Stubbies2003

That would be the ICP.

What Eaglewings said. I can fly the 18 in VR and stutters are pretty rare. I wouldn't call them common in the 16 in VR but they certainly aren't uncommon either.

Well not all can be braked. For example the F-16 nose wheel doesn't have a brake. So there are little bumper friction pad bits in the nose landing gear area that it makes contact with to stop spinning on retract.

2A372

Mine was on the FPM unless I went TMS up which kinda acted like a ground stabilize feature and would automatically move the SOI to the weapons page. I could then fine tune the target and attempt a lock. As nineline stated TMS down will recage the Mav to the FPM.

Oh it goes WAY deeper than that. If I didn't know any better I'd say that whomever had an acronym first the other service would intentionally use another just to be different. For the USAF, at least in avionics, any boxes we replaced on the aircraft were LRUs. Line Replaceable Units. For the Navy the exact same box is a WRA. Weapons Replaceable Assembly.

This is true but it also states that AB is automatically inhibited in SEC and max thrust is obtained at MIL. This is why I was asking if you were doing that specifically to see nozzle movement and AB termination. Also wasn't an engine guy so same I have to dig into the -1 for specifics.

Okay were you going to max AB prior to selecting sec to verify that AB was disabled after entering sec? Otherwise not sure why you would select full AB then go to sec.

It had been awhile since I had flown the Viper but I did fly on OB patch day and noticed the same thing on a MP Persian Gulf map. Some of the waypoints were correct but most were grossly off. The odd part was the HSD page was totally correct for waypoint locations so we just ignored the INS indications and flew off of the HSD for current location. That MP map was hot started aircraft so the INS was already aligned.

Career Development Course. The volumes we get to go from 3 to 5 level then from 5 to 7 level as well as WAPS testing.

Yeah the pilot not even checking the abcd and batt to flcs indication is definitely the biggest culprit there. If the pilot had done that then this wouldn't have happened at all.

Ah well obviously as a maintainer I wasn't running the engine for my work. Yeah the conv/reg take in all sorts of power and work the best one to the FLCS. Looked this one up in the CDCs and perhaps it has been fixed in newer ones but the FLCS switch operation wasn't clear enough on the more specifics of it. Looking at the area specifically about FLCS power covered it well enough. The FLCS actually gets forced on as soon as you go start 1 or 2 and then stays forced on after engine start per the CDC. I was A shop by trade so I did work some FLCS but not to this level obviously.

Well you are kind of in left field here as it doesn't relate to the OP since being in maint completely removes power from the FLCS thus there is no way to even do a BIT and fail it.

Because it isn't superior. A normal to status 60 is barely enough to give you the basics and will drift. You take the normal down to a 10 for a good standard alignment and if you want to be really tight for the first hour you perform a EIA which will give you status 6. Only from a normal alignment though. Stored Heading is normally only used when getting off the ground as quick as possible is preferable to the extra drift you will see over a normal.

I can second on this bug. A failed FLCS BIT is a red highlight not amber on the FLCP itself.

Don't forget about the lovely Trim A/P Disc in disc. How many times I've seen that trip up pilots. :)

Yeah with what Frederf explained above this is true. INS aligned via stored heading and no GPS to try and keep it in check will drift more than what he saw.

Just to throw in my two cents here. I got three incentive flights during my time in the USAF and two out of the three we hit 9g. The third we didn't simply because on the G warm up the 16 broke and we had to RTB at that point. Neither of the two flights where we hit 9g did I have the PPG gear as apparently you had to do some kind of training to be qualified to use it. Guessing it could be dangerous to the lungs otherwise and, of course, some maintainer on a single incentive flight isn't getting that training. With a proper G strain maneuver I never even lost color vision so I was no where near blacking out. Not exactly a pleasant experience but it comes with the job. I don't know what an average person is like I can only describe my experience on it though. I do agree that the onset is too early if they are simulating fighter pilots who do this all the time.

Are you referencing those itty bitty metal spikes down at the corners? If so I think there are multitudes of things to add in or fix that are just a WEE bit more important than that.

I've got several hundred hours in on the 18 and atm I fly the 18 pretty exclusively. I've never seen this condition you've demonstrated Swift. Can't say what the difference is but I've never seen this before your video. Obviously not all of my MP time is at night but there have been a few fairly recently that were night so I had to set up the aircraft for it. Definitely on the current OB version.

Not guessing at all here. I worked on F-16 from block 25 to 42 in the USAF. INS and GPS were two of the systems that I worked on and I've done many a normal gyrocompass alignment. The only part that could trip me up would be EGI differences between the SINS or RLG INUs. Never worked EGI. Only SINS and RLG.

Yeah I think just like with Nealius' post above yours that is showing you a DCS limitation and isn't indicative of real life performance.

No. Status 60 is far from perfect.

Well if DCS is doing that then that is a bug in how DCS is handling the INS system in the F-16. Status 6 is only seen for regular gyrocompass alignments to status 10, Nav mode, then moving to adjust heading by at least 70 degrees then going back into normal alignment for another four minutes. That is called an enhanced interrupted alignment. That won't work from a stored heading alignment IRL. What you are describing isn't even the proper way to do a basic interrupted alignment in the F-16 since if you started with a stored heading alignment you would go from nav back to stored heading to finish that alignment then back to Nav. Just sounds like the ED guys didn't plan/code for someone to attempt it that way.

Doesn't look like that is the issue. I watched the youtube vid and at that time of day the displays would have been blindingly bright if in day mode. It mostly works for me but the AoA indexer is still an issue as the red tends to show too brightly using nvis and turning it down low enough to not be an issue makes the center O basically invisible using nvis. That was definitely not a hook bypass not set to field issue. He first had the red arrow and it was solid so the switch was properly set to field. I've never seen the AoA indexer flash like that before. That is very strange indeed.