying the B and D-variants. The F-14A features a single sensor pod located below its chin but can come in a variety of configurations.

F-14A+ aka F-14B

NUMBER BUILT: 81 Aircraft (38 new builds, 43 upgraded F-14As)

UPGRADES BEGAN: March 1987

Initially designated the F-14A+, the upgrade is primarily characterized by the replacement of the Pratt & Whitney TF-30 engine with the General Electric F110-GE-400 engine due to being notoriously problematic. Many of the avionic systems and radars were retained, but the ALR-67 Radar Homing and Warning system was added. The A+was redesignated to the F-14B on 1 May 1891.

In the late 1990’s, the F-14Bs were upgraded again to extend its airframe life and upgrade the avionics system, but it was not given a variant designation due to the lack of major changes.

MAIN VARIANT FEATURES:

F110-GE-400 engines

ALR-67 Radar Homing and Warning system

IDENTIFYING FEATURES:

❌ NO GLOVE VANES

As stated in the section for the A-variant, the glove vanes were welded shut and completely disconnected on all existing Tomcats. On new builds, they weren’t even included in the design, however, if the aircraft is an upgraded F-14A, you might see the glove vane outline. This would be a way you can identify which aircraft were originally F-14As (Rebuild) and which were completely new builds.

✅ LARGE EXHAUST NOZZLE FEATHERS

Because most of the F-14B models were upgraded F-14As, it’s a little tricky to tell the difference sometimes. The easiest way is the F110 engine nozzle’s large turkey feathers. In comparison, the turkey feathers on the F110 engine are significantly larger and fewer in number, making it easily identifiable.

✅ SINGLE SENSOR POD BELOW CHIN

If you see a Tomcat with guide vanes and the F110 engine, then you can infer that it isn’t an F-14A. But to tell the difference between an F-14B and an F-14D, you’ll need to examine the sensors located below the chin.

Similar to the A-variant, the F-14B only has a single sensor pod located below its nose. The B model only had one true configuration with the Tactical Camera System (TCS), however, it may have an Aerodynamic Cover. This image from M.A.T.S. best shows the only possible sensor pod configurations for the F-14 A and B. The bottom two diagrams represent the B-variant.

F-14D Super Tomcat

NUMBER BUILT: 55 aircraft (37 new, 18 upgraded F-14As)

UPGRADES BEGAN: 1991

The F-14D, much like the F-14B, featured many avionics upgrades, including a new AN/APG-71 radar radar to replace the AWG-9 used in the A and B-variants and digital avionics systems. The D-variant, also called the Super Tomcat, featured the same F110-GE-400 engine used on the B-variant. There were many other upgrades to the F-14 Tomcat’s systems in this variant.

MAIN VARIANT FEATURES:

F110-GE-400 engine

AN/APG-71 radar

Glass cockpit

IDENTIFYING FEATURES:

❌ NO GLOVE VANES

As stated in the section for the A-variant and the B-variant, the glove vanes were welded shut and completely disconnected on all existing Tomcats. On new builds, however, they weren’t even included in the design. The rebuilds, however, might have the glove vanes if they were not removed during the rebuild process. F-14Ds upgraded from F-14As may also be designated F-14D(R)s, where R stands for rebuild.

✅ LARGE NOZZLE EHAUST FEATHERS

Many of the F-14Ds were rebuilt F-14As, so it’s a little tricky to tell the difference sometimes. The easiest way, similar to the F-14B, is the F110 engine nozzle’s large turkey feathers. In comparison to the TF30 engine, the turkey feathers are significantly larger and fewer in number.

✅ TWO SENSOR PODS BELOW CHIN

The main differentiating feature between the F-14B and D variants is the sensor pods located below the chin of the aircraft. This variant features two sensor pods as opposed to the one sensor pod of previous variants. This allows the aircraft to have both the Infra-Red Seeker pod and the Tactical Camera System (TCS). The F-14D is the only variant to have both, making it the easiest way to distinguish it from other variants.

[nikkeisimmer]

Working on Apocalypse Fic.

