strikeeagle

The engine doesn't continuously recharge. There are 4 hydro pumps. 1 for each PC and 2 for the utility system. These pumps are connected to the AMADS: 2 pumps per AMAD. Since the engine is turning the AMAD via a PTO shaft the pumps rotate. The utility hydraulic system supplies the hydro fluid for the JFS accumulators. So, if I have to manually pump-up the JFS bottles (there is a upper and lower bottle), I'm "sucking" the fluid from the utility hydro reservoir. Hydraulic fluid does not keep the JFS running, the JFS is a jet engine so it uses fuel from tank 3. JFS: The front of it is facing the Crew Chief doing the safety wiring. CBG: Front looking aft. The right side of the picture is LEFT side of the jet. That green thing is the left utility pump/manifold. If there is ample RPM >12%, there is no need for the JFS. The emergency generator would supply hydraulic power to the utility system that would power the flight controls.

Roger that, but the ability for the JFS to run at 100% to motor a engine to get it on the ground is VERY unlikely. The F-15E-1 only refers to the JFS to attempt to start a motor. The book also says that when both PC's reach zero PSI, eject. IIRK, the JFS can only run a 100% for 60 seconds.

I noticed that too. You guys know all the game model programer stuff. I can point out whats wrong.:lol: Spool down is a little slow.

:thumbup:

It's all good. I'd have to personally look at the procedure. You guys do a bang-up job, but I'm still partial to my F-15 :smartass:. I had many-a-good times working the jet.

That I am, but I crewed the 15 for 9 years and taught its systems for my last 4 years on active duty.

-Start sequence -Having a electrical power "switch" -Speed brake fully extends above .85 Mach -Speed brake has 3 positions -External lighting -JFS sounds -Ramp dropping sequence is slow -Canopy closes too fast -No JFS chimney texture -Bitch'n Betty -Cockpit lighting -The BIT panel on the left rear console -Switches that are off should be on -etc

Oh...the only way to manually charge the JFS accumulators is if the Crew Chief uses the JFS hand pump. It's done by hand...not running the JFS.

No no no.... The JFS and CGB are connected together. When the pilot has both engine master switches "ON", and the JFS control switch "ON", he/she pulls the JFS control handle in the cockpit. When they pull the handle this is what happens: 1. Hydraulic pressure w/a nitrogen pre-charged is released from the upper accumulator, through the accumulator manifold, and to the CGB hydraulic start motor. 2. The start motor turns, thus turning the CGB which is connected to the JFS, so if the JFS GCU is getting power from the CGB PMG, the JFS lights off. 3. Pilot raises the #2 finger lift 4. A electrical signal is sent to a couple relays and 50 percent switch. 5. The CBG clutch plate releases, oil pressure is sent to the isolation decupler that extends the decupler into the AMAD pawl carrier 6. Once in the carrier...the JFS accelerates to 100% spinning the decupler, that is rotating the AMAD pawl carrier, that is rotating the AMAD, that is turning the PTO shaft, that is connected the engine gearbox, that is turning the tower shaft, that is spinning the N2 compressor. 7. At 20% engine RPM, the throttle is moved from off to idle. 8. The motor lights off at about 23-25% 9. Once the JFS reaches a overspeed condition, the 2-speed switch decelerates the JFS back to idle retracting the decupler. 10. Same thing happens when starting the #1 motor except, there is a signal being received from the #2 50% switch saying "the other motor is running" causing the JFS to shutdown The only thing the JFS/CGB does is start the engine...that's it.

What's the date on that tech-data again? The idea behind maintaining the 350 is to wind mill. The JFS cannot provide hydro. Do you know how the JFS/CGB work?

If you maintain sufficient airspeed, the motors will wind mill provided that they haven't seized. Thus will provide power to the emer gen and pressurize the utility hydraulic system. The utility system provides pressure to the PC's if there is a leak in certain PC circuits (A or B).

Ummmm...I still disagree. The JFS would be used to maybe attempt a restart or cool the motor. There is a limited amount of time that the JFS can run at 100%. The JFS cannot supply hydraulic power and there is no such thing as charging the hydraulic system. Now the engines can be motored (wind milled) to recharge the JFS accumulators if need be. In flight these accumulators provide hydraulic pressure to start the CGB/JFS and to provide pressure to open the forward landing gear doors. That's about it.

Trust me...it doesn't.

The JFS doesn't supply hyd power to flight controls. There is no way it can do this.

Fortunately, the 15's electrical system doesn't work the way it's currently modeled :music_whistling:

...when I use it to lock a target, the symbology goes away and the only way to get an LA is to point the nose at what ever I need to shoot. Did I miss something besides the updated 27?

PayPal says something is up w/the merchant. What gives?

All C's came straight from the factory. No A to C upgrades.

I thought the A-10 did have a parking brake. I know the F-15 does.

Yes....-220's still have the VMAX switch. The switch is actually for one get use. Once the pilot selects VMAX, the motor is done. It has to be pulled and sent to the engine shop.

You sold Jake's book?? :p

How about a black seat?