mvsgas

Does it happen on single player missions for you? TTI Caucasus has an E-2 and Red air show up for me.

Obviously the F-16 Module in DCS is not broken, it works for me in single player. I ask some question here to try and get some useful information and try to help people having issues. https://forums.eagle.ru/showpost.php?p=4295772&postcount=26

I am using TTI mission version 1.61 and simple single missions created in Openbeta ver 2.5.6.47224, both data link and IFF work as advertise for me. So could we get more information to try to help people having problems? Maybe we can find a workaround. Is this happening online only or in single player? If happening online, does it only affect AI aircraft or other player aircraft? What map does it happen in? What mission? What server? Have you guys enter the codes for the IFF LOS and SCAN (in the DED, list, RCL, entering M3 and M4)? What mods do you have if having problems? What INS alignment are you using? Store heading, 8 minute normal, 12 minute interrupted, 16 minute best case? Any additional info you can provide?

Not sure what video you are watching, but DCS F-16, not all Data Entry Display (DED) pages are complete.

You should research the aircraft handling. You will find it is mention in many different platforms how it has and will depart violently. One example of the flight characteristic can be heard here, starting at 48:30. High speed meaning mach, not indicated speed.

Esto demostrando porqué tanta gente tiene problemas con el F-16 en el DCS. Todo el mundo tiene apuro, quiere encender todo los más rápido posible. El motor no ha encendido completamente, los generadores no están en línea, Y ya encendiste las computadoras. Con calma que no ay apuro, un paso a la vez. ¿Porque no siguen lo que el Wags presentó ace meses atrás? Es en ingles, pero es fácil de seguir.

So to sum it up and correct mistakes: The switch on and no ground safety pin installed EPU should fire no matter what. If engine bleed air is available, it will use bleed air but will use Hydrazine initially and it will use hydrazine to maintain operational RPM if the engine is not providing enough bleed air. Switch in norm, EPU should not fire on the ground, will fire in the air if both generator fail and A system pressure below 1000 psi. Switch to off Will not fire on the ground, if the switch is left off since WOW, it will not fire in the air. If the switch is cycled to norm and back to off, the EPU will fire if both generator fall offline or A system pressure below 1000psi. It will not turn EPU off in the air if previous conditions exists. It will turn the EPU off if WOW or if the previews conditions do not exist. Panther, Bouli306 What did I miss? And we all agree it should remain on after landing, correct?

It should not, JFS uses aircraft fuel. But, it is possible for there to be enough fuel on the line to run the JFS for minutes. There might be not enough fuel for the main engine, but there could be enough for the JFS. That is correct behavior for the EPU. With weight on wheels (WOW), it should not start, even when with the switch to on. But, if it turns on in the air, it should not turn off until it has WOW and pilot turn it off.

Not really crazy if you know the F-16. The aircraft is always been user base (meaning every air force that uses the aircraft has different update/upgrade priorities) Some air forces have use missile launch detection, reconnaissance pods, conformal fuel tanks, internal jammers for years, USAF never has. Some have use additional chaff and flare buckets on the pylons for years, USAF just started to, and only on older blocks (30/32 in the ANG AFAIK). Japans and UAE have use AESA for some time now, US is just tarting conversion, again AFAIK, on ANG birds. But USAF has use over the horizon communications for close to 10 years now, nobody else does. HTS pod are only use in the US. It is also easier and cheaper for a country with less than 100 F-16 and only one or two version to update its entire fleet when compared to the USAF, considering at one point it had hundreds of F-16 with 8 different versions and many more sub-versions. Luke AFB alone had more F-16 and more versions that several countries around the world. That is why manuals are very specific what serial numbers the manuals apply to. If a manual does not state the different subversion, the TCTO/ECP/modifications, the year, those manuals are very likely modified and/or incomplete.

In the air DCS F-16 EPU works fine, on the ground tho, it turn off which has been reported. https://forums.eagle.ru/showthread.php?t=254829 https://forums.eagle.ru/showthread.php?t=251544 Remember, IIRC, EPU power only emergency AC power buses, it should take a few seconds to start and get to operational speed, the more you use the flight controls, the shorter the operational time (meaning it will use more fuel).