There's going to be a mix of FSX (Flight Simulator X) and Sims 3 screenshots. Teaser: JAG-Sims 3-Endgame

Prologue (Before It All Went To Hell)

NAS Whidbey Island, Oak Harbor, WA, USA, 0445 ZULU

“Metars projects an overhead ceiling of about 70 Angels.” Lieutenant Toshio “Animal” Nakamura looked up at the high clouds that were barely visible at altitude then grinned at his friend, Ensign Harmon Rabb Jr. Harm had just graduated from Advanced Flight Training and had been assigned to type training, the coveted F-14 Tomcat. Normally, Harm would not have been training at Naval Air Station Whidbey Island, however, the Navy had wanted VF-41 to transfer from Atlantic Fleet to Pacific Fleet (Author’s note: in real life VF-41 was an Atlantic Fleet squadron and never transferred to the Pacific Fleet while it was flying F-14A Tomcats) and Animal and Harm were sent on ahead to scout out potential divert fields in case they were needing to land away from NAS Lemoore.

“You think we’ll ever have to divert this far north?” Harm looked skeptically towards 7/25. “I’m kinda doubting that. NorCal is a fair ways away from Anacortes.”

“I doubt it, but you remember the ol’ sayin’: There’s old pilots then there’s bold pilots, but there ain’t no old and bold pilots. Better to be safe than sorry. I’d rather know my divert options in advance than have to figure it out when I have an in-flight problem.” They walked over to Fast Eagle 107, the renowned F-14 that had shot down one of the Libyan Su-22s 5 years earlier. “Music told me that if I pranged his bird, he was going to take it out of my hide.” Animal looked over at Harm with a don’t even think about it stare. “I’m driving, you get to sit in the back and sit on your hands. Touch anything in the back and I’ll pop the canopy and launch you out over the Juan de Fuca Strait.” He grinned so as to take the sting away from the admonishment. However it was true, Animal’d had several deployments already as a winged naval aviator who had gone through his Category I flight training for type almost two and a half years in the past and Harm had just joined the squadron as a conehead just out of type training – and there was no way that Animal was getting on the bad side of Lieutenant Commander Larry Music Muczynski for pranging his aircraft just because Harm wanted to fly. That was a hard no.

Harm sighed deeply as he looked over at Animal who tossed his thumb up at the rear RIO’s station. Harm looked up at the cockpit longingly.

“Carcass in rear…” Animal’s voice was jocular. “up the ladder with you.”

Pulling himself up, Harm put one foot on the cushion of the GRU-7 ejection seat and then settled himself in the RIO’s position while a radar technician helped set up the AWG-9 radar and placed it on stand-by, telling Harm where the switch was in order to make the radar active. By this time, Animal had climbed up the ladder...and had settled himself into the front office and started flipping switches to make sure that the F-14A was good-to-go. Animal had settled his HGU-33/P flight helmet on his head, clipping the oxygen mask to one receiver and letting it dangle so that he could speak clearly. “Harm, how do you read?”

“Five by five, Animal.” Though Animal was the higher-ranking officer, in the office of the F-14 Tomcat, they dropped ranks and referred to each other by call-sign.

Whidbey Island was an A-6 Intruder base. Normally F-14s used the Master Jet Bases like NAS Fallon and NAS Miramar (note that as of 1986…Miramar was still a Naval Air Station, it was not returned to the United States Marine Corps until 1997) to operate from and it was a rarity to see an F-14 come into Whidbey Island. There might be a few wise-cracks about bomber pilots making history as opposed to fighter pilots making movies but Animal ignored it. He was the one with the ability to go Mach 2 with his hair on fire.

When all the pre-flight checks were complete, Animal lowered the canopy while Harm was running through his own personal checklist to make sure that he knew how to set up the radar once they got to the active runway.

