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mvsgas

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Everything posted by mvsgas

  1. That is how the OFP are named or labeled in USAF manuals at the time (circa 2007) all of the OFP TCTO mention in the manuals have a plus at the end.
  2. Be mindful this video is from a block 30, so the flight control surface behave differently that in DCS because it is a different system (FLCS as opose to DFLCS) At 1:03, the mark door 4307 and 4303 as FLCS? I have no idea what they are talking about. There is nothing to check there during launch for flight controls. You can see the FLCS test started around 3:50 and it finish a 6:56. 7:13 trim check followed by one control check ( on DFLCS we do it twice to check digital back up controls) 7:32 IFR door check followed by brake check Notice the cut at 11:17, could be because most pilot don't tend to align the INS until after all of those checks are done. So the crew chief could have been standing there for a bit. Only I guess on my part tho.
  3. I did not report this, =OPS=Slider did. 92-3893 from Misawa AB https://media.defense.gov/2021/Oct/01/2002865586/-1/-1/0/210922-F-DJ879-1148.JPG
  4. 94-0049 from Shaw AFB https://media.defense.gov/2022/Jan/20/2002924920/-1/-1/0/220116-F-ZZ000-0004.JPG
  5. This is a large photo of 91-0343, block 50 from Spangdahlem AB https://media.defense.gov/2021/Nov/09/2002890005/-1/-1/0/211103-F-FW957-1097.JPG Now, if you look at the horizontal stab, they each have 3 back rods. Those are static dischargers. Note the left stab, the 2 inner most dischargers are on the top, while on the right they are on the bottom. That is because the same stab is used on either side, same meaning same part number IIRC. I believe this is what he posted about. If I find more examples I will post them. https://media.defense.gov/2021/Nov/09/2002890004/-1/-1/0/211103-F-FW957-1063.JPG
  6. OFP are software updates/upgrades for F-16 that use MMC. F-16 without MMC, the software is sometime refer to as System Capability Upgrade (SCU).
  7. You can use several carts. I don't remember their official names and don't feel like researching them but, for electrical power you can use a -60 or -86. For cooling you have C-10 ( C-10 require a -60 hook up to it to provide bleed air) You can also use a -60 to provide bleed air to the aircraft directly, but it uses the aircraft own environmental control system (ECS) to cool the avionics or pressurize the fuel system. This was commonly used for years but someone realize they where putting time on the ECS turbine so its not the prefer choice. To pressurize the fuel system only we used a small air compressor cart (small being relative) and for hydraulics we could used a Mule ( again don't remember the technical names). Non of them could motor or spin the engine. There are other carts for servicing nitrogen and other things.
  8. There is no way to start an engine in the F-16 externally. All starts use the JFS ( if the engine is installed obviously)
  9. Not sure why so many argue with each other ( I'm guilty of it too). Its a waste of time. I realize it was a waste of time when I saw people with zero F-16 experience arguing with C.W. Lemoine about flying the F-16. To many have very strong opinions about the F-16 because they play falcon 3.0, 4.0, free falcon, falcon allied force, open falcon, red viper or BMS etc. even they never touch the aircraft in real life. To each it own, I guess.
  10. In real life? Many things. You can get a No start, hung start, anticipated hot start or a hot start. The question in my mind is: Do we really expect Eagle Dynamics to modeled all of this behaviors when it seem so many do not want to follow a simple thing? The simple thing being no moving the throttle to idle if the engine is not ready. How is this a "noob trap"? Try this: Start the JFS, once you have a JFS run light, start the clock (conveniently the cockpit has its own). If you used start one, wait 30 seconds, if you use start two, wait a minute. After the elapse time, check engine gauges. If RPM is above 20% and sec light is out, move the throttle to idle. If you follow that to the tee, do you encounter any problems? If not, why change anything? If yes, record a track and submitted in a separate post as a potential bug.
  11. https://www.f-16.net/aircraft-database/F-16/airframe-profile/3506/
  12. No need to apologize. Nothing here is that important. Just an internet forum. Hope I help in some way.
  13. No, the same ISA are used on both flaperons and both stabs. The only different ISA is on the rudder. It should never be that since they are not modeling a block 52, they are modeling a USAF block 50 from 2007. I been saying this for over a decade:
  14. This does not really matter if you guys just want the stabs and flaperons down on a cold jet. But if the questions is whether this is realistic or not? There are to many variables and I highly doubt you can find a good source online. Manuals do not mention this, and photos are not good enough. For example, the photo you posted is of a block 32 that can't even fly. https://www.f-16.net/aircraft-database/F-16/airframe-profile/2052/ About those variables against online sources: So, whether the flight control surfaces droop down or not depends on several things. One is the Integrated Servo Actuator (ISA). Some will start bleeding down as soon as the engine shuts down, some will take days. The Horizontal stabs are more susceptible to this since they are heavier than the flaperons. How long after the engine shut down was the photo taken? and hour? 3 days? Another is the mechanics. Many of us tent to push the flaperons up after engine shutdown so you are less likely to crack you skull on them. The opposite is true about the stabs. So if you look at photos, are they after the mechanic raise the surfaces by hand or where they down after shutdown? Another variable is if you turn battery off and there is still pressure on the hydraulics, the control surfaces will go to neutral. Because of this, the flaperons could have reset up even tho their natural position after shutdown is down. Someone sees a video of a Demo viper and see thee flaperons reset up, will think that is the normal behavior when is not.
  15. If you look on this photo, the switch activate the canopy lock light is above and to the left of the canopy switch
  16. No, the light is for the canopy being lock. The switch for that light is behind the handle (between the handle and the side wall) and it is press in with the handle down or push to the wall. You can close the canopy and the light should stay on until the handle is down. The handle blocks access to the canopy switch and blocks the canopy hooks from moving IRL.
  17. Go learn about Landing Gear Hydraulic isolation valve, how it works and its relation to the alt gear extension. That will answer why NWS does not work and why no air is introduce to the hydraulics if all alt gear procedures are followed and the system is working as it should. The most common way air is introduced to system B is when people press that reset button at the same time the pull the handle.
  18. https://forums.eagle.ru/topic/282066-the-aircraft-will-not-start/ https://forums.eagle.ru/topic/282067-hung-start-on-latest-update-is-not-a-real-thing/?tab=comments#comment-4781108
  19. You write that you have done many alt landing gear checks, but then you also write that the handle introduces nitrogen into the hydraulic lines? If you have done that, you done something very wrong. Pulling the alt gear handle sends pressurize nitrogen to all 3 door actuators and the the NLG retract/extend actuator through its own pneumatic line. That is why there are 3 line on the actuators. Your not alone, many pilots and some maintainers (weapons loading crews and specialist that work with the avionics) think that also. Pressing the white button resets the landing gear sequence valve in the left MLG wheel well. So if you press the button and pull the handle you are resenting the valve while trying to move it with nitrogen pressure, pushing nitrogen in all the hydraulic lines. I seen that happen several times before and now someone has to bleed the nitrogen out of the B hydraulic system.
  20. There are two input to the engine, Main is throttle position switch that sends Power Lever Angle (PLA) to the Digital Engine Computer (DEC). The second input is physical push/pull wire the connects the throttle control linkage on the Main Engine Control (MEC). This is the only physical connection to any control in the F-16 (any versions). The DEC is like you car engine Electronic Control Module (ECM). The MEC is like very complicated carburetor (not even close in reality, but same concept ) The DEC nor the MEC will prevent you from introducing fuel to early to the combustion chamber AFAIK. Other aircraft the start is very automatic, for example A-10 seem way easier. But in the F-117, F-15 and F-16 you can't just put throttle to idle and hit start.
  21. IRL, probe heat is only used during icing conditions while aircraft is on the ground. As soon as your are in the air, probe heat comes on regardless of the switch position. Not sure in DCS
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