F16FLCS-SME

Not sure if it is relevant but here are my 2 cents: 1. You were flying at 860 knots at ~10K feet. The maximum speed up to 30K feet is 800 knots according to -1. 2. You were flying with the STORES CONFIG switch at CAT III for the entire mission. According to -1-2, your stores configuration is CAT I. Please look at line 17 of the AIM 9 section. After jettisoning the exteranl fuel tanks, I think you should have switched to CAT I anyway. You did not get a STORES CONFIG caution light since it is not modeled yet (WIP).

Please read the following chapters in your -1: "OUT OF CONTROL RECOVERY" "HIGH PITCH, LOW AIRSPEED" "PITCH DEPARTURE" "DEEP STALL" "SPIN" "RECOVERIES" I think you should also read the relevant chapters about engine stalls.

BTW, according to your external view, your AOA reaches very high values. The range of motion of the AOA transmitters are 70 degrees. The AOA indicator can show -5 degrees. That means the upper limit is 70-5 which is 65 degrees. AFAIK it is even lower than 65 but I don't remember the value and can't prove it.

My friend I believe you got it wrong. What you described is the exact description of a deep stall and how the FLCS tries to recover from it. Did you use your MPO switch together with pitch rocking in sync with the up and down motion of the nose?

I was able to find a bit of info. It is for the analog FLCS but the principle of work is same for newer blocks. https://books.google.co.il/books?id=WcrYhYOnB48C&pg=PA43&lpg=PA43&dq=F-16+FLCS+POWER+SWITCH+MAINT&source=bl&ots=veFicsbD9O&sig=ACfU3U153BHICvJQ2SnpJO5tX1tQW_UJjA&hl=iw&sa=X&ved=2ahUKEwj18pOS1MPsAhWC2aQKHd0rAzs4ChDoATAIegQIARAC#v=onepage&q&f=false

I confirm the bug exists according to -34

Both knobs are there.

I can't reproduce and the track file is not even loadable inside DCS.

The "flight computer" as you called it, has nothing to do with the speedbrakes. The DFLCC gets no position feedback from the speedbrakes what so ever.

I confirm. It should be in IR mode according to -1. "The anticollision light has a strobe (visible to the unaided eye) as well as an infrared emitter (covert, visible to night vision devices but invisible to the unaided eye). The strobe is disabled and the IR emitter enabled with the MASTER knob in COVERT ALL or COVERT A-C."

OP found his error, so it can be closed as not a bug.

Seems fixed to me.

Since the OP found his error, it can be marked as not a bug and closed.

So, is it still a bug report or a pilot error?

Seems fixed to me. Was unable to reproduce.

I took control over your track file. I mapped my HOTAS COUGAR MAN RNG knob to each of the rotaries. They all reach their maximum travel range. Same with mousewheel.

To clear the OP question: ALT HOLD mode does not disconnects stick inputs to the FLCS. You can still fly the aircraft with the stick as you need, while A/P is engaged. The moment your hand leaves the stick, A/P will fly you to the captured altitude reference.

Just to clear the matter of how the A/P switch works. The A/P switch is magnetic. This means the pilot needs to hold the switch at the requested position until it engages. The DFLCC gets an "A/P engage request" discrete signal from the switch position. The DFLCC OFP looks if the preconditions for A/P engagement in that requested mode are met. If all preconditions are met, the DFLCC will send a discrete signal (28V) to the switch solenoid which will hold it in place. The moment one or more of the conditions are not met, the discrete will drop to zero volts which will disengage the switch by a spring to the OFF position. Moving the AIR REFUEL switch to OPEN is one of the conditions to disengage the A/P. Therefore, holding the A/P switch up or down will not engage the A/P in that mode. The moment the AIR REFUEL switch is moved to CLOSE, the A/P switch will engage and function according to the selected mode. The same behaviour is for the FLCS BIT switch, holding it while its preconditions are not met, will not initiate the BIT routine.

I have reported it here: https://forums.eagle.ru/showthread.php?t=251906 I think the two threads can be merged.

https://www.worthpoint.com/worthopedia/kollsman-machmeter-air-speed-424269631 It seems you are right. However, I don't know if it is the same in the block 50 CCIP.

Seems to be fixed, even with your track file. Please close this thread.

I tested it today. ANTI SKID switch was in the ANTI SKID position. The wheels seems to be locked (fully stopped) during full braking. This is wrong as the anti skid system function is to prevent just that. It seems as if the anti skid system is operating in pulsating mode. Skid marks however, do appear, but seem to be alternating between the right and left wheel. If the right wheel stops (as seen by the skid marks), the aircraft should turn right and if the left brake stops, the aircraft should turn left. I used the W keyboard command to apply both brakes and the aircraft keeps almost centerline while braking, so I don't understand why it seems like a differntial braking. Here is a track file. http://www.mediafire.com/file/vv9o9cubntos372/SKID+MARKS.trk/file

Already fixed so please close the thread.

I tested this today. It seems that after airstart, the EPU shutsdown and all indications (RUN,AIR,HYDRAZINE) are off. According to -1 thats wrong: "When the airstart is completed and usable thrust is regained, turn the JFS off. Reset the main generator using the ELEC CAUTION RESET button and verify MAIN GEN and STBY GEN lights are off. Cycle the EPU switch to OFF and then back to NORM." It means EPU should keep running until reset by the pilot.

I can't reproduce. However, please read your -1 chapter about "LIMIT CYCLE OSCILLATION AND AEROSERVOELASTIC OSCILLATION". It might be the case you experienced.