leg5840

Problem : After hiding the stick and throttle with the backspace button, if you go to the rear seat with the number key 2, the stick and throttle are alive. not hidden. A bug where the stick and throttle are alive when you return to the front seat in that state.

Problem: A bug where the "BST SYS MAL" light does not turn on immediately when the L/H engine is shut down when starting with ramp-hot. Principle of operation: After starting the engine normally on the ground, when turning off the engine, the EMER GEN relay should operate immediately and the BST SYS MAL light should turn on. Guess : Guess: My guess is that the 30 second relay setting was applied without thinking to make it work even in ramp-hot conditions.

Is it Pain In The Ass?

sorry, what is PINTA?

I read the explanation about T.O, but I don't understand it. T.O clearly states that it is a two-position rocker switch. As you said, a two-position rocker switch is correct. and If it is a two-position rocker switch, it is correct that the power is turned on when it is pressed before the power is turned on. However, in reality, MPD/MPCD does not turn on, as stated at the top of the thread. I actually turn the MPD/MPCD off and on every day while doing maintenance work. I was bored so I tried going back and forth between ON and OFF. At least once, after pressing ON, there must have been times when the power was applied in that state. But what is certain is that the act of pressing the switch before turning on the power has never caused the MPD/MPCD to turn on.

As you said, the brightness/contrast switch is a two-position, spring-loaded-to-center rocker switch. The power switch is a two position rocker switch. I think I made some mistakes to help understand. To be precise, it's not a button. But it works like a power 'button'.

Thank you. Clearly, it is a button, not a switch.

Problem: Started only the right engine at 0:41, confirmed that the JFS LOW caution disappeared, and turned off the engine of ENG and JFS. In order to de-energize the jfs start relay, I turned off the S/W in advance, turned on the switch at 0:58, and tried single bottle start, but no JFS START At 1:06, JFS is started with the double bottle start position. At 1:42, both engines were started to induce charging of the jfs bottle, then the engines were turned off. After that single bottle start worked fine. principle of operation: The JFS Accumulator must be charged with UTY' B and either pressure when the UTY PUMP is running. The JFS LOW caution disappears when the JFS Accumulator is charged. guess First, it is speculated that the JFS LOW caution simply disappeared over time, even though the jfs bottle was not fully charged due to the insufficient UTY' pressure of the right engine. Second, I guess that the JFS LOW caution itself is a false indication.

Problem: The HUD and stick & throttle position displays appear normally, but the rest of the displays (MPD/MPCD/UFC) are overlapped on the lower right. Guess: It seems to be simply unimplemented, but since there is a problem, I will write it down.

Problem: If you press the ON button of MPD/MPCD in advance while the power is not applied, the MPD/MPCD turns on the moment the power is applied. principle of operation: If the power to turn on the MPD/MPCD is not applied (any IDG), it is normal that the MPD/MPCD does not turn on even if you press the ON button of the MPD/MPCD. And no electrical signal is generated. Since the above-mentioned actions cannot generate and transmit electrical signals, they must not affect the operation of the switch after power is applied. However, there is a problem that the power of MPD/MPCD is turned on as soon as the power to turn on MPD/MPCD is applied while pressing the ON button of MPD/MPCD in advance (when the on button is simply pressed once rather than pressed and held).

Problem : in L GEN, R GEN OUT situations, FCP MPCD (EADI) and UFC are unavailable even though EMERGENCY GENERATOR is working. principle of operation : When both L GEN/R GEN are out and oil pressure is present, when EMER GEN S/W is in AUTO, more components operate than expected. Almost all functions were implemented in RAZBAM's F-15E, but a problem was found that FCP MPCD (EADI) and UFC could not use (bug? Not implemented?). Guess: It seems to be simply unimplemented, but since there is a problem, I will write it down.

This is the emergency procedure for speed brake failure written in T.O 1F-15E-1. SPEED BRAKE FAILURE If either a hydraulic or electrical failure occurs, the speed brake is closed by air pressure. If the speedbrake does not retract, pulling the SPD BK circuit breaker removes electrical and hydraulic power and allow air load closure. 1. Speed brake circuit breaker - PULL -- How can the air pressure lock the speed brake if there is a hydraulic failure in midair, a drop in pressure is detected and the control valve is closed?

Thank you for answer. This is my guess, but I would like to believe that it was not designed that way because it would cause a dangerous situation in which the speed brake would continue to create high drag in the air in an unfolded state. (Unless the speed is extremely low enough to not generate hydraulic pressure) And if the role of closing the control valve by sensing the pressure drop is actually performed as you say, maintenance personnel will not be able to open the folded speed brake on the ground. It will be able to operate after power and hydraulic pressure are applied in any way to unlock the locked speed brake control valve. However, in normal cases, the folded speed brake can be opened by hand. In addition, the speed brake of the F-15 is equipped with a restrictor, so when the speed brake is folded under its own weight, it is slowly folded. I remember seeing solenoids A/B in the speed brake schematic, but I can't remember exactly what they do. Can you provide evidence, data, or experiences to get accurate results?