All F-16 external light are tied to the main power. Hell, many cockpit light and gauges are tied to main power. Engine oil pressure for example does not work until standby generator comes online, so you are suppose to monitor oil pressure on start, if you have no indication by idle, you need to shut down the engine. No main gen power 10 seconds after stand by gen comes online, shut down the engine. Without main power there are a lot of thing that do not work, this is one of the reasons every day, before flying starts, we hook external power to the jet to check light, check fuel level, oxygen level (on aircraft with liquid oxygen), etc.

Again, Block 25 do not have digital flight control, so if the information indicates that, I question its validity. It might be from a propose update or a test vehicle but not for a operational aircraft and renders the conversation moot for me. Good luck to you.

This is confusing F-16B are block 10/15/20. F-16C are block 25/30/32 with analog FLCS and block 40/42/50/52 with DFLCS. So Are basing you information on a F-16B, a block 25 or a DFLCS? All 3 are different.

Might be confusing or some may not like it but it is accurate and matches this specific version of the F-16 circa 2007. So thanks ED.

I have not experience anything like that in the DCS F-16, but because the way the TGP can affect the waypoints currently, I have been writing down the coordinates, so if the waypoint is moved, I simply go back to nav and re-enter the position.

The answer is: The specific version of the USAF F-16C block 50 circa 2007 did not have that versions of the OFP in RL and is up to ED if they want to add it or not.

Not sure if I understand what you mean, but in takeoff and landing gains, the FLCS pitch axis operates as a pitch rate command system until 10 degrees AOA and a blended pitch rate and AOA command system above 10 degrees AOA. Also, Maximum Positive g is a function of airspeed and AOA, negative g is not a function of airspeed. It's a fix limit. Max AOA at 1g is 21º

To lower the canopy to half way point, use the canopy handle (move dark red or brown on right side of cockpit back) to lower the rest of the way, click on the canopy support strut. To lock the cockpit downs, move handle forward. To raise the canopy, first unlock the canopy, then click on the hand hold on the right side of the canopy. Its been this way since release. Here is one example

Talking about details (insignificant or not) those are not rivets on the cockpit glare shield, they are Torq-set screws. Normally, worn and very difficult to remove.

As of 2010, USAF F-16C (block 40/42/50/52) with OFP M5.1+ (TCTO 1F-16-2570 or ECP2602) HSD scale was 5, 15, 30, 60, 120, and 240 nm when depress and 7.5, 10, 20, 40, 80, and 160 nm when centered. Anything below OFP M5.1+, would be 15, 30, 60, 120, and 240 nm depress and 10, 20, 40, 80, and 160 nm center. So, HSD in OFP M3.4+ OFP (ECP 2584R-76), M4.2A+ (ECP 3016R-76) etc. would be same as in DCS, so it seems accurate to me.

Just to add to this https://forums.eagle.ru/showpost.php?p=3904832&postcount=551 I don't hear anything either using open beta version 2.5.6.45915 in NTTR.

No, bleed valve do not prevent stagnation on the F110-GE-129 AFAIK. PW engine have a bleed trap ( it has a different job, not preventing stall/stagnations), but we have here a GE engine in DCS. As a matter of fact, in the Real life aircraft, the JFS, turn the engine thought the ADG, which turn the PTO, that turns the engine gear box, which turn the core (HP compressor) The LP compressor turn because the HP is turned by the JFS. So, on start in the F-16, LP ( first 3 stages of compression and last 2 turbine) cannot turn unless HP ( correction, last 9 stages of compression and one turbine) is turning.

Both compressors (LP and HP) are turning. If not it would cause stagnation/stalls when fuel was introduce.

Old HUD software, could not tell version, but USAF manuals have not mention that gun symbology (LCOS, SSLC) since the 1990. Also, if the audio is to be trusted, this would be a different F-16 that what we have in DCS. Different country, not sure when they updated their software This is during Desert Storm, same, old HUD software same story