I am from Indonesia and F-14 Tomcat has become one of my favorit fighters. Even I have never seen Tomcat directly. The first time I saw Tomcat doing maneuvre in flight was in the movie Final Countdown around 1981. Back in early 1970s to early 1980 there was only a magazine that I could read to know the capability of Tomcat. And it was Air Combat magazine 1976 edition. And I am still keeping it now. I have a question regarding CS. In other youtube channel I watched there was a big Tomcat Aviator with some 3900 hrs. He said, he prefered the TF30 engine because that engine does not have a power limitation (maybe I forget the term) like in the F-14D engine. He explained that he knows when to avoid CS. When to push the throttle during high alpha and so on. I am only an airplane enthusiast did not get all what he said, do you have information about how he did?
@@thereissomecoolstuff The F-14A had Pratt & Whitney TF-30 engines that would pretty much always stall in a dogfight if you manipulated the throttles. When I was on my 1st cruise just having finished F-14 training, I slammed both throttles to idle one time to lower my heat signature in a dogfight against (4) F-15s. Of course, as soon as I did that, both engines stalled simultaneously causing the Tomcat to depart controlled flight. Because the engines were beginning to overheat due to the stall, I had to shut each engine down one at a time, then restart, all the while trying to recover the aircraft and not crash into the ocean. It was a big learning experience and once was enough for me…after that I never touched the engines in a dogfight ever again!
@@TomcatTales remarkable, no wonder everyone appreciated the new engines on the updated models. I can only imagine trying to work through this issue while not getting blown out of the sky. When Chuck said 2200 CS I thought of top gun naturally. Did the later models still CS? Thanks for the comment. I enjoy these interviews a great deal.
@@TomcatTales I really like the navy aviation channels. Navy pilots have a lot of swagger that the Air Force can’t touch. I go to El Centro for 2 weeks and watch the Blues fly. The power, sound and skill is amazing. Twice a day. Free. My dad was a E9 but not in Aviation. I enjoyed growing up in the navy.
@@skyserf no one knows the real origin, if it was brevity, acronym, code, etc. this question was even posed in a navy news article with several answers only one of which being clarify. There is no accepted origin and only what it means in use which is can’t see the ball.
@@skyserf It is not accepted at all. At best it’s a backronym. Here was from navy news in 2001. n response to our question “Can you CLARA-fy this?” in the Jan-Feb 01 issue, we received the following dialog from Cdr. Reggie Carpenter of the Carrier Air Wing (CVW) 17 staff: During our Med/Gulf deployment last year, the CVW-17 staff asked the best and brightest landing signal officers (LSO) in the air wing if they knew the origin of the “CLARA” call. The question was originally posed after a late night of grueling, redundant staff work that typically ends by asking life’s-mystery-type queries. The email trail below, in chronological order, is the result. The original question posed by Assistant Ops Officer LCdr. Tyler Frautschi: A recently formulated question has been successfully parried and passed to you by our less-than-all-knowing air wing LSOs (since you did the LSO school thing): What is the story behind, or historical significance of, the term CLARA. Please enlighten us if you can. The response from former LSO School Officer in Charge LCdr. Gary Herbert: You are wise to consult the oracle on important LSOingdom questions. But, alas, on this issue my magic eight ball remains silent. Even among old timers (flatpaddles, straight-deck and starboard-side-mirrortype LSOs) who gave history lectures at the LSO school, no one knew its origins. My thoughts are that simply screaming, “PADDLES, 402, FOR THE LOVE OF GOD AND ALL THAT IS HOLY, WHERE THE HELL AM I, HOW DID I GET HERE, AND JUST WHAT DO YOU PROPOSE I DO TO SAVE MYSELF?!” was just too difficult to spit out on the radio. As every comment in LSO grading is an acronym, I propose the following: For Low: Crap, Looking At Rounddown Again Committed to Land Aft of Ramp Anyway Choose to Land Atop Ready-8 Again For High: Chop power, Lower nose And then Reef Aft Check LOX At this Ridiculous Altitude? Cockeyed LSOs Adjusted Roll Angle Just Because: Can’t Land-Application Ready for Airlines Can LSOs Actually Read Anything? Finally: “Paddles, 402, I’m, uh, duh, CLARA’n an emergency!” The final response by LCdr. (sel) Howie Wanamaker, the staff airborne early warning Naval Flight Officer, offered his logical view: OK, enough! A simple explanation from an NFO (as always!): CLARA = clarification of my position.
Hi Chuck!! We flew together several times in the S80. Great stories!!
F14 great looking plane
I am from Indonesia and F-14 Tomcat has become one of my favorit fighters. Even I have never seen Tomcat directly.
The first time I saw Tomcat doing maneuvre in flight was in the movie Final Countdown around 1981.
Back in early 1970s to early 1980 there was only a magazine that I could read to know the capability of Tomcat. And it was Air Combat magazine 1976 edition. And I am still keeping it now.
I have a question regarding CS. In other youtube channel I watched there was a big Tomcat Aviator with some 3900 hrs.
He said, he prefered the TF30 engine because that engine does not have a power limitation (maybe I forget the term) like in the F-14D engine.
He explained that he knows when to avoid CS. When to push the throttle during high alpha and so on.
I am only an airplane enthusiast did not get all what he said, do you have information about how he did?
Did I hear it right. The engines would routinely compressor stall. 2200 CS? I have never heard any pilots mention that.
@@thereissomecoolstuff The F-14A had Pratt & Whitney TF-30 engines that would pretty much always stall in a dogfight if you manipulated the throttles. When I was on my 1st cruise just having finished F-14 training, I slammed both throttles to idle one time to lower my heat signature in a dogfight against (4) F-15s. Of course, as soon as I did that, both engines stalled simultaneously causing the Tomcat to depart controlled flight. Because the engines were beginning to overheat due to the stall, I had to shut each engine down one at a time, then restart, all the while trying to recover the aircraft and not crash into the ocean. It was a big learning experience and once was enough for me…after that I never touched the engines in a dogfight ever again!
@@TomcatTales remarkable, no wonder everyone appreciated the new engines on the updated models. I can only imagine trying to work through this issue while not getting blown out of the sky. When Chuck said 2200 CS I thought of top gun naturally. Did the later models still CS? Thanks for the comment. I enjoy these interviews a great deal.
@@thereissomecoolstuff Yup…traditions in the Navy run deep and rarely change!
@@TomcatTales I really like the navy aviation channels. Navy pilots have a lot of swagger that the Air Force can’t touch. I go to El Centro for 2 weeks and watch the Blues fly. The power, sound and skill is amazing. Twice a day. Free. My dad was a E9 but not in Aviation. I enjoyed growing up in the navy.
Do people get seasick on carriers or are they stable enough to prevent that?
What is “Clara”
Can’t see the ball
Short for Clarity or clear ball.
@@skyserf no one knows the real origin, if it was brevity, acronym, code, etc. this question was even posed in a navy news article with several answers only one of which being clarify. There is no accepted origin and only what it means in use which is can’t see the ball.
@@m.hasler7263 It’s believed to be shorthand for clarity or clear ball. The etymology is informal.
@@skyserf It is not accepted at all. At best it’s a backronym. Here was from navy news in 2001.
n response to our question “Can you CLARA-fy this?” in the Jan-Feb 01 issue, we received the following dialog from Cdr. Reggie Carpenter of the Carrier Air Wing (CVW) 17 staff:
During our Med/Gulf deployment last year, the CVW-17 staff asked the best and brightest landing signal officers (LSO) in the air wing if they knew the origin of the “CLARA” call. The question was originally posed after a late night of grueling, redundant staff work that typically ends by asking life’s-mystery-type queries. The email trail below, in chronological order, is the result.
The original question posed by Assistant Ops Officer LCdr. Tyler Frautschi: A recently formulated question has been successfully parried and passed to you by our less-than-all-knowing air wing LSOs (since you did the LSO school thing): What is the story behind, or historical significance of, the term CLARA. Please enlighten us if you can.
The response from former LSO School Officer in Charge LCdr. Gary Herbert: You are wise to consult the oracle on important LSOingdom questions. But, alas, on this issue my magic eight ball remains silent. Even among old timers (flatpaddles, straight-deck and starboard-side-mirrortype LSOs) who gave history lectures at the LSO school, no one knew its origins.
My thoughts are that simply screaming,
“PADDLES, 402, FOR THE LOVE OF GOD AND ALL THAT IS HOLY, WHERE THE HELL AM I, HOW DID I GET HERE, AND JUST WHAT DO
YOU PROPOSE I DO TO SAVE MYSELF?!” was just too difficult to spit out on the radio. As every comment in LSO grading is an acronym, I propose the following:
For Low:
Crap, Looking At Rounddown Again
Committed to Land Aft of Ramp Anyway
Choose to Land Atop Ready-8 Again
For High:
Chop power, Lower nose And then Reef Aft
Check LOX At this Ridiculous Altitude?
Cockeyed LSOs Adjusted Roll Angle
Just Because:
Can’t Land-Application Ready for Airlines
Can LSOs Actually Read Anything?
Finally:
“Paddles, 402, I’m, uh, duh, CLARA’n an
emergency!”
The final response by LCdr. (sel) Howie Wanamaker, the staff airborne early warning Naval Flight Officer, offered his logical view:
OK, enough! A simple explanation from an NFO (as always!): CLARA = clarification of my position.