Problem: After cutting off the L/H engine, I accidentally moved the speed brake while cutting off the R/H engine. And at the moment hyd' pressure was lost, the speed brake was stopped and fixed during operation. principle of operation. : Originally, the Actuator Cylinder should be pressed and folded with the speed brake's own weight. Guess: It seems that the principle of operation is not properly implemented.

From TO 1F-15E-1 This is the explanation of "LIGHTING EQUIPMENT" in SECTION I. Position Lights The position lights include a green light on the forward edge of the right wing tip, a red light on the forward edge of the left wing tip, and a white light just below the tip of the left vertical tail fin. The position lights are controlled by a knob on the exterior lights control panel labeled POSITION. With the anticollision lights on, the position lights automatically go to steady full brilliance, regardless of the position of the position lights knob.

The schematic of the F-15E's secondary power system will be accurately marked. But since this is military data, you probably won't have access to it. As a handler of similar aircraft, I cannot verify the exact data of the F-15'E' other than the T.O 1F-15E-1 that is circulating on the web, and Rainmaker, who handled the F-15E, is probably right. And RAZBAM seems to have aimed at thoroughly verifying and reproducing the aircraft that actually operated, not the pure aircraft of the T.O standard. I felt different from T.O.

If I write threads one by one, it becomes too much, can I?

Oh eagle keeper, nice to meet you comrade. All BIT operations are not supported in the EA model. I don't know if it will be implemented later, but for now, AFCS PBIT and ATDPS, which we often perform, are impossible to perform. It is true that there is a lack of excitement. Even in the manual, it is written that ATDPS TEST will not be implemented. It seems that the simulation of the level we want is difficult to expect.

flight control - Even if INLET S/W is set to EMERG, INLET CAUTION is not displayed. fire control - No reaction when pressing EMIS LMT. - HUD Repeater does not function in FCP R/H MPD. CAM is fine. Hydraulic - The canopy control handle can go to the LOCKED position only when it is fully down and sliding, but it is skipped. - If click the JFS handle at the single bottle start position, it is pulled to the second bottle start position. (Doesn't actually cause a dobble bottle start, only visually) - After connecting ELECTRIC POWER (Ground PWR S/W 1A), if UTY PUMP is operated by Engine Dry Motoring, FLAP and S/B should work, but they do not work. - After a long time after starting with the auto start sequence, the right engine was shut down and JFS START was attempted, but the engine did not start. JFS LOW also not displayed. It starts when the engine is started in the double bottle start position. At this time, JFS LOW is displayed. Suspected that there is probably a problem with the 1st bottle charging. - After shutting down JFS again and waiting until the accumulator is charged (JFS LOW caution disappears), the same attempt was made, but at this time, double bottle start also did not function. electrical - Assuming DOUBLE GENERATOR FAILURE in the air, two GEN s/w were turned OFF, but MPCD and Backup ADI were not activated. navigation - After entering INS Off (5second wait) then NAV to try IFA, A/G radar PVU menu was entered, but IFA was not found. - During autopliot, if passed to a place without STA information, hud STA information is output with a strange value. fuel - EMERGENCY CFT TRANSFER S/W does not function on the ground. weapon system - Even if PACS Ground power s/w is turned off, it is possible to enter the ARMT page. Error/Dissatisfaction - The sound of JFS RPM deceleration is not satisfactory during Engine Dry Motoring. I know the sound is WIP. Please note. - Oxygen regulator gage does not swing according to breathing. Presumed to be unimplemented. - CC reset button does not function

Thank you for your high-level answer. It's not perfect, but I was able to tell if it was unimplemented, a bug, or a known issue. And I was also able to know a little bit of the history of the F-15E. thank you Next time, i will look for new bugs focusing on function check. see you again.