Easing the throttles forward just far enough to let the F-14 taxi to the end of the runway, Animal set up and went through the pre-take-off checks. ***************************************

I wish I had F-14 cc objects to put on the airfield along with Harm and Animal, but unfortunately the framework of trying to create .obj files out of .mdl files (FSX aircraft files) in Blender is taxing and I'm not sure if it's something I can ever get straight in my head. Maybe my next step is to ask someone to help me out. ~sigh~

[postsofbabel]

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[music-in-my-veins14]

Ancient Airs And Dance, Suite No. 3, P. 172: 3. "Siciliana" - Boston Symphony Orchestra Valse Sentimentale, Op. 51, No. 6 - Josef Sakonov Ruses D'amour, Op. 61 Symphony No. 4 in a Major, Op. 90 "Italian": I. Allegro Vivace The Nutcracker, Op. 71, Act 2: No. 15 "Final Waltz and Apotheosis" - Tchaikovsky II. Valse: Maderato - Tempo Di Valse Coppelia: Valse Lente So This Is Love: Waltz The Nutcracker, Op. 71, Act. 2: No. 10 "The Enchanted Palace" - Tchaikovsky Souvenir Dun Lieu Cher, Op. 42: 3. Melodie in E Flat - Itzhak Perlman Once Upon A December - Kat Glaze Emerals - Faure; Sicilienne: Allegretto Milto Moderato - New York City Ballet Orchestra The Nutcracker, Op. 71, Act 2: No. 12e, Divertissement (Dance of the Reed-Flutes) - Tchaikovsky Argeers The Nutcracker, Op. 71, Act 1: No. 3 "Children's Gallop And Entrance Of The Parents" - Tchaikovsky The Sleeping Beauty, Suite, Op. 66a, TH 234: Valse The Nutcracker, Op. 71, Act. 2: No. 14a, Pas De Deux - Tchaikovsky

[alexanderchao]

Today was November 4th, 2024. I’m exhausted as fucking hell today. I danced a lot more today than usual and I really want to dance more now. I ate the Kerkhoff grilled cheese and tomato soup combo today and it was pretty gas. I then ate rendezvous west and it was so yummy but I only ate like half. I checked my midterm grade today for chem 14A and I absolutely breasted that shit. I hope I get the speech I need to do done as soon as possible and get some sleep before doing my stuff! Hopefully everything goes well :P

[eclecticreviewpeace]

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[riccardofranchinilucca]

