Bouli306

Well i am a PW guy but when the DEC (engine computer) is working properly and the engine has no damage it should never go into FTIT overtemps.

The colors in the MFD's are up to the users. You can set any color combination in the DTC as you wish. Load it on startup and that is it. So if the MFD's of a block 50 from 2007 are color than it would be nice to set the colors per user.

And yes it is a little display.

Did you manually fire the laser with trigger?

Only thing is that you will overstress the yet and probably damage canopy and flcs

Simply not true. Where did you get that information from?

And that will stay that way. That is the only station a Viper is carrying a TGP.

Never worked a day on a Viper Flightline. Give me a brake buddy I worked the flightline and worked in corrective maintenance for about 9 years in the RNLAF. Therafter i became a Flight sim instructor on the F-16 which I still am. Reservoirs is simply the wrong name, we are talking accumulators. But you know this... And sure the T-handle is a lot of work (around 220 stroke 'so to speak') but look at that little pump in the Lefthand main wheel well compared to a 450HP jet engine!!! By the way we have a pneumatic tool which we use to replenish the JFS/Brake accumulators. You seem to be talking about a JFS start fail on ground..than you are committed to recharge the accumulators. When the engine mills (JFS assisted or not) above 12% the JFS/BRAKEaccumulators are replenished in about a minute (faster than your handjob in that main wheel well :-)). It does this via the B pump on the ADG. It simply has no other means to do so. Page 3-79 chapter airstart in a flight manual: Allow 1 minute of engine rotation (either windmilling or JFS assisted) at 12 percent rpm or above to insure that the brake/JFS accumulators are fully recharged. Recharging begins 3-4 seconds before the JFS RUN light illuminates or 30 seconds after selecting a start position. And yes....also on the ground it will replenish that fast. Just stick your head in the hatch where the JFS/BRAKE gauges are during startup....al kind of magic going on there (gauges going from pre-charge to 3250ish in about a minute) See yah

Well...let me start by saying that in a earlier post you said "JFS is not run in flight, and wouldn't help you even if it could". And now you are saying that's different. The JFS DOES provide enough torque to drive the ADG. Even on ground the JFS will start pressurizing/filling the JFS/Brake accumulators 2 seconds before the runlight goes on till about 40-60 seconds after the JFS runlight where it completely replenished those accumulators on around 3250PSI pressure. That pressure is coming from the B pump. It is also stated in the Flight Manual. You are not using the JFS to windmill the engine. You are using the JFS to mechanically mill the engine via the ADG, PTO shaft, Towershaft. True, the EPU will kick in and indeed the EPU will drive the A pump. I do not agree totally on your statement that the EPU pump provides lower pressure. The normal pumps will provide between 2850 and 3250PSI pressure, the EPU pump will give 3000PSI pressure. The big difference between the regular A pump and the EPU pump is the flow it can produce. The EPU pump can only make around half of the flow of the regular pump (~42GPM against ~23GPM) Okay, point taken about the EPU. But the Alternate landing gear extension pressure is NOT supplied by nitrogen coming from the JFS/BRAKE accumulators. The nitrogen in these two bottles is purely to put the accumulators under a certain precharge. The Alternate landing gear pressure comes from the nitrogen bottle just aft of the nose landing gear bay. That bottle is also used for the hook extension. And indeed the MLG is freefall by old man gravity and the airflow, airflow is secondary because also on the ground on jacks the gear will fall down and locked....and as far as I know, no airflow there apart from the mechanic letting one go :) Yes it will and that is why I asked the original poster if the JFS was running. Although the JFS can't supply enough pressure to fly the jet (FLCS operation) it is known that gear came down only on JFS power. As stated above the Flight manual states that the JFS will replenish it's own accumulators to around 3250PSI. JFS start power (hydraulic) and Braking (hydraulic) is supplied by JFS/Brake accumulators (what's in a name). But if the JFS runs on landing you can brake all you want. 75 seconds of braking during a regular landing is quite long actually, especially when you perform a good aerobrake.

