mvsgas
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Posts posted by mvsgas
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direct PDF link AFMAN 11-2F-16V3
RELEASABILITY: There are no releasability restrictions on this publication.
page 15, para 3.3.1
QuoteUnless mission requirements dictate, pilots will limit taxi speed to 30 knots, 15 knots over a raised cable, and
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Not sure what you are trying to say.
Check out this block 42 from Luke AFB 308th Squadron
0:47, 2:37, 2:49, 3:00
https://youtu.be/MFQ21UWfqu8?t=47
79th FS, Shaw AFB, block 50
1:55, 6:02
https://youtu.be/_Stevja1_OM?t=115
14 FS, Misawa AB, block 50 while TDY to Eielson AFB
1:01, 1:06, 1:30, 1:52, 2:49, 3:01, 3:13, 3:30, 3:54, 5:17
480th FS, Spangdahlem AB, block 50
2:30, 3:04, 3:37, 3:42, 4:17
I guess I'm trying to say that is normal so not sure what you are saying
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4 hours ago, Moonshine said:
Yeah especially fuel leaks from small arms should fix themselves due to self sealing fuel tanks but currently you lose fuel as quick as if half your plane was shot away under you. Rather frustrating in AG scenarios
Beside the A-10, I cant think of any USAF aircraft with self sealing tanks.
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12 hours ago, Frederf said:
It's possible for EPU to not be using hydrazine in operation.
IIRC, back when I work on them (10 years removed now). So if the jet loses electrical power or hydraulic pressure gets below a certain number the EPU will activate. The pilot could also choose to turn it on. Any way, the EPU will initially use hydrazine to achieve operation speed, after switching to bleed air if it can.
12 hours ago, twistking said:
The Viper's EPU does also deliver the hydraulic power, right?Yes
8 hours ago, twistking said:Doesn'T the JFS also needs it's own exhaust pipe?
Yes
8 hours ago, twistking said:Couldn't you just put a generator on the JFS and call it an APU?
You don't need and generator to call it APU. Again, using the only APU I ever work with as an example, F-117 APU was not connected to a generator nor a hydraulic pump. It simply ran an air compressor, which in tern is used for several things ( Air starting system call P.A.S.S, supplement environmental control, emergency power unit, etc.)
Anyway, the thing that looks like it has tin foil around it, is the JFS, very compact, even tho the engine is removed..where would fit the generator?
JFS bay photo
Keep in mind, above the JFS is the JFS controller (basically a fuel pump), behind the JFS (inboard) there is hydraulic pump, middle is where the engine connect to the Accessory Drive Gearbox (ADG) and on the right side there is Main gen, stand other hydraulic pump and stand by gen and on the door there is a frequency converter for the stand by gen.
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13 minutes ago, Frederf said:
The EPU can run off JP-8 as well.
It can't run on JP-8, it has no way to do so. It can run with bleed air from the engine, but it will always use hydrazine when it initially starts. Only time it only uses bleed air is while being testing on the ground... and some time the jet decides to use hydrazine when doing that, that is why pilots go to a 100% oxygen when testing the EPU during launch.
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20 minutes ago, twistking said:
I don't udnerstand how it can be more efficient to have both a JFS and an EPU instead of having one part that does both... so an APU that can start the engine and run a generator.
I understand that an EPU that's only there to run a small emergency gen for a short time can be very small and leightweight compared to a proper APU, but i do not really understand why you could not put a small gen on the JFS and use that for emergency power.
Can someone point me in the right direction?Thanks!
I don't know the answer to your question, but in the F-117, there is and APU that runs the entire flight and the same EPU that is used in and F-16 ( except it does not have fuel/oil cooler and does not use hydrazine). So and APU would not preclude an EPU. F-15A to C does not even have a battery, no APU nor an EPU...not related, just thought is interesting.
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20 minutes ago, silverdevil said:
LOL, some people make up some crazy theories. The guys in the video says the whistle is from a sensor when the aircraft is close to the ground...why would the aircraft have something like that on the outside? lol. I hated being on airshows next to the jet, granted only did it once in Oshkosh EAA 1999 . So many want verification on their misconceptions and did not like when you told them it did not work how they believe it did.
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19 minutes ago, Alicatt said:
The aircraft in the video is turning base to finals, we are about 3 to 3.5 miles from the runway here.
My wife first pointed it out about a month ago and I thought it was a neighbour doing something. but I have heard it often now and always at that same point id is just a Veeep sort of like someone blowing a short note on a kazoo, we heard about 20 of them this afternoon and they all had it.
Then is very likely to be the engine nozzle. Look for Convergent Exhaust Nozzle Control (CENC) here or in google. I have posted many time about it.
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1 hour ago, Alicatt said:
This year we have heard a distinctive whistle from the F-16s coming in to land, not heard it in previous years and my wife has commented on hearing it to as it is unusual, anyone know what it is? these are Belgian F-16s.
This is a wild ass guess from me, but the only two things that whistle like that in an F-16AM are the EPU when activating or the nozzle of the engine. My time with A models is limited to the training aircraft that had not flown in years.
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9 hours ago, - Sonic - said:
then if you suffer a tank wing hit the plane is gone?
I don't know. There are to many unknowns. I have never work on a F-16 that suffer combat damage ( hit by enemy fire) Not sure what would happen. There are some photos of F-16 receiving very bad damage and making it back. But there are to many variables.
Link to the Washington Post article
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1 hour ago, - Sonic - said:
yes I read about it, but I want to know if the switch (in the real world) can save fuel shutting of section of tanks
In RL, no. The switch determine where to use fuel from, would not prevent fuel loss due to damage and would not isolate tanks. A-1 is also the biggest tank in the aircraft, not using it will make the aircraft to aft heavy, not sure if you could fly it even if you isolated the tank.
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6 hours ago, BIGNEWY said:
Thanks for the video, but it is difficult to tell with the cut scene / edit of the video.
I know videos are not a good source, and this is a different block. This is block 30 with different engine and many other differences Just trying to help. JFS door open at the begging of the video. The next sound is the hydraulic fluid spinning the Hydraulic Start Motor (HSM). JFS ignites at 11 seconds. Turns off at 41 seconds. Notice door stay open, they close after JFS spins down.
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10 hours ago, Raviar said:
Hi everyone,
I like to get more info about F-16 variants and capabilities IRL, highly appreciate if anyone can point me to any reliable and accurate books/websites/reading materials ?
ThanksI dare say anything you find online will not be 100% reliable. Books, magazine, documentaries, movies, etc. will have missing details or wrong details, misconceptions and so on. Even manuals you find online are only specific to a certain number of aircraft and a specific date in time. If your missing the list of aircraft (normally in the first couple of pages there should be all the serial number the manuals applies to) you will have and incomplete manual. If your missing dates from front page, is incomplete. What ever you do find, read it for entertainment, not so much and "The Source" of X,Y and Z info.
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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.
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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.
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On 10/6/2019 at 6:52 AM, mvsgas said:
In the RL F-16, it is normal to have to trim. Here you can see the pilot trimming the rudder at 2:08
Not sure if it is BUG or not within DCS since I am not sure if it is modeled or not.
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I'm an idiot never mind
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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
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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
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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).
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48 minutes ago, Eagle7907 said:
So I take it any cart that’s hooked up to it is just ground power?
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.
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7 minutes ago, Eagle7907 said:
Interesting. Is an external air start not possible?
There is no way to start an engine in the F-16 externally. All starts use the JFS ( if the engine is installed obviously)
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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.
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SEC check?
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