🌿 𝐓𝐨𝐬𝐜𝐚𝐧𝐚 𝐒𝐞𝐥𝐯𝐚𝐠𝐠𝐢𝐚. 𝟓 𝐋𝐮𝐨𝐠𝐡𝐢 𝐝𝐨𝐯𝐞 𝐥𝐚 𝐍𝐚𝐭𝐮𝐫𝐚 𝐞̀ 𝐚𝐧𝐜𝐨𝐫𝐚 𝐩𝐫𝐨𝐭𝐚𝐠𝐨𝐧𝐢𝐬𝐭𝐚. C’è una Toscana che non fa rumore. Non la trovi tra le vetrine affollate o nei borghi più fotografati, ma tra i tronchi delle foreste, nei riflessi del mare, lungo i sentieri battuti dal vento. Una Toscana vera, intensa, selvatica. Ecco 5 luoghi dove la natura detta il ritmo e il tempo si allunga, lento e profondo. ⸻ 🌲 𝟏. 𝐏𝐚𝐫𝐜𝐨 𝐍𝐚𝐳𝐢𝐨𝐧𝐚𝐥𝐞 𝐝𝐞𝐥𝐥𝐞 𝐅𝐨𝐫𝐞𝐬𝐭𝐞 𝐂𝐚𝐬𝐞𝐧𝐭𝐢𝐧𝐞𝐬𝐢 Una foresta che sembra uscita da una leggenda. Qui ogni albero ha una voce, ogni radura un silenzio che parla. La natura è potente, solenne, immobile come un santuario. 🧘‍♂️ 𝐌𝐨𝐨𝐝: contemplativo, spirituale, antico 📍 Via Nazionale, 14A, 52010 Badia Prataglia (AR) ⸻ 🌊 𝟐. 𝐏𝐚𝐫𝐜𝐨 𝐍𝐚𝐳𝐢𝐨𝐧𝐚𝐥𝐞 𝐝𝐞𝐥𝐥’𝐀𝐫𝐜𝐢𝐩𝐞𝐥𝐚𝐠𝐨 𝐓𝐨𝐬𝐜𝐚𝐧𝐨 Sette isole sparse tra cielo e mare, dove il blu è infinito e la terra racconta storie di vento e sale. Un piccolo mondo sospeso tra leggenda e realtà. 🌅 𝐌𝐨𝐨𝐝: marino, luminoso, poetico 📍 Via Ponte del Brogi Enfola Viticcio, 91, 57037 Portoferraio (LI) ⸻ 🏞 𝟑. 𝐏𝐚𝐫𝐜𝐨 𝐍𝐚𝐳𝐢𝐨𝐧𝐚𝐥𝐞 𝐝𝐞𝐥𝐥’𝐀𝐩𝐩𝐞𝐧𝐧𝐢𝐧𝐨 𝐓𝐨𝐬𝐜𝐨-𝐄𝐦𝐢𝐥𝐢𝐚𝐧𝐨 Montagne maestose, cieli vasti e silenzi profondi. Un luogo che chiede rispetto e restituisce libertà. Selvaggio, vero, potente come la natura in alta quota. 🏔 𝐌𝐨𝐨𝐝: energico, selvaggio, rigenerante 📍 Località Orecchiella, 9, 55038 San Romano in Garfagnana (LU) ⸻ 🌾 𝟒. 𝐏𝐚𝐫𝐜𝐨 𝐑𝐞𝐠𝐢𝐨𝐧𝐚𝐥𝐞 𝐝𝐞𝐥𝐥𝐚 𝐌𝐚𝐫𝐞𝐦𝐦𝐚 Dune, pinete, torri d’avvistamento e orizzonti che si tingono d’oro al tramonto. È una Toscana che sa di mare, vento e animali liberi. 🌳 𝐌𝐨𝐨𝐝: romantico, autentico, arcaico 📍 Via del Bersagliere, 7, 58100 Alberese (GR) ⸻ 🦅 𝟓. 𝐑𝐢𝐬𝐞𝐫𝐯𝐚 𝐍𝐚𝐭𝐮𝐫𝐚𝐥𝐞 𝐃𝐢𝐚𝐜𝐜𝐢𝐚 𝐁𝐨𝐭𝐫𝐨𝐧𝐚 Tra Castiglione della Pescaia e Grosseto, un paesaggio di canneti e acque ferme, dove il tempo scorre lento e il cielo si specchia ovunque. Rifugio di fenicotteri e aironi, è un paradiso per gli amanti del silenzio e della bellezza fragile. 🪶 𝐌𝐨𝐨𝐝: sospeso, delicato, fotografico 📍 Strada Provinciale della Trappola, 58100 Grosseto (GR) ————— #riccardofranchini_toscana #riccardofranchini_viaggi #riccardofranchini_itinerari

www.facebook.com/share/p/1DfBCA5CRi/ Clicca ☝️ 🌿 𝐓𝐨𝐬𝐜𝐚𝐧𝐚 𝐒𝐞𝐥𝐯𝐚𝐠𝐠𝐢𝐚. 𝟓 𝐋𝐮𝐨𝐠𝐡𝐢 𝐝𝐨𝐯𝐞 𝐥𝐚 𝐍𝐚𝐭𝐮𝐫𝐚 𝐞̀ 𝐚𝐧𝐜𝐨𝐫𝐚 𝐩𝐫𝐨𝐭𝐚𝐠𝐨𝐧𝐢𝐬𝐭𝐚. C’è una Toscana che non fa rumore. Non la trovi tra le vetrine affollate o nei borghi più fotografati, ma tra i tronchi delle foreste, nei riflessi del mare, lungo i sentieri battuti dal vento. Una Toscana vera, intensa, selvatica. Ecco 5 luoghi dove la natura detta il ritmo e il…

