Avio

Note to Rudel_chw -- I extracted this segment (see attached) from the checklist you posted before, and it shows PC2 after right engine started should read 2750 psi, but the PC2 gauge shows 3000. Which is correct? And if 3000 at PC2 is right, I am not sure how starting left engine first would make any difference, since PC1 reads 3000 as well after left engine started.

Yup I believe that's how the jet was designed. Would be nice though to have that immediate tactile knowing like in the F16.

No it is not skidding, more like the jet comes to a stop with the nose having to veer a few degrees to the left or right, instead of straight ahead as it should. And it becomes very obvious only after a mission has been flown for a certain duration. Hot starting and rolling about a little hardly shows up that problem, if any. Most usual bug, if that is one.

I suppose the feel has to be substantive enough to know that one has just gotten into the very initial part of AB, for it would be less practical if the eyes have to cast a glance at the flow gauge to check that it hasn’t entered AB if one doesn’t want to.

Anyone else noticed this brake stopping problem? Does not show up much in beginning, but becomes very pronounced after a longer mission. Looking rather positively to be a bug.

Wow ! Thanks much Ramsay. A picture tells a thousand words truly.

I mean, is there a tactile clicking feel as the throttle crosses into AB zone? I would assume it would be immensely helpful in the real jet to know right away when one has crossed into AB, like in the F16.

So for the mil / AB detent, is it just a “click” through, or must the throttles be lifted to bump over the detent?

In the attached pic, which is tank 1 and which is aux? And the two feed tanks, they are hidden below those shown fuselage tanks in the picture? *Edit* And what is the aux tank for? Any special purpose?

Thanks much, Rudel. About Tank 1, what I meant is, is it or is it not that Tank 1 refers to the total combined fuel cells that lined up along the central fuselage body? In other words, Feed Tank + Internal Wing Tanks + Tank 1 + Ext Wing Tanks + Ext Center + CFT = That digit number shown on the indicator.

The right engine is started first, reason being for hydraulic pressure check on the utility hydraulic. But both PC1 and PC2 reach 3000 psi upon engine engage, with the utility showing 2750psi before going to 3000 after engine 2 start. Can’t we just start left engine first instead? On a separate question, the Tank 1 at the fuel switch refers to all of the fuselage tanks right? Why not just call it Fuselage Tank then?

Thanks folks. Didn't quite see that in the manuals, or I might have missed out.

Fuel dumping only comes out from right wing tip, should it not dump from both wing tips since there is also a dump ducting on the left wing?

Two tracks here -- One is a full Rwy strike mission, where after landing back at Ovda the full-stop brake veering was rather bad, going off by several degrees. The other shorter track was just moving around the base. That one exhibits only very slight veering off. It seems whenever a longer mission is run, the veering off would show up more. F15E Ovda Short.trk F15E Ovda.trk

Two questions :- 1) In the real jet, is there a physical afterburner detent in the throttle? 2) I set the loud AB sound to ON, but found it generally it sounded quite muted compared to the engine and blower sounds. Is it obvious in the real jet when AB is entered?

It was just a normal slowing down before coming to a complete stop, so skidding should not be in play. The nose veering to one side happens when stopping on runways. Did not seem to happen when outside of runway. Maybe it is the unevenness of runway that causes it.

I noticed each time I full brake the jet to a complete stop, the last couple of seconds would always see the jet veering its nose heading about 5 degrees either to the left or right before coming to a complete stop, even though there was no rudder input whatsoever. Anyone else noticed this? Could it be a bug?

Thanks for the ideas folks. May just give that a try.

The lighting / shadows over the terrains seem to flip around every few seconds, sometimes suddenly appearing a little darker, then suddenly brighten up again, on and on. Especially obvious over mountainous areas, around dawn or sunset. Is there a sun lighting transitioning issue being not gradual enough or something?

I am using Warthog HOTAS, is there a good way to know when I have moved into AB? By the way, even in full AB, the RPM reads only 96% or so. Should it not be 110% or something, like in some other jets?

The lighting / shadows over the terrains seem to flip around every few seconds, sometimes suddenly appearing a little darker, then suddenly brighten up again, on and on. Especially obvious over mountainous areas, around dawn or sunset. Is there a sun lighting transitioning issue being not gradual enough or something?

Ok got it.

I noticed too that the AP doesn’t seem to hold altitude too well at times. By the way, how does one clear the entered altitude value so as to revert to normal altitude hold?

So I have tested again at Tonopah Test Range, this time starting mission at runway and took off. Strangle, now all is good. Perhaps previously I set it to start from ramp cold and dark, flew the complete mission, and noticed those issues stated earlier. Will see if issue still there should I fly another night mission from ramp start.

I can testify, after spending many happy hours flying it, that this eagle feels like the best trimming aircraft among all. When out of trim in flight, a few touch of the trim button is all it takes to do the job.