See my ' ICP IFF button press' post already reported

Just to confirm...CAT 1 right? and no TGP or other ordnance..

Your statement is incorrect. The JFS can and will be used in flight. Normal procedures for an airstart below 20000ft is to start the JFS. The JFS will take care of motoring the engine so the pilot will not have to worry about maintaining airspeed to keep the RPM of the windmilling engine within limits for an spooldown airstart, and can start thinking about preserving airspeed (and therefore altitude). When the JFS is started the ADG is run so also the Hyd B pump. Therefore it may be possible to lower the landing gear by simply lowering the gear handle. The EPU will indeed give elec power and Hydraulic A power. (by the way you forgot to mention the LEF's because they are secondary flightcontrols and run by A (and B) system as well. EPU has nothing to do with lowering the landing gear. When hydr B system is gone the pilot will lower the landing gear handle and pull the Alternate gear handle to lower the gear with nitrogen pressure. When the JFS is running he will have wheleebrakes on landing. When the JFS is not running he still has around 75 seconds of braking action to his availability by hydr accumulators. When alternate landing gear is used NWS is not available.

But then you have to pull the alternate gear handle and guess what....WIP so the gear should not have come down...

If you look closely at the wingman before he is taxying you can clearly see that 2 F-16's are on top of each other.

+1 it is the top left switch on the HUD control panel.

Loadout would have nothing to do with engine RPM. Again the RPM should be 108% regardless of anything else. The GE engine is just like the Pratt an twin spool engine. The core engines RPM is shown in cockpit (N2) the Fan RPM however is not shown but is limited by the DEC.

If the JFS was not running the gear should not have come down.

When the Master ARM switch is in ARM position. In the RADAR Page, HSD, SMS inventory & TGP page RDY is shown in the lower center part of the MFD's. Also in the SMS page Ready is shown next to the selected weapon. MASTER ARM in SIM: in the RADAR, HSD, SMS inventory & TGP page SIM is shown in the lower center part of the MFD's and SIM is also shown in the SMS (weapon) page (last part I am not sure off). Master ARM in OFF. Nothing is shown in RADAR, HSD, SMS inventory & TGP page. This shows the pilot what weapon mode he is actually in. As it is now the RADAR will always show RDY in the lower part of the MFD regardless of MASTER ARM position. This is not correct.

Already reported

Be aware the F-16 is a fighter and does not have a Flight management system 787 style :-). These are the functions: Pitch switch: Attitude hold: jet will maintain set attitude up to the point were there is no energy left... than it will start to descend Altitude hold: Jet will try to hold the altitude at witch the switch is engaged..this is also depending on energy off course Roll switch: Attitude hold (see pitch switch but not for pitch but for roll attitude) Heading select: Autopilot will follow the heading bug on the EHSI STRNG SEL: steer towards the selected steerpoint in DED With the Paddle switch on the joystick you will interrupt the AP but releasing the paddle switch the AP will try to continue as set before pressing the paddle switch. Because the AP has no indication of being on sometimes a pilot will fight the Autopilot. Attitude hols is sometimes set when pilot wants some time to sort out problems/communicate etc. I have seen it being used during flights in a CAS wheel for example. Set a pitch and roll attitude hold and pilot can write down a nine line....

I just wanna clarify that the Engine limits are hard limits: So the stated 108% (+/- 1%) and 980 degrees (+/-10 degrees) are realtime limits. When a pilot is in AB or full military power he expects the engine to meet those limits. If the engine does not the pilot will go home and the engine is written up.

With or without running engine? I wonder when you selected gear down.

If i look at the picture included in the first post and the example of flying at 36000ft M2.01 and 631 knots it seems that the HUD does not show CAS but EAS which is not correct because EAS does not account for compressibility of air.

My calculations say that you were flying at approximately 2000ft. No way in hell you are going any faster in that thick air. Max airspeed for the Viper is 800kts or 2.05 mach whicever comes first.

The INC/DEC arrows in the DED display show like they should but they should also be visible in the DED when it is displayed in the HUD.