[thelesbianthespianposts]

Crazy the Doctor has a 20% chance of dying from radiation poisoning

[usafphantom2]

When Grumman flew F-14A No. 3 with the starboard wing locked fully forward and the port wing swept fully aft (Today this Tomcat is on display at the Cradle of Aviation Museum)

The F-14 Tomcat

Overall, the US Navy’s Grumman F-14 Tomcat was without equal among Free World fighters of the Cold War. Six long-range AIM-54A Phoenix missiles could be guided against six separate threat aircraft at long range by the F-14’s AWG-9 weapons control system. For medium-range combat, Sparrow missiles were carried; Sidewinders and a 20mm were available for dogfighting. In the latter role, the Tomcat’s variable-sweep wings gave the F-14 a combat maneuvering capability that could not have been achieved with a “standard” fixed planform wing.

VF-2 F-14 Print

This print is available in multiple sizes from AircraftProfilePrints.com – CLICK HERE TO GET YOURS. F-14A Tomcat VF-2 Bounty Hunters, NK201 / 159625 / 1976

Designed in 1968 to take the place of the controversial F-111B, then under development for the Navy’s carrier fighter inventory, the F-14A used the P&W TF30 engines and AWG-9 system and carried the six Phoenix missiles that had been intended for the F-111B. A completely new fighter system was designed around these with emphasis on close-in fighting “claws” along with standoff missile fighting. From its first flight on 21 December 1970, the F-14A has come through five years of development, evaluation, squadron training and initial carrier deployments to become the carrier air wings’ most potent fighter. Technical and financial problems that received a great deal of publicity have been overcome in achieving this goal.

When Grumman flew F-14A No. 3 with the starboard wing locked fully forward and the port wing swept fully aft (Today this Tomcat is on display at the Cradle of Aviation Museum)

F-14A, Aircraft No. 3, BuNo. 157982 at the Cradle of Aviation Museum

F-14A No. 3

F-14A [Aircraft No. 3, Bureau Number (BuNo.) 157982], the third Tomcat produced and one of the prototypes used in the early testing of the aircraft, is currently on display at the Cradle of Aviation Museum at Mitchel Field, Long Island.

Several things make this particular Tomcat significant. First, she is the oldest surviving F-14 in the world.

When Grumman flew F-14A No. 3 with the starboard wing locked fully forward and the port wing swept fully aft (Today this Tomcat is on display at the Cradle of Aviation Museum)

F-14A, Aircraft No. 3, BuNo. 157982 at the Cradle of Aviation Museum

No. 3 first flew on Dec. 28, 1971 with Grumman Test Pilots Don Evans (pilot) and Dennis Romano (Weapon Systems Officer). As told by David F. Brown in his book Tomcat Alley: A Photographic Roll Call of the Grumman F-14 Tomcat, she was then delivered on Jan. 4, 1972.

The second interesting thing about BuNo. 157982 is that while operating out of the Grumman Flight Test Facility at Calverton, New York, No 3 was primarily used for determining the entire structural envelope for the F-14 and investigating certain flight characteristics under extreme conditions.

When Grumman flew F-14A No. 3 with the starboard wing locked fully forward and the port wing swept fully aft (Today this Tomcat is on display at the Cradle of Aviation Museum)

One of these was in response to concerns raised by the US Navy regarding asymmetrical wing sweep. The asymmetrical wing sweep program came as a result of an incident in the fleet where the wings on one Tomcat in flight experienced a slight misalignment with the degree setting for each wing. This resulted in concern by the Navy if this problem persisted could the F-14 safely land as well as take off. No. 3 is best remembered for the photo shown above (The presence of a star and bar on both wings led some to believe that this was a cleverly-faked piece of photographic trickery, but in fact the photo really does show Tomcat 3 with her wings swept differentially, with the starboard wing locked fully forward, and the port wing swept fully aft).

Flight tests

When Grumman flew F-14A No. 3 with the starboard wing locked fully forward and the port wing swept fully aft (Today this Tomcat is on display at the Cradle of Aviation Museum)

F-14A, Aircraft No. 3, BuNo. 157982 at the Cradle of Aviation Museum

As explained by William Barto, F-14 NATOPS illustrator, Historian and on the Board of Directors of the F-14 Tomcat Association and museum associate, Cradle of Aviation Museum, in an article for the F-14 Tomcat Association, a series of flight tests were conducted from December 19, 1985 to February 28, 1986. Grumman’s Chief Test Pilot, Chuck Sewell, conducted several trials with the right wing locked in the forward position of 20 degrees, and positioned the left wing at 35, 50, 60 and 68 degrees of sweep in flight. 60 degrees was determined as the maximum for landing. In the event of an operational in-flight malfunction, Sewell found the aircraft to be acceptable for carrier landings in this configuration.

The famous photo of asymmetrical wing sweep with the right wing at 20 degrees and the left wing at 60, proved in an extreme way that the jet could still perform.

When Grumman flew F-14A No. 3 with the starboard wing locked fully forward and the port wing swept fully aft (Today this Tomcat is on display at the Cradle of Aviation Museum)

Tomcat No. 3 flew for the last time in 1990 and she was stricken on Sep. 20, 1994. Acquired by the Cradle of Aviation Museum in 1995, No. 3 is shown here on display in Hangar 2. It is also interesting to note that Tom Gwynne, Vice President for External Relations for the “Cradle”, and Grumman Test Pilot No. 72, flew No. 3 on several occasions.

F-14 pilot recalls doing a barrel roll over a Bear for the Soviet crew, F-4 pilot recalls a Tu-95 crew member holding up Playboy magazine in the window of his bomber

Photo credit: Grumman and William Barto

Dario Leone

Dario Leone is an aviation, defense and military writer. He is the Founder and Editor of “The Aviation Geek Club” one of the world’s most read military aviation blogs. His writing has appeared in The National Interest and other news media. He has reported from Europe and flown Super Puma and Cougar helicopters with the Swiss Air Force.

[amonerdj]

El negocio de fundición de Intel será rentable en 2027

Las fundiciones de Intel siguen siendo una inversión a largo plazo que, de momento, no ha dejado beneficios visibles, sino pérdidas millonarias trimestre tras trimestre. A pesar de esto, la compañía se mantiene optimista y asegura que la rentabilidad podría llegar en 2027, de la mano de sus procesos de fabricación avanzados 14A y 18A-P. La clave estará en la producción madura del proceso 18A (1,8…

[thatsrightice]

They had to duct tape the panels on the F-14As when it rained to protect the avionics.

The Navy plane. Deployed on aircraft carriers. In the middle of the Great Big Blue Wet Stuff. Needed to be waterproofed. With D U C T T A P E.

DID N O O N E, IN THE ENTIRE DEVELOPMENT PROCESS, THINK WATER MIGHT BE AN ISSUE??????????

(Source: The F-14 Tomcast, episode 2 F-14A)

I K N O W, R I G H T ! ? ! ? !

Let’s just say the F-14 Tomcat has ✨issues✨

And salt is highly corrosive so it’s even more devastating when at sea on deployments. It’s literally insane.

I mention this in my post compiling all of the known mechanical issues of the F-14 Tomcat but I might have to make that a fun fact when I’m running low haha.

You have no idea how so unbelievably happy I am that you’re listening to the podcast (or at least a little bit of it!)!!!! My days been kind awful so this really made my day!!! 😌😌😌

[xlevelpr]

El negocio de fundición de Intel será rentable en 2027

Las fundiciones de Intel siguen siendo una inversión a largo plazo que, de momento, no ha dejado beneficios visibles, sino pérdidas millonarias trimestre tras trimestre. A pesar de esto, la compañía se mantiene optimista y asegura que la rentabilidad podría llegar en 2027, de la mano de sus procesos de fabricación avanzados 14A y 18A-P. La clave estará en la producción madura del proceso 18A (1,8…

[postsofbabel]

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