Electrical - HOLDING BRAKE should be released at throttle idle or higher, but not. -- Three, brake hold does not work that way. Brake hold is functional at all throttle settings. Correct as implemented --- However, one of the things you said is wrong. This is the first sentence in the TAXIING paragraph of T.O 1F-15E-1 SECTION 2 NORMAL PROCEDURE. "As the throttles are moved out of idle, confirm that the holding brake switch goes OFF and that the holding brake is released." Please check again and hope the holing brake bug is fixed. ---- I am not wrong. Wanna know how I know that? I was part of the team that removed that feature 2 decades ago. There is a splice under the t-quad in the front seat that completely removed the t-quad from the system. Again, not a bug in any way, shape, or form. ----- Solved. Okay, if that's what the RAZBAM company pursues, I'll respect and accept it. I may be off topic, but I respect your experience and think I have something to learn from you, so let's continue with the question. I wonder if this was applied to all F-15Es and why such maintenance measures were performed. I can't tell you the detailed format, but as a person who handles similar, I leave a question to infer why the function works in similar models. Engine - RDY LIGHT is OFF during JFS Engage. It must remain on during operation. --First is correct as is. It does not remain on. That is incorrect. --- This is the JFS Ready Light description in the SECONDARY POWER SYSTEM paragraph of T.O 1F-15E-1 SECTION 2 DISCRIPTION. "JFS Ready Light The JFS ready light is in the front cockpit on the right console engine control panel. The light indicates the JFS is running. The light goes out when the JFS shuts down." It is correct that it should be on during operation, and READY LIGHT should be turned off after SHUT DOWN. I've never experienced this in a real aircraft. ---- Negative, it does not mean that. The ready light means that the JFS is ready for engagement and has reached the proper idle speed. Once the CGB engages, and the JFS accelerates, that is no longer the condition and the light goes out until both of those conditions are corrected. ----- JFS has JFS two speed s/w, so RDY light turns on when RPM is over 50% and auto shutdown at 110%. Due to this operating principle, I know that CGB engage and JFS Accelation are not related. Is it possible to give a more technical answer regarding this? - After starting, the fuel flow is over 1700. limit over. It is the same even if you retard after throttle advance. The limit is 200~1600. -- 3 Is a no. That is not a limitation. That is book notation for probable flux, mostly for the left engine anomaly that can occur at low fuel flows. Has nothing to do with limits --- This is precisely specified in SECTION V OPERATION LIMIT, and the symptoms are displayed identically on the left and right sides. Seeing that the value added by about 200 from the limit value is displayed, it seems to be related to the starting value of 200 degrees. ---- Again, I know exactly where the 200-1600 figure comes from, and why it was added to the manual. And no, completely unrelated to the FTIT. The EMD low limit on FTIT was 200 minimum and changed down the road to be 0-XXXX. ----- Solved. I made a very rudimentary mistake by confusing and associating FTIT with F/F. Sorry for the confusion on this topic. I only experienced late-type EMDs, and it was the first time I knew that the lower limit of FTIT for early EMDs was 200. thank you. - If press the Eng' fire push button, the rpm should drop gradually, but it suddenly turns off at once. -- 4 Is only a probability. No Guarantee of fire. Damage model implementations are constantly be improved. 5 Engine shutdown can be anywhere from a burp or belch to a complete shutdown. There is no rule there. Have seen all the above IRL. --- The FCF has a procedure to shut down the engine by pressing the fire push button after landing. There is information that the fuel shutoff valve installed in the aircraft can operate below IDLE RPM while burning fuel. Actually it is. Please check again. ---- I have first-hand experience with this in real life. I stated what I stated because of it. The fire push button and engine master both shut off fuel at the same place. Have dealt with both intentional and inadvertent shutdowns using both of those procedures. Once fuel is cut, there is leftover fuel between the main shutoff valve and the motor. How the motor deals with that fuel is case by case. Some will fluctuate before shutting down, some will shut down basically without notice. Have real world experience with seeing both scenarios ----- Solved. okay, it is accepted as an implementation of the case where the engine is suddenly turned off. As an aside, I wonder if there is a will to implement a case where the engine is turned off due to a slow drop in RPM other than what has been implemented. Perhaps you can answer that it's not possible, but I admire RAZBAM's in-seat interior implementation and ask if it can be reflected. Hydraulic - When the speed brake operates, HYD' PRESSURE is handled by UTY A, so only UTY should change, but PC1 and PC2 also change. --It depends. Hydraulic system fluxes are basic/artificial in nature at the moment as the aircraft is in early access. ---In normal cases, a switchover from PC1 or PC2 to UTY does not occur. Also, the switchover operates only when there is a drop in pressure, which does not fit the operating principle. ---- "Hydraulic system fluxes are basic/artificial in nature at the moment as the aircraft is in early access." ----- Okay, solved. thank you.

thanks for the nice answer I don't know if you're familiar with RAZBAM, but I could tell that most of the issues were either non-implemented or buggy. However, there are some answers that are different from what I know, so I will try to get answers again. The contents are as follows. Electrical - HOLDING BRAKE should be released at throttle idle or higher, but not. -- Three, brake hold does not work that way. Brake hold is functional at all throttle settings. Correct as implemented --- However, one of the things you said is wrong. This is the first sentence in the TAXIING paragraph of T.O 1F-15E-1 SECTION 2 NORMAL PROCEDURE. "As the throttles are moved out of idle, confirm that the holding brake switch goes OFF and that the holding brake is released." Please check again and hope the holing brake bug is fixed. Engine - RDY LIGHT is OFF during JFS Engage. It must remain on during operation. --First is correct as is. It does not remain on. That is incorrect. --- This is the JFS Ready Light description in the SECONDARY POWER SYSTEM paragraph of T.O 1F-15E-1 SECTION 2 DISCRIPTION. "JFS Ready Light The JFS ready light is in the front cockpit on the right console engine control panel. The light indicates the JFS is running. The light goes out when the JFS shuts down." It is correct that it should be on during operation, and READY LIGHT should be turned off after SHUT DOWN. I've never experienced this in a real aircraft. - After starting, the fuel flow is over 1700. limit over. It is the same even if you retard after throttle advance. The limit is 200~1600. -- 3 Is a no. That is not a limitation. That is book notation for probable flux, mostly for the left engine anomaly that can occur at low fuel flows. Has nothing to do with limits --- This is precisely specified in SECTION V OPERATION LIMIT, and the symptoms are displayed identically on the left and right sides. Seeing that the value added by about 200 from the limit value is displayed, it seems to be related to the starting value of 200 degrees. - If press the Eng' fire push button, the rpm should drop gradually, but it suddenly turns off at once. -- 4 Is only a probability. No Guarantee of fire. Damage model implementations are constantly be improved. 5 Engine shutdown can be anywhere from a burp or belch to a complete shutdown. There is no rule there. Have seen all the above IRL. --- The FCF has a procedure to shut down the engine by pressing the fire push button after landing. There is information that the fuel shutoff valve installed in the aircraft can operate below IDLE RPM while burning fuel. Actually it is. Please check again. Hydraulic - When the speed brake operates, HYD' PRESSURE is handled by UTY A, so only UTY should change, but PC1 and PC2 also change. --It depends. Hydraulic system fluxes are basic/artificial in nature at the moment as the aircraft is in early access. ---In normal cases, a switchover from PC1 or PC2 to UTY does not occur. Also, the switchover operates only when there is a drop in pressure, which does not fit the operating principle. Thank you.

Air Conditioning - FIRE EXTINGUSHIER DISCHARGE not working. - If raise the supply lever of the OXYGEN regulator panel, the OXYGEN CAUTION disappears, but the OXY Green Light does not come on even after 3 minutes. (It is impossible to verify that the MSOGS BIT is working properly.) - The EMERGENCY vent lever should be operated in Turn/Pull 2 steps, but it works at once. - MPD/MPCD works even when ECS FLOW is turned off. Egress System - Canopy opens too quickly. - When the hydraulic pump does not operate, the accumulator pressure is insufficient, and the canopy control handle is in the DOWN position, sliding does not work, but the canopy should come down by its own weight, but the canopy does not come down. Electrical - The elctrical power is off, but the power system is not implemented properly, such as UFC is operating and LDG WARNING TONE is heard. - Ground Power S/W is also not properly implemented. - HOLDING BRAKE should be released at throttle idle or higher, but not. Engine - RDY LIGHT is OFF during JFS Engage. It must remain on during operation. - FTIT temperature of EMD before starting is 200 degrees. - After starting, the fuel flow is over 1700. limit over. It is the same even if you retard after throttle advance. The limit is 200~1600. - After JFS engage, Eng' cranking is limited to 90 sec, but fire warning does not occur even if cranking for a long time. - If press the Eng' fire push button, the rpm should drop gradually, but it suddenly turns off at once. Fire Control - Cannot enter the BIT menu. Hydraulic - When the speed brake operates, HYD' PRESSURE is handled by UTY A, so only UTY should change, but PC1 and PC2 also change. Instrument - Suddenly at 37000 feet, Fuel Qty ind' indicates 0000, and f/f indicates 0 in EMD. - Eight day clock knob does not work. - Voice warning is activated even though the INTL fuel pointer has not reached the BUG position during fuel qty' ind' BIT check. Navigation - ALIGN If the aircraft displacement limit is too sensitive, even if the throttle is moved a little, GC HOLD is displayed. - aircraft is in a hold state, but ALIGN is not possible because GC HOLD does not disappear. - The same symptoms are displayed even after moving the aircraft forward and then stopping, resetting the INS S/W from OFF to GC, and inserting the coordinates. - GC suddenly changed to NO TAXI in 1.1. If turn the Knob to NAV, NAV DEGD is not displayed. INS Alignment was completed normally, but it seems to be a problem with the display. - LOW ALT does not disappear after landing. It disappears only when RDR ALT S/W is turned off. error/non-implementation - Nozzle open speed is too fast when engine switches from SEC MODE to PRI MODE. - The air conditioner in the cockpit is too loud. - The sound of JFS Auto-shutdown after engine cranking is natural, but the sound of Manual Shutdown after simply turning on JFS is unnatural. - Front/rear seat circuit breaker not implemented. - No sound when canopy cycle. - The voice warning is originally quiet, but not very frivolous. - ATDP TEST does not work. I'm posting this in hopes that the bug will be fixed.