I figured that I should probably list the recent changes to the F-14. This is in r1020 of FGAddon in my git repository and will be on my site soon.
We now have F-14A and F-14B. The YASim version has been remove to make way for the F-14A TF-30-P414. The TF-30 engine has a configurable compressor stall model.
The VSI, ASI, Altimeter, G-Load are redrawn, oxygen quantity and cabin altitude (RIO) are new
ALS Panel backlighting and interior shadows.
ALS canopy glass effects, frosting, caustic effects.
New panels on the side console (Ext Environment, Air Condition)
This is the redrawn altimeter. I'm quite pleased with the way this one turned out. This is also modelled as per the aircraft in that it will fall back to pressure altitude when there is no power; otherwise the altitude value displayed will come from the CADC.
New ALS flames
The F-14A with the TF-30 engine has a configurable compressor stall.
The compressor stall configuration is less likely as the slider is on the left and inevitable on the right.
The stall is modelled using internal engine pressure differential (based on the LPC and HPC rotor speeds) and inlet turbulence based on angle of attack and sideslip.
MBC (mid compression bypass) failure is also simulated; although in reality this will do pretty much the same as moving the slider, however it does mean you can configure the parameter slider about right and then add an extra failure.
The slider in the middle is in theory the "normal" mode. In the aircraft you'd expect each engine to have a different compressor stall point, depending on maintenance etc, so I'd usually set the parameters to slightly different values. Experimentation will be required to set these to reasonable values.
You will hear a pop coming from the engine when it stalls; it is possible to miss this, so the pilot must monitor the engine gauges to detect a compressor stall. If you get a compressor stall below 130kts there may not be enough rudder authority to correct the yaw from the afterburner. If you do get a compressor stall whilst on carrier approach the correct recovery procedure is to abort the approach, maintain airspeed and increase thrust whilst being careful not to get too much yaw and keeping your alpha under control. If alpha gets too high or yaw rate builds then departing the aircraft before hot steel and metal hits water is advised. This can all be over in about 20 seconds so be careful out there.
To clear a compressor stall pull the throttle for that engine back to idle and wait for N1 to recover. The longer the engine has been stalled the more time this will take. You will also see higher temps when the compressor is stalled.
The engine is much less likely to stall above 80%, and generally never stalls above 85% (although it is still theoretically possible just unlikely with that amount of hot stuff coming out of the back of the engine). I've not (yet) modelled afterburner blowout as this is based on a different set of parameters that I haven't yet managed to discover.