Just a guess but it could be that they felt modeling the F110 would be easier than the capricious TF30. Could be that they felt that their existing engine model for the Viggen can be adapted well to the F110 and not to the TF30. Or maybe it is about some other part of the A+. Rather than financing that part in advance themselves, releasing the B first enables them to get some revenue going to fund the further development of the A+.
Maybe they had better access to SMEs for the B, maybe the reason lies in the art department (access to airframes). Unless Nicholas likes to chime in himself, your guess is as good as anybodies.
If I had to guess, it’s the modeling of the TF30s represents a huge investment of resources, time, and bug crushing. To fully simulate just how finicky the TF30s were is probably something they want to do after they’ve finalized a lot of the other things, as we’ve seen in a lot of the videos so far. The accident record of the F-14As with the TF30s speaks for itself in this regard. I highly suspect that the F-14B will be far more commonly used than the F-14A for this reason alone.
I would actually like to do some tests on multiplayer if any of us ever get the time. Similar to the stuff they did with the lightning and starfighter.
Low speed head to head acceleration tests at varying altitude and supersonic drag races. Would be fairly interesting I think to see the actual difference between alpha and bravo
Although it’ll be interesting to see how it pans out in DCS, it’s pretty much no contest in terms of real world data. The F-14B had a whopping 22,000lbs more thrust than the F-14A, for ~1700lbs of extra weight. The GE engines were a much newer design, made damn near 15 years later than the TF30s. One of the key features of the F110 installation was computerized fuel control, which represents a huge advantage over the older TF30. Think about it: the F110 allows taking off from a carrier with dry thrust alone. That kind of performance leap is, quite frankly, incredible.
Comparatively speaking, however… There were only 70 F-14Bs in total. The F-14A accounted for more than 470 aircraft, and although a number were converted to B and D, the bulk remained in service as As. If Heatblur confirms that the F-14A will also receive LANTIRN capability, then I know for the bulk of missions I make, the A will be the F-14 of my choice.
Per Magz and Jabbers’ videos above, I think this needs to be posted again:
Basically: no intentional spins; negative G maneuvers restricted to 10 seconds max on burners, 20 seconds dry; weapons launch restricted with flaps down and slats out; no fuel dumping with burners; no rolling maneuvers greater than 360 degrees. How often will these be violated and what will the effects be? That is what I find exciting about all this, even though I’m far from a Turkey fan.
Seeing that mentioned reminds me of just how many variations we had found in the AH-64 fleet. What we know of as the AH-64A actually had a lot of changes and additions throughout its service life before the D was developed, and then the D had various changes throughout its own block process as well. Plus, some had a mishmash of equipment applied, like the TXNG which had AH-64As packing CMWS, M-TADS, Arrowhead, TEDAC, and a few other systems previously only seen on the D models.
If you look at the F-14, you can see a lot of those in the same way, so even by separating from basic model there are still generational changes that have huge effects under the hood than what meets the eye. That, unfortunately, represents a lot of work that most people don’t quite seem to understand. I wouldn’t have blamed Heatblur if they only did the F-14A for the time period of 1986-1991, given just how many changes can be applied from a 10-15 year span of time from 1986 